DASH-8 SOP Complete [PDF]

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SOP (Draft Copy)

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Table of Contents PART – 1 ........................................................................................................................................................ 7 INTRODUCTION ............................................................................................................................................ 8 General...................................................................................................................................................... 8 The Team .................................................................................................................................................. 8 Authority of PIC ......................................................................................................................................... 9 Crew Resource Management (CRM)....................................................................................................... 10 Automation ............................................................................................................................................. 10 Use of AP/ FD Controls............................................................................................................................ 11 Monitoring .............................................................................................................................................. 11 Radio Communication............................................................................................................................. 12 Weather Radar ........................................................................................................................................ 12 Sterile Cockpit ......................................................................................................................................... 13 DASH-8 Q400 Operational Specifications and Recommendations ........................................................... 14 CHECKLISTS ................................................................................................................................................. 15 Cockpit Preparation ................................................................................................................................ 16 Cockpit Preparation Flow Pattern ........................................................................................................... 18 Cockpit Preparation Checklist ................................................................................................................. 19 Normal Checklists ................................................................................................................................... 22 FLOW CHECKS ............................................................................................................................................. 27 FLIGHT PREPARATION ................................................................................................................................. 30 Reporting Time ........................................................................................................................................ 30 Dispatch briefing ..................................................................................................................................... 30 Responsibilities ........................................................................................................................................ 30 Combined Briefing ................................................................................................................................... 30 Equipment & Documentation ................................................................................................................. 30 Arrival at the Aircraft ............................................................................................................................... 31 Aircraft Maintenance Log ........................................................................................................................ 31 Allocation of Tasks ................................................................................................................................... 31 Passenger Clearance ............................................................................................................................... 31 Refueling with passengers onboard ........................................................................................................ 32 EXTERNAL CHECK ........................................................................................................................................ 33 DATE: 20th April, 2020

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COCKPIT PREPARATION ............................................................................................................................... 39 COCKPIT SAFETY CHECK........................................................................................................................... 39 COCKPIT PREPARATION (POWER UP) ...................................................................................................... 40 COCKPIT PREPARATION – CAPTAIN ........................................................................................................ 45 COCKPIT PREPARATION (FIRST OFFICER) ................................................................................................. 52 Flight Management System (FMS set-up) ............................................................................................... 54 Load Sheet and Take-off Data ................................................................................................................. 59 Reduced Power Takeoff .......................................................................................................................... 60 TAKEOFF BRIEFING ..................................................................................................................................... 61 Captain’s Briefing .................................................................................................................................... 61 F/O’s Briefing ........................................................................................................................................... 62 ENGINE START / PUSH BACK........................................................................................................................ 63 General .................................................................................................................................................... 63 Push Back ................................................................................................................................................ 63 ORIGINATING BEFORE START (Checklist) ................................................................................................. 64 BEFORE START (Checklist) ....................................................................................................................... 64 START APPROVED (Checklist) .................................................................................................................. 65 PUSH BACK AND START APPROVED (Checklist) ....................................................................................... 65 Start Procedure ....................................................................................................................................... 66 AFTER START (Checklist) .......................................................................................................................... 67 POWER BACK ........................................................................................................................................... 69 TAXI ............................................................................................................................................................. 70 General .................................................................................................................................................... 70 Taxi Technique ........................................................................................................................................ 70 Runway Incursion Avoidance................................................................................................................... 71 TAXI CHECK (Checklist) ............................................................................................................................ 71 LINE UP (Checklist) .................................................................................................................................. 72 TAKE-OFF ..................................................................................................................................................... 74 General .................................................................................................................................................... 74 Take-off Procedure .................................................................................................................................. 75 AFTER TAKE-OFF (Checklist) .................................................................................................................... 77 Crosswind Take-off .................................................................................................................................. 78 Noise Abatement Procedures ................................................................................................................. 78 Normal Take-off Profile ........................................................................................................................... 79 CLIMB .......................................................................................................................................................... 80 DATE: 20th April, 2020

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General .................................................................................................................................................... 80 Altimeter setting ..................................................................................................................................... 80 Speed....................................................................................................................................................... 80 Step Climb ............................................................................................................................................... 80 CRUISE ......................................................................................................................................................... 81 General .................................................................................................................................................... 81 CRUISE (Checklist) ................................................................................................................................... 83 DESCENT ...................................................................................................................................................... 84 General .................................................................................................................................................... 84 Approach/Landing Briefing ...................................................................................................................... 85 DESCENT (Checklist) ................................................................................................................................ 85 Altimeter setting ..................................................................................................................................... 86 Descent Procedure .................................................................................................................................. 86 Holding .................................................................................................................................................... 87 APPROACH & LANDING ............................................................................................................................... 88 General .................................................................................................................................................... 88 APPROACH (Checklist) ............................................................................................................................. 88 LANDING (Checklist) ................................................................................................................................ 89 Stabilized Approach ................................................................................................................................. 90 Approach and Landing Procedure ........................................................................................................... 91 General ................................................................................................................................................ 91 Precision Approach.............................................................................................................................. 93 Non-precision Approach...................................................................................................................... 97 Visual Approach................................................................................................................................. 101 Missed Approach / Rejected Landing ................................................................................................ 103 Landing .............................................................................................................................................. 106 Crosswind Landing............................................................................................................................. 107 AFTER LANDING......................................................................................................................................... 108 General .................................................................................................................................................. 108 AFTER LANDING (Checklist) ................................................................................................................... 109 SINGLE ENGINE TAXI.................................................................................................................................. 110 General .................................................................................................................................................. 110 Operational Considerations ................................................................................................................... 110 Taxi Procedure after landing ................................................................................................................. 111 Abnormal Procedures............................................................................................................................ 111 DATE: 20th April, 2020

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SHUTDOWN............................................................................................................................................... 112 General .................................................................................................................................................. 112 Shutdown Procedure ............................................................................................................................ 113 SHUTDOWN (Checklist) ......................................................................................................................... 114 LAST FLIGHT (Checklist) ......................................................................................................................... 114 STANDARD CALL OUTS .............................................................................................................................. 115 General .................................................................................................................................................. 115 FGCP Call Outs ....................................................................................................................................... 116 AUTOPILOT Call Outs ............................................................................................................................. 118 Engine Power Call outs .......................................................................................................................... 118 Aircraft Configuration Call Outs............................................................................................................. 119 Call outs between Cockpit and Cabin Crew ........................................................................................... 119 Push Back .............................................................................................................................................. 120 Engine Start ........................................................................................................................................... 120 Taxi ........................................................................................................................................................ 120 Take off.................................................................................................................................................. 121 Climb ..................................................................................................................................................... 122 Cruise .................................................................................................................................................... 122 Descent ................................................................................................................................................. 122 Approach and Landing........................................................................................................................... 123 Shutdown .............................................................................................................................................. 124 Callouts on Deviation ............................................................................................................................ 125 SAMPLE R/T COMMUNICATION ................................................................................................................ 126 HAND SIGNALS .......................................................................................................................................... 130 PART – 2 .................................................................................................................................................... 133 INTRODUCTION ......................................................................................................................................... 134 REJECTED TAKE-OFF .................................................................................................................................. 138 Rejected Take-Off Procedure ................................................................................................................ 139 ENGINE FAILURE DURING TAKE-OFF AFTER V1 ......................................................................................... 140 Engine Failure/Fire after V1 Procedure ................................................................................................. 141 Engine Failure/Fire after V1 Profile ....................................................................................................... 143 ENGINE FAILURE / FIRE / CRITICAL MALFUNCTIONS ENROUTE................................................................. 144 Engine Failure / Fire Inflight Procedure ................................................................................................ 145 Engine Fail / Fire Shutdown Procedure ................................................................................................. 145 SINGLE ENGINE DRIFTDOWN PROCEDURE................................................................................................ 146 DATE: 20th April, 2020

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ENGINE FAILURE / FIRE / CRITICAL MALFUNCTIONS ON APPROACH ........................................................ 149 Single Engine Missed Approach / Rejected Landing Procedure ............................................................ 150 Single Engine Missed Approach / Rejected Landing Profile ................................................................... 151 EMERGENCY EVACUATION ........................................................................................................................ 152 DIVERSION ................................................................................................................................................. 154 General .................................................................................................................................................. 154 Diversion Procedure .............................................................................................................................. 154 EMERGENCY DESCENT .............................................................................................................................. 157 General .................................................................................................................................................. 157 Emergency Descent Procedure ............................................................................................................. 158 Emergency Descent Profile ................................................................................................................... 159 EGPWS....................................................................................................................................................... 160 General .................................................................................................................................................. 160 Terrain Recovery Procedure .................................................................................................................. 162 TCAS .......................................................................................................................................................... 163 General .................................................................................................................................................. 163 Traffic Collision Avoidance Procedure ................................................................................................... 164 WAKE TURBULANCE .................................................................................................................................. 165 General .................................................................................................................................................. 165 Wake Turbulence Category and Separation .......................................................................................... 165 WINDSHEAR .............................................................................................................................................. 166 General .................................................................................................................................................. 166 Windshear In-Flight Recovery Procedure .............................................................................................. 168 WET RUNWAY OPERATION ....................................................................................................................... 169 CONTAMINITAED RUNWAY OPERATION ................................................................................................... 170 COLD WEATHER OPERATION ................................................................................................................... 172 General.................................................................................................................................................. 172 Ground De-icing / Anti-icing ................................................................................................................. 172 De-Icing Procedures .............................................................................................................................. 173 Taxi ........................................................................................................................................................ 174 Take-Off ................................................................................................................................................ 175 Enroute, Climb, Cruise and Descent ..................................................................................................... 175 Holding and Approach .......................................................................................................................... 176 Landing .................................................................................................................................................. 176 Parking .................................................................................................................................................. 177 DATE: 20th April, 2020

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PILOT INCAPACITATION ........................................................................................................................... 178 INADVERTENT SELECTION of Both CONDITION LEVERS to START/FEATHER in Flight ............................... 180

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PART – 1 (Normal Operating Procedure)

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INTRODUCTION General Biman Bangladesh Airline’s Standard Operating Procedures (SOP) for Dash8 Q400 pertains to specific procedures related to Dash8 Q400 aircraft only. They establish sequence, designate individual crew duties and where necessary furnish brief explanations. The basic building blocks of this company procedure are the Bombardier Dash8 Q400 Aeroplane Operating Manual (AOM), Aircraft Flight Manual (AFM) and Biman Operations Manual (OM A, B, C). Practical Dash8 operating experience and the company culture have been merged with these procedures to produce the company procedures. The procedures: • •

Allow efficient operation of the DHC8 Q400, Reduce crew workload while maintaining the highest possible level of safety.

Standard Operating Procedures (SOP) are a set of procedures that serve to provide common ground for all crew members. Another qualified pilot could replace an active cockpit crew member during the flight, and the operation would continue safely and smoothly. Pilots must adhere to the company Standard Operating Procedures (SOP). It is important that each pilot knows what to expect of the other and that each pilot can perform his tasks without continual reference to the other for agreement. Occasionally, there is a need to depart from some aspect of the SOPs. In this case, the aspect should be clearly briefed and announced as “Non-standard”. Non-standard calls should be the exception rather than the norm. If a difficulty is found in following these SOPs, it must be reported.

The Team The aim of the process of cockpit management is to achieve safe and economic operation of the aircraft. This requires a team effort led and managed by the Captain. The team includes the cabin crew. PIC

Pilot in Command

Capt.

Captain

F/O

First Officer

PF

Pilot Flying

PM

Pilot Monitoring

LH/RH

Left hand / Right hand seat position for completion of particular tasks due to the location of controls

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Authority of PIC •

The PIC has full authority:

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To initiate, continue, divert or terminate a flight in the interest of the safety and security of the aircraft and its occupants. Not to accept an aircraft prior to departure of a flight if dissatisfied with any aspect of the airworthiness and/or maintenance status of the aircraft. To execute his flight with regard to aircraft operation and safety. Over his crew members on duty and off duty when away from home base. Over his passengers during flight, i.e. from closing until opening of cabin doors to the extent that may include restriction of freedom of one or more occupants until they are delivered to appropriate authorities in order to maintain discipline on board. Overall the Flight Personnel to off-load any one at base or to put off from duty enroute for the safe conduct of the flight. (However, such action must be communicated to the Operations Control by first available means followed by detailed debrief report). To ensure a flight is not commenced unless the usable fuel required in accordance with OMA 5.7.1.3 is on board the aircraft and is sufficient to complete the planned flight safely. In emergency situations, the PIC is authorized to follow any course of action deemed necessary in the interest of safety. He may, in such situations, deviate from prescribed methods, local regulation or procedures to the extent required by considerations of safety. The PIC has the authority and responsibility to declare an emergency situation whenever deemed necessary. When exercising his emergency authority, the PIC shall keep the proper control station fully informed regarding the progress of the flight and actions taken.

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-

-

-

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(Refer to OMA 2.3.0 for detailed information regarding PIC duties and responsibilities)

• -

The Captain shall perform the landing personally whenever the following conditions exist: Close to minimum runway length for landing, Crosswind close to maximum authorized component, Major deficiencies on the aircraft or ground installations, When Copilot have less than 100 hours P-2 on type or 25 Sectors P-2 on type, experience (whichever is higher), Any other unfavorable conditions.

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Crew Resource Management (CRM) 1. General The philosophy for the operation of all multi pilot airplane types is based upon the assignment of specific duties and responsibilities to the Pilot Flying and Pilot Monitoring of the airplane. 2. Pilot Flying (PF) Responsibilities The PF is responsible for operating the airplane safely, within the limitations set out in the Flight Manual and for ensuring that good CRM is practiced at all times during the flight. The PF will call for and monitor the completion of all normal, abnormal and emergency checklists and ensure compliance with ATC instructions and clearances. 3. Pilot Monitoring (PM) Responsibilities The PM is responsible for monitoring the safe operation of the airplane and for acting upon any instructions from the PF. The PM will read and ensure the completion of all required checklists when called for and will be responsible for all radio communications, unless otherwise instructed by the PF. 4. Crew Coordination Effective crew resource management and crew coordination will be utilized at all times. It is imperative that each crew member beware of the duties and responsibilities of the other crew member. Normally, a crew member shall not perform any function, or take any action, unless the other crew member, if present, is first informed. If a crew member is required to leave the cockpit, upon return he/she will be informed of all actions taken during his/her absence. 5. Pilot/Flight Attendant Communications The PF will normally handle all communications with the cabin crew. For normal communication use the CALL button to contact the cabin crew. The Purser will come to the flight deck or respond on the interphone.

Automation 1. General The purpose of modern automation in the cockpit is to reduce the workload for pilots, improve situational awareness and increase safety. It provides a tool for the crews to manage airplane, navigation and interface systems more efficiently. Pilots must understand that there are different levels of automation available and must be able to select the most appropriate level for any phase of flight to ensure the highest level of situational awareness. 2. Automation Levels Level 1 – Raw data, no automation at all. The pilot is hand-flying the airplane without the use of the airplane flight guidance system. Pilots should revert to this mode of operation when unsure of the status of navigation or flight guidance system (mode confusion). This mode is also useful during terminal operations when a last minute runway change is issued and traffic awareness may be compromised if one or both pilots go “head down” to make flight guidance system changes. DATE: 20th April, 2020

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Level 2 – Use of flight director. The pilot is hand-flying the airplane using the flight director. Level 2 automation is typically used during take-off and initial departure. Level 3 – Use of flight director, autopilot. The pilot is flying the airplane through the flight guidance system and autopilot. This can be referred to as tactical use of automation. Situational awareness can be compromised if at least one crew member is not tasked with the responsibility of monitoring the airplane’s flight path. Level 4 – Use of flight director, autopilot, plus FMS vertical and lateral path guidance. The pilot is flying the airplane using LNAV/VNAV. This mode can be considered as strategic use of automation. Situational awareness can be compromised if at least one crew member is not tasked with the responsibility of monitoring the airplane’s flight path. 3. Automation Backup When using the flight management system as the primary navigation source, the PM should have his/her avionics set so as to provide a ‘raw nav’ backup (VOR/ DME) on his/her navigation display.

Use of AP/ FD Controls 1. General The crew member responsible for the manipulation of the heading bug, course selector, altitude pre-select and Flight Director Modes will be determined by the state of the autopilot as defined below. 2. Autopilot Engaged The PF will make any required heading bug, course select, altitude pre-select and Flight Director Mode changes. The PM will observe and verify the settings made by the PF. 3. Autopilot Not Engaged The PM will make any required heading bug, course select, altitude pre-select and Flight Director Mode changes when requested by either the PF or by ATC. The PM will inform the PF of the change. The PF will observe and verify the settings made by the PM. 4. Altitude Assignment The PM sets the assigned altitude in the altitude alerter and orally repeats the altitude. The PF confirms the altitude assignment and alerter setting.

Monitoring The monitoring function is as important as the flying function. All pilots also make mistakes. The monitoring function is intended to pick up those errors that will inevitably be made. In most cases, all that is required is a few words to draw the pilot’s attention to the error. He then corrects it. In extreme cases, PM may need to take control. Fine judgement is required, but this action should be taken well before aircraft safety is compromised. Deviations from the expected may be due to tiredness, illness (perhaps leading to incapacitation) or instrument failure. So, the monitoring pilot should be aware of his colleague’s condition and check both sets of instruments if errors are apparent. DATE: 20th April, 2020 REVISION: 2 Page 11

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Of course, it is not just the deviation from the expected that is important. The trend is also important. A deviation that is clearly being corrected needs no mention; the converse, one that is diverging quickly with no sign of correction, must be announced. So, for most of the flight regime, the monitoring pilot uses his experience and judgement to decide whether or not to announce a deviation. If he decides to announce a deviation, he must do so clearly. The announcement must include the parameter and either its value or its deviation from the expected target. PF should acknowledge any announced deviation and take corrective action. If PF has not responded after two calls, the monitoring pilot must take control. However, on take-off, failure of the PF to respond immediately to the “80kt” call and during the approach, failure to respond to the “100 above minima” call above DA/DH should be regarded as evidence of incapacitation. Further advice is contained in OM Part A Section 5.3.0.

Radio Communication 1. General It is the responsibility of the PM to communicate on the radio and change frequencies unless temporarily relieved of that duty by the PF during high workload phases of flight. 2. Radio Tuning and Communication The PM tunes and identifies all navigation aids. Before tuning the PF’s radios, or changing FMS data, the PM announces the changes to be made. In tuning the primary NAVAID, the PM coordinates with the PF to ensure proper selection sequencing with the autopilot mode. After tuning and identifying the PF’s NAVAID, the PM announces, “………facility tuned and identified”. When tuning the radios for ATC communication, the PM places the new frequency in the ‘standby head’ (i.e. preselected) at the time of receipt. After contact on the new frequency, the PM retains the previously assigned frequency for a reasonable time period, usually until communication is established on the new frequency. Comm 1 will be used for ATC. Comm 2 will be used to monitor Guard frequency 121.5 at all time except for receiving ATIS and communicating with clearance delivery, company and other airport agencies.

Weather Radar The weather radar should be used for operations anytime it is necessary in the crew’s judgment. During all night operations, irrespective of weather conditions, the weather radar is to be displayed on at least one MFD. If, prior to departure, crews require weather radar to be switched on they are to use the appropriate procedures and observe all associated safety considerations (AOM Vol 4 –6.15.9). The pilot operating the radar should inform the other pilot before any change is made.

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Sterile Cockpit Workload is highest in the lower levels. So, to enhance flight path control and monitoring below FL 100 a sterile cockpit policy is to be used. Under sterile conditions: •

• • •

Headsets must be used for all communications. Use of headphones is mandatory from engine start to the top of climb and from the top of descent until engine shut down. If the cruise section of the flight is at FL 200 or below, the crew must remain on headsets at all times. Operational documentation must not be completed. Conversation must be limited to operational issues. Interaction with the cabin crew must be limited to that required by the normal, abnormal & emergency procedures.

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DASH-8 Q400 Operational Specifications and Recommendations Following are some important operational aspects which requires in everyday flights. For more and detailed information refer to AOM, AFM and OM. 1. Certified for: • IFR / VFR day and night • Flights in icing conditions • The nav-equipment meets the requirements for RNP 5 (B-RNAV) 2. Required RFF category types: • For destination: 6 • For alternates: 4 3. Wake turbulence category: Medium (ICAO), Large (FAA) 4. Approach category: C 5. Dimensions: • Wingspan: 93ft 9in • Tire track: 31ft 9in 6. Limitations: • Maximum tailwind for Takeoff and Landing: 10 kt • Minimum pavement width for a 180°turn: 85ft • The minimum runway width: 98ft • The minimum taxiway width: 50ft • After take-off or go-around, the minimum height for AP engagement is 1000 ft AGL. • For precision and non-precision approaches the AP must be disengaged at or above 200 ft AGL. 7. Use of APU: • Limit APU starting cycle and usage as minimum as possible, • In hot weather do not use the APU where GPU and Aircon both are available, • In cold weather do not use APU if GPU is available. 8. Recommendations: i. Use reduced power for take-off and landing whenever possible and safe as per performance and limitations (except for the first flight of the day and in turbulent condition). ii. Keep TERRAIN mode displayed on one of the MFD when below MSA. iii. Acceleration altitude is 1000ft AGL (unless different NADP applied). iv. Turning after take-off is not recommended below 1000ft AGL. v. In normal condition, use power 850/MCL for climb and reduced power for landing vi. In normal condition, switch OFF the STBY HYD PRESS and PTU CNTRL as soon as possible after take-off (after Flap retraction) and switch ON as late as possible before landing (before selecting Flap). vii. Use auto pilot in high workload situations such as a departure in a busy TMA. viii. Carry out single engine taxi after landing wherever it is safe and comfortable. ix. Power back is not recommended unless it is absolutely necessary (turning is not allowed in reverse). DATE: 20th April, 2020

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CHECKLISTS 1. General A Challenge and Response or Read- and-Do method will be used to execute the checklist depending on the phase of flight. After the PF calls for the checklist, the PM challenges by reading the checklist aloud. The PF verifies that the items designated PF (or his seat position) are accomplished and responds orally to the challenge items designated on the checklist as PF (or his seat position). The PM confirms accomplishment of the item and responds orally to his own challenge. In all cases, the response (by either pilot) is confirmed by the other and any disagreement is resolved prior to continuing with the checklist. Any time gear, flap, trims, or condition lever selection is required, both pilots should verify and confirm the relevant position in regard to the above controls. After the completion of any checklist, the PM states “…Checklist Completed”. This allows the PF to maintain situational awareness during checklist phases and prompts the PF to continue to the next checklist, if required. 2. Flow Patterns The use of flow patterns is an efficient method of accomplishing the cockpit setup for normal procedures in each phase of flight. After running the flow pattern, the checklist must be used to verify the setup. Flow patterns are not used for abnormal or emergency procedures. In case of an emergency, accomplish the memory items first (if any), maintain control of the airplane and call for the appropriate checklist when the situation allows. Item COCKPIT SAFETY CHECK COCKPIT PREPARATION ORIGINATING BEFORE START

BEFORE START AFTER START TAXI

LINE UP AFTER TAKE-OFF CRUISE DESCENT APPROACH LANDING

AFTER LANDING SHUTDOWN LAST FLIGHT

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Action Read and Do Read and Do

Challenge and Response Challenge and Response Challenge and Response Read and Do Challenge and Response (configuration items: flaps, trims, and condition levers) Read and Do Read and Do Read and Do Read and Do Read and Do Challenge and Response (Landing Gear, Flaps, and Condition Levers) Read and Do (remaining items) Read and Do Challenge and Response Challenge and Response

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Cockpit Preparation COCKPIT SAFETY CHECK Documentation……………………………………………………………….. check Safety Equipment ……………………………check serviceable & secure Escape Hatch…………………………………………………………………. secure Oxygen Masks / Qty………………………………………………………… check Circuit Breakers…………………………………………………………………check Alt Gear Doors / L/G Inhibit switch……………………closed / Normal

COCKPIT PREPARATION (POWER UP) For DC External Power Battery Master / Main, Aux & Stby……………………………………… on Main Bus Tie………………………………………………………………………… Tie All Displays…………………………………………………………………………… on DC Ext Power………………………………………………………………………. on Bus Voltage……………………………………………………………………… check Position Lights……………………………………………………………………… on Recirc Fan…………………………………………………………………………… on For APU Power Battery Master / Main, Aux & Stby………………………………………. On Main Bus Tie………………………………………………………………………… Tie All Displays…………………………………………………………………………. On Caution / Advisory Lights…………………………………………………… Test Position Lights……………………………………………………………………... On (Confirm APU area is clear) APU Pwr …………………………………………….………………………………… On APU Fire Detection……………………………………………………………. Test APU Start…………………………………………………………………………. Press APU Gen…………………………………………………………………………. press APU Generator Volts / Load……………………………………………. Check Battery Temperature………………………………………………………. Check Bleed Air 1 and 2………………………………………………………. Min / Off Temp Control……………………………………………………………. Auto / set Recirc Fan……………………………………………………………………………. On APU Bleed (20 Sec) …………………………………………………… As req’d

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COCKPIT PREPARATION (POWER UP) (Cont’d) For Battery Power Only DC Gen 1 and 2……………………………………………………………… On Main Bus Tie…………………………………………………………………. Tie Ice Protection………………………………………………………………. Off External Lighting…………………………………………………………… Off Ignition 1 and 2………………………………………………………… Norm Recirc Fan……………………………………………………………………… On Bleed Air 1 and 2…………………………………………………. Min / Off Emergency Lights………………………………………………………… Arm Passenger Signs……………………………………………………………. On Power levers………………………………………………………………. Disc Condition levers……………………………………………………. Fuel Off Briefing…………………………………………………………………… Review

START APPROVED (Battery Power Only) Battery Master / Main, Aux & Stby………………………………. on All Displays……………………………………………………………………. on Fire Detection*……………………………………………………………. test Emerg Brake / Pressure……………………………………. Set / check Doors / Fueling Lights…………………………………………………… Out Anti-Collision………………………………………………………………. Red Position Lights………………………………………………………………… on Engines…………………………………………………………. Clear for start Note: Complete Cockpit Preparation before proceeding to AFTER START checklist.

* System Check Once Every 24 Hours Flying Day

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Cockpit Preparation Flow Pattern

• •

Captain/LH First Officer/RH

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Cockpit Preparation Checklist COCKPIT PREPARATION – CAPTAIN DC Gen 1 and 2……………………………………………………………. on Ice Protection / WS Heat & Wipers……………………………. Off Landing / Taxi Lights…………………………………………………… Off ELT……………………………………………………………. Auto / Armed Fire Detection* ………………………………………………………… test Fuel / Hyd Valves……………………………………………………. Open Baggage Smoke Warning (Aft and Fwd) *………………… test Panel Lighting……………………………………………………. as req’d Ignition 1 and 2………………………………………………………. Norm Cabin Altitude Controls………………………………………………. set Exterior Lights……………………………………………………. as req’d Emergency Lights……………………………………………………… Arm Passenger Signs…………………………………………………... as req’d Caution / Advisory Lights……………………………………………. test Temp Control……………………………………………………………… set Bleed Air 1 and 2………………………………………………… as req’d AC External…………………………………………………………………. Off AC Gen 1 and 2……………………………………………………………. on GPWS Override………………………………………………………. norm Nosewheel Steering….………………………………………………… Off Stall Warning 1 and 2*……………………………………………… test ADC 1 and 2……………………………………………………………… test CB and Panel Lighting…………………………………………. as req’d Smoke Goggles (if applicable) ………………………………… check Flight / Taxi………………………………………………………………. Taxi Stick Pusher / Elevator Trim Shutoff………………………. norm Clock………………………………………………………………………. check GPWS………………………………………………………………………… test PFCS………………………………………………………………………. norm Flight Guidance Controller……………………………………… check Speed Bugs…………………………………………………………………. set Altimeters…………………………………………………………………… set PFD…………………………………………………………………………. check MFD………………………………………………………………………. check PFCS Indicator………………………………………………………… check Integrated Standby Instrument………………………………. check ED…………………………………………………………………………… check ED messages…………………………………………………………. check

* System Check Once Every 24 Hours Flying Day

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COCKPIT PREPARATION – CAPTAIN (Cont’d) Fuel quantity ………………………………………………………… Check Landing Gear Sel / Lights / Horn …………………………… Check GPWS Landing Flap …………………………………………… As req’d Stby Hyd Press / PTU / Hyd #3 Isol Vlv …………………. Norm AHRS ……………………………………………………………………. Check FMS …………………………………………………………… Programmed EFIS Control Panel ………………………………………………………Set PFD / MFD OFF / BRT selector*……………………. Off then Brt Pitch and Roll Disc ……………………………………………………… In Tank Aux Pumps 1 and 2……………………………………………. Off Fuel Transfer……………………………………………………………... Off Power levers ……………………………………………………………. Disc Condition levers ………………………………………………… Fuel Off Autofeather*………………………………………………. Test then off Alternate Feather 1 and 2 ……………………………………… Norm Emerg Brake / Pressure …………………………………. Set / check Control Lock ………………………………………………………………. On ARCDU ………………………………………………………………... On / set TCAS* ………………………………………………………………………...Test Trims ……………………………………………………………… Check / set ESID Control Panel ……………………………………………………… Set ED OFF / BRT selector*..………………………………… Off then Brt EFIS ATT / HDG Source……………………………………………. Norm EFIS ADC Source ……………………………………………………… Norm Wx Radar* ………………………………………………………………… Test Flight Compartment Door Emergency Access*…………… Test

* System Check Once Every 24 Hours Flying Day

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COCKPIT PREPARATION – FIRST OFFICER ARCDU ……………………………………………………………… On / set ATIS/Wx ………………………………………………………………. Obtain EFIS Control Panel ………………………………………………………. Set FMS (if applicable) ………………………………………. Programmed AHRS ………………………………………………………………………. Check Clock …………………………………………………………………………… Set Stick Pusher / Elevator Shutoff………………………………... Norm Anti-skid*…………………………………………………………………… Test MFD ………………………………………………………………………… Check PFD.…………………………………………………………………………. Check Speed Bugs …………………………………………………………………. Set Altimeter ……………………………………………………………………. Set Smoke Goggles (if applicable) …………………………………. Check CB and Panel Lighting …………………………………………… As req’d Oxygen Press …………………………………………………………… Check Fwd Outflow Valve ………………………………… Normal / guarded

* System Check Once Every 24 Hours Flying Day

DATE: 20th April, 2020

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Normal Checklists ORIGINATING BEFORE START (This checklist must be done on First flight of the day and both crew change) GPU / APU …………………………………………………………………... On External Check ………………………………………………… Completed Cockpit Preparation ………………………………………… Completed Briefing……………………………………………………………. Completed

BEFORE START Escape Hatch …………………………………………………………. Closed Alt Gear Doors / L/G Inhibit switch …………..Closed / Normal Circuit Breakers ………………………………………………………. Check Battery Master / Main, Aux & Stby ……………………………… On Passenger Signs …………………………………………………………… On Emergency Lights ………………………………………………………. Arm Anti-Skid………………………………………………………………………. On Fuel Transfer / Qty …………………………………………...Off / check Emerg Brake / Pressure …………………………………… Set / check Power levers ………………………………………………………………. Disc Condition levers ………………………………………….………… Fuel Off Take-off Data …………………………….………………………. Reviewed

START APPROVED Take-off Data and Speeds …………………………………………… Set Doors / Fueling Lights ………………………… Closed / Lights out APU Bleed …………………………………………………………………… Off Recirc Fan …………………………………………………………………… Off Anti-Collision ……………………………………………………………… Red Engine ………………………………………………………… Clear for start

PUSHBACK AND START APPROVED Take-off Data and Speeds …………………………………………… Set Doors / Fueling Lights ………………………… Closed / Lights out APU Bleed …………………………………………………………………… Off Recirc Fan …………………………………………………………………… Off Anti-Collision ……………………………………………………………… Red Nosewheel Steering……………………………………………………… Off Emergency Brake (Confirm with ground).…………... Released Engine ………………………………………………………… Clear for start

DATE: 20th April, 2020

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AFTER START Ext Pwr / APU ……………………………………………………………… Off Main Bus Tie………………………………………………………………… Off Bleed Air 1 and 2 …………………………………………. On / as req’d Battery Temps ………………………………………………………… Check Condition levers ………………………………………………………… Max Recirc Fan ……………………………………………………………………. On Stby Hyd Pres / PTU ……………………………………………………... On Hyd #3 Isol Vlv…………………………………………………………… Open Hyd Press & Qty ………………………………………………………. Check Elevator Travel ……………………………………………………Full travel Hyd #3 Isol Vlv …………………………………………………………. Norm Flight / Taxi*……………………………………………………. Check / Taxi Flap …………………………………………………………………………. Select Deice Pressure …………………………………………………………. Check Rudder Travel ……………………………………………………. Full travel Nosewheel Steering ……………………………………………………... On Windshield Heat / Pilot Side Window Heat.…………… As req’d Wx Radar / Nav / Comm ………………………………………………. Set Transponder ………………………………………………………… As req’d PFD / MFD / ED ………………………………………………………… Check Yaw Damper ………………………………………………………… As req’d

TAXI CHECK Taxi Light ……………………………………………………………. As req’d Altimeters …………………………………………………………………. Set Flight Instruments …………………………………………………. Check Tank Aux Pumps 1 and 2 ……………………………………………. On Autofeather …………………………………………………………… Select Flap ………………………………………………………… _____Set / ind Trims ………………………………………………………………………… 3 set Condition levers…………………………………………… ___% / Max T/O Warn …………………………………………………………………. Test Pitot Static Heat …………………………………………………………... On Ice Protection ………………………………………………………. As req’d Caution / Warning Lights …………………………………………. Check Flight Clearances ………………………………………………. Reviewed Cabin ……………………………………………………………………… Secure

DATE: 20th April, 2020

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LINE UP F/A Notification ……………………………………………………As req’d Bleed Air 1 and 2………………………………………… Min / as req’d Anti-Collision ……………………………………………………………White Yaw Damper ……………………………………………………………… On Transponder / TCAS ……………..……Squawk__ / TA ONLY ABV WX Radar…………………………………………………………… As req’d Flight Controls ……………………………………………… Check / free Flight / Taxi ………………………………………………………………Flight Landing / Taxi Lights …………………………………………… On / Off

AFTER TAKE-OFF Landing Gear ………………………………………………………………... Up Flap …………………………………………………………………………………. 0 Autofeather ………………………………………………………………… Off Climb Power ………………………………………………………………… Set Bleed Air 1 and 2 …………………………………………… On / as req’d Stby Hyd Press and PTU Cntrl ……………………………………. Norm Tank Aux Pumps 1 and 2 ………………………………………………. Off Engine Temps & Pressures ………………………………………. Check Ice Protection ………………………………………………………. As req’d Cabin Press & Temp Controls …………………………………… Check Passenger Signs …………………………………………………… As req’d

CRUISE Altimeters …………………………………………………………………. Set Power ………………………………………………………………………… Set Cabin Press ……………………………………………………………. Check Passenger Signs ………………………………………………… As req’d Lights …………………………………………………………………. As req’d

DESCENT Altimeters …………………………………………………………………… Set Approach / Landing Briefing …………………………………. Review Cabin Alt Controls ………………………………………………………. Set Ice Protection ……………………………………………………... As req’d

DATE: 20th April, 2020

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APPROACH Altimeters ……………………………………………………………………. Set Lights …………………………………………………………………… As req’d GPWS Landing Flap …………………………………………………. Select Fuel Transfer ………………………………………………………………. Off Tank Aux Pumps 1 and 2 ……………………………………………… On Stby Hyd Press and PTU Cntrl ………………………………………. On Hyd Press & Qty ………………………………………………………. Check Passenger Signs …………………………………………………………… On Caution / Warning Lights …………………………………………. Check Cabin ……………………………………………………………………… Secure

LANDING Ice Protection ………………………………………………………. As req’d Landing Gear ……………………………………………… Dwn / 3 green Flap ………………………………………………………… _____ Set / ind Condition levers …………………………… Reduced Np Max / Max Bleed Air 1 and 2 ………………………………………… Min / as req’d F/A Notification …………………………………………………… As req’d

AFTER LANDING Control Lock …………………………………………………………………. On Transponder ………………………………………………………… As req’d Wx Radar …………………………..………………………………………. Stby Flap ………………………………………………………………………………… 0 Tank Aux Pumps 1 and 2 ……………………………………………… Off Yaw Damper ………………………………………………………………… Off Flight / Taxi ………………………………………………………………… Taxi Anti-Collision……………………………………………………………… Red Lights…………………………………………………………………... As req’d Ice Protection ……………………………………………………………… Off Main Bus Tie ……………………………………………………………… Tie APU ……………………………………………………………………. As req’d Bleed Air 1 and 2 …………………………………………………. As req’d

DATE: 20th April, 2020

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SHUTDOWN Taxi Light …………………………………………………………………... Off Emerg Brake ………………………………………………………………. Set Stby Hyd Press and PTU Cntrl …………………………………. Norm Power levers ……………………………………………………………. Disc Condition levers ………………………………………. Start & Feather (***) Passenger Signs …………………………………………………………. Off Nosewheel Steering …………………………………………………… Off Wx Radar …………………………………………………………………… Off Transponder ……………………………………………………………… Stby Bleed Air 1 and 2 (25 secs) ………………………………… Min / Off APU / GPU …………………………………………………………... As req’d Emergency Lights ………………………………………………………. Off Condition levers (30 secs) …………………………………… Fuel Off Lights …………………………………………………………………. As req’d Battery Master / Main, Aux and Stby ………………….. As req’d

LAST FLIGHT Recirc Fan …………………………………………………………………. Off All Displays ………………………………………………………………...Off Anti-Skid …………………………………………………………………… Off Door Lock Isolate Switch………………………………………. Isolate External / Internal Lights …………………………………………. Off Main, Aux & Stby Batteries ………………………………………. Off Battery Master …………………………………………………………. Off

DATE: 20th April, 2020

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FLOW CHECKS Before Start Captain Anti-Collision………………… Red APU Bleed………….……………Off Recirc Fan………….……………Off After Start Captain Ext Pwr / APU……………………………….…….……… Off Main Bus Tie…………………………….…………………. Off Flight / Taxi*……………………….…………. Check/Taxi Rudder Travel (Confirm tow bar removed) ……… …………………………………………………….…… Full travel Nosewheel Steering……………………………………. On Wx Radar…………………………………………………… Stby MFD 1………………………………………………………… Nav

F/O Bleed Air 1 and 2…………………………………………… On Recirc Fan……………………………………………………… On Stby Hyd Pres / PTU………………………………………. On Hyd #3 Isol Vlv…………………………………………… Open Flap…………………………………………………………… Select Elevator Travel……………………………………. Full travel Hyd #3 Isol Vlv…………………………………………… Norm

Taxi F/O Pitot Static Heat…………………. On Tank Aux Pumps 1 and 2……. On Autofeather…………………… Select RDC TOP………………...……As req’d Line Up Captain Flight / Taxi……………………………………………… Flight

DATE: 20th April, 2020

F/O Landing / Taxi Lights………………………………. On/Off Anti-Collision………………………….………………… White Bleed Air 1 and 2…………………………… Min/as req’d HDG mode…………………………….…………. Press twice Yaw Damper………………………….……………………… On Flight Controls…………………….…………. Check / Free F/A Notification……………………….………………. Notify Transponder / TCAS………………….…………………… On WX Radar……………………………………………………… On

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After Take Off PM Stby Hyd Press and PTU Cntrl ………………...………. Norm Tank Aux Pumps 1 and 2 ……………………………………. Off Climbing Passing 10,000’ PM Landing Lights……………………………………………………. Off Cabin Press…………………….……………………………… Check Passenger Signs (with Captain’s permission) ……… Off Cruise PM TCAS……………………………………………………………… Below Descend Preparation Both PF & PM Speed Bugs………………………………….…….………….……Set MDA………………………………………………………….………. Set Course……………………………………………………….………. Set Fuel Imbalance and Quantity………….……………… Check GPWS Landing Flap………………………….………………Select FMS…………………………………………………….……………… Set Nav / Comm……...………………………………………………. Set Descending Passing 10,000’ PM Landing Lights…………………………………………….……… On Passenger Signs (with Captain’s permission) ….…. On Approach PM Tank Aux Pumps 1 and 2 …………………………….……… On Stby Hyd Press and PTU Cntrl ………………….…………. On Landing PM F/A Notification…………………….………………………. Notify Bleed Air 1 and 2 ……………………….……… Min / as req’d Landing / Taxi Lights (when clear to land).……… All On

DATE: 20th April, 2020

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After Landing (After clear of active Runway and at taxi speed) Captain Flight / Taxi …………………………………………… Taxi

F/O Main Bus Tie ………………………………………….……… Tie Pitot Static Heat ………………………………….………. Off Ice Protection ………………………….…………………… Off Lights………………………………………….…………. As req’d Anti-Collision………………………………………….…… Red Bleed Air 1 and 2 …………………………… On / As req’d Yaw Damper ………………………………………………… Off Tank Aux Pumps 1 and 2 …………….……………… Off Control Lock ………………………………………. Check On Flap …………………………………………………………………. 0 Transponder ………………………………………… As req’d Wx Radar ………………………….……………………….. Stby APU ………………………………………………………. As req’d

Shutdown Captain Emerg Brake …………………………….……………Park Nosewheel Steering ……………………….………. Off Condition Levers.…….………………. Start/feather (30 secs after Condition levers to Start/feather) Condition Levers.……………….……………. Fuel off (After Engine shut down) Passenger Signs …………………………………………Off Emergency Lights ………………………………………Off Anti-Collision …………………………………………… Off PA to F/A…………………… Check clear, open door

DATE: 20th April, 2020

F/O (After Emerg Brake Set) Stby Hyd Press and PTU Cntrl ……………………… Norm (25 secs after Condition levers to Start/feather) Bleed Air 1 and 2……….…………………………… Min / Off Transponder ………………………………………………… Stby Wx Radar …………………………………………………………Off

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FLIGHT PREPARATION Reporting Time The crew must report to the Operation Control or airport 01:00 hr. before departure time for a routine scheduled flight; different times apply to training flights (01:30hr) and VVIP flights (02:30hr).

Dispatch briefing A qualified flight dispatcher will brief the Captain at the Ops Control briefing room (at base station) or in the aircraft (at outstations) regarding the specific flight which should include: -

Aircraft technical status, Operational Flight Plan, Weather information, NOTAMs, PAX load and Cargo, Any items that requires Captain’s acknowledgment.

Responsibilities The First Officer obtains: - The OFP, ATC Flight Plan and overflying permissions, - Met Folder - NOTAMS - Passenger Clearance Form - SAFA Form - Writing pads The Captain is responsible for the fuel management of each sector by analyzing A/C status, weather, NOTAMs and other relevant aspects. However, the First Officer should be encouraged to participate in the decision-making process.

Combined Briefing The Captain will brief the cabin crew on: - Flight Routes/Cruising Altitude/Flight Time - Weather - Taxi time - Status of relevant aircraft systems - Refueling - Cabin crew control of cabin temperature - Any other relevant information Both pilots must participate in pre-flight discussion

Equipment & Documentation Each pilot should have a high visibility vest and a personal flashlight; the aircraft flashlights are for emergency use only. Each pilot must carry all necessary documents (e.g.: ID, License, passport, CRM card, SEEP card, Medical Certificate) as per OM(A) 5.13.0 and all must be current.

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Arrival at the Aircraft On arrival at the aircraft: • Check pins and covers stowed • Check that the aircraft is chocked • Check that Engine and APU blanks are removed On the Flight Deck: • Check Parking Brakes to Park • Position Lights to ON • Check the refueling status • Check the aircraft maintenance logbook

Aircraft Maintenance Log The Captain who is accepting the aircraft has to receive a written certification and briefing of its airworthiness by means of the release signature on Aircraft Maintenance Log (AML) which is valid for 03 hours from released time. By checking the various sections of the Aircraft Technical log (Hold Items List, last repairs and checks, maintenance release), he shall make himself familiar with the technical conditions of the aircraft. If required both pilots should refer to appropriate MEL and CDL as required. The PIC shall append his signature on the release sheet of the AML indicating his acceptance of the aircraft for the flight. Minimum Equipment List (MEL): MEL is a document that assist us in minimizing delays to aircraft schedules by authorizing us to identify inoperative equipment with which a flight may continue to a station where time, spare and facilities are available to effect rectification. The MEL does not include all the mandatory required items such as wings primary flight controls, flight spoilers, flaps, engines, landing gears etc. All items which are related to the airworthiness of the aircraft and not included in the list, are required to be operative for conducting a flight. MEL is stored in the Flight Deck Library behind the F/O seat. Configuration Deviation List (CDL): CDL is a list, established by the organization responsible for the type design with the approval of the State of Design, which identifies any external parts of an aircraft type which maybe missing at the commencement of the flight, and which contains, where necessary, any information on associated operating limitations and performance correction. The CDL is usually prepared by the aircraft manufacturer and is part of the Airplane Flight Manual (AFM). CDL can be found in AFM Supplement 41.

Allocation of Tasks The F/O will perform the Cockpit Safety Checklist. The Captain performs the External Inspection and his management tasks. On a turn-round, the Captain may allow the First Officer to perform the External Inspection.

Passenger Clearance Normally Passenger clearance should be given minimum 20 mins before scheduled departure time for domestic flights and 30 mins for international/regional flights.

DATE: 20th April, 2020

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Refueling with passengers onboard If refueling with passengers on board or boarding is considered likely, then following procedure must be considered: • All personnel, including flight crew, cabin crew and ground engineer/personnel connected with the flight must be informed in advance. Passengers must also be advised. The Flight Crew must convey the beginning and termination of the fueling operation to the Purser. • A flight crewmember shall be on the flight deck during this operation. Two-way communication using service interphone or visual signals must be maintained between the ground crew supervising the refueling and the flight crew on board. • The Purser must be positioned in the vicinity of the main door being used for passenger embarkation/disembarkation and he/she will remain alert for any call either by interphone or by PA from flight deck during the refueling in progress. • Other emergency exit door must be guarded by other cabin crewmember who shall perform the precautionary supervision in the cabin and be ready to evacuate the passengers without delay in case of emergency. • Cabin exits are designated for rapid deplaning or emergency evacuation, and routes to such exits are unobstructed. • The area outside designated emergency evacuation exits is unobstructed • The cabin “No Smoking” sign must be ON and the cabin “Fasten Seat Belt” sign must be switched off. Routes to all exit doors must be unobstructed. • In the event of an incident, requiring prompt disembarkation or rapid evacuation of passengers, the authorized ground engineer/re-fueling supervisor will use the quickest available means of communication to notify the flight/cabin crew using: - Flight or cabin service interphone - Passenger steps - Suitable aural or visual signals. • Any marked smell of fuel or other potential risk must be reported by the senior cabin crew member stationed at the main cabin door to the flight crew or the fueling staff respectively and refueling/de-fueling must be stopped immediately.

DATE: 20th April, 2020

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EXTERNAL CHECK Before each flight, a thorough external check (walk around) of the airplane must be performed by the flight crew to verify it is serviceable for flight. A walk around inspection is defined as an exterior visual inspection. The emphasis of this inspection is the condition of those areas affected by normal wear (e.g., tires, brakes, props, exterior lights, etc.). Other items that may be affected by ground handling or service equipment (e.g., fueling and other service panel doors, the area around the baggage door, flight control surfaces, gear pins, etc.) should also be visually inspected. While checking the following items, note the general appearance of the airplane for indications of defective, maladjusted or insecure installation. Inspection starts at the passenger door and is completed in the following sequence:

DATE: 20th April, 2020

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1. FORWARD FUSELAGE General Condition ............................................................................ Check Antennas .......................................................................................... Check Air stair Door .................................................................................... Check AOA Vane ......................................................................................... Check Pitot/Static Probe ....................................................................Check/Clear Ice Detection Probe .................................................................Check/Clear Windshield, Wiper and Side Window ...............................Check/Condition Nose Gear Safety Lock ................................................................... In/Flush Ground Communication and DC External Power Doors ...................Closed Left Upper Nose Bay Door ..................................................................Open Standby Battery .................................................................... Check/Secure DC Contactor Box and Circuit Breakers .................................... Checked/In Left Upper Nose Bay Door ....................................................Closed/Secure Left Lower Nose Bay Door ..................................................................Open Batteries ............................................................................... Check/Secure Battery Sump Jar ............................................................Checked Contents Left Lower Nose Bay Door ....................................................Closed/Secure Aft Nose Gear Doors ......................................................................... Check Nosewheel Tires ................................................................Check Condition Oleo (0.6 to 3.5 inches/No leaks) ..................................................... Check Forward Nose Gear Doors ................................................ Open/Condition Nose Gear Wheel Well ....................................... Check General Condition Taxi Light ........................................................................................... Check Nose Gear Weight-Off-Wheels Sensors and Wiring ......................... Check Radome ............................................................................................ Check AC External Power Door (if installed) .............................................. Closed Right Upper Nose Bay Door ................................................................Open TRUs ...................................................................................... Check/Secure Pump Handle .................................................................................. Stowed DC Contactor Box and Circuit Breakers .................................... Checked/In Right Upper Nose Bay Door ..................................................Closed/Secure Right Lower Nose Bay Door ................................................................Open Oxygen Bottle ................................................................................ Checked Nosewheel SCU ................................................................. Checked/Secure Alternate Extension Reservoir ....................................... Quantity/Checked Compartment Area ...................................................... No Hydraulic Leaks Right Lower Nose Bay Door ..................................................Closed/Secure Outflow Vent .......................................................................................Clear Oxygen Overboard Discharge Disc .....................................................Intact Windshield, Wiper and Side Window ............................................... Check Ice Detection Probe .................................................................Check/Clear Pitot/Static Probe .....................................................................Check/Clear AOA Vane ......................................................................................... Check Standby Pitot/Static Probe ......................................................Check/Clear DATE: 20th April, 2020

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Lavatory Service Door ..........................................................Closed/Secure Forward Baggage Door .........................................................Closed/Secure Forward Emergency Exit ................................................................... Check Forward Egress Light ........................................................................ Check Right Engine Inspection Light ........................................................... Check Lower Anti-Collision Light ................................................................ Check 2. RIGHT WING AND NACELLE Inboard Deicing Boot .........................................................Check Condition Collector Bay Drains ..........................................................................Check Engine Inboard Panels and Cowls .....................................................Secure Inboard Nacelle Drains....................................................................... Clear Oil Cooler Door ..................................................................................Check Propeller Blades and Spinner .............................................................Check NOTE: Do Not twist or move Propeller Blades fore and aft. This will cause prop seal deterioration and may cause the seal to fail. Engine Intake/Leading Edge ............................................................. Check Engine Outboard Panels and Cowls ................................................. Secure Outboard Nacelle Drains .................................................................... Clear Right Wing Inspection Light .............................................................. Check Landing Lights ................................................................................... Check Fuel Tank Drain and Magnetic Dipstick.............................................Secure Outboard Deicing Boots ................................................................... Check Surge Bay Fuel Drain ........................................................................ Secure Fuel Tank Ram-Air (NACA) Vents ....................................................... Clear Wingtip Position Lights ..................................................................... Check Aileron and Geared Tab .......................………….………………………………Check Ground Adjustable Tab ..................................................................... Check Static Dischargers (6) ........................................................................ Check Flap Track and Aileron Actuator Fairings .......................................... Check Outboard Flap ................................................................................... Check 3. RIGHT MAIN GEAR Refuel Panel Door .................................................................Closed/Secure Right Main Gear General Condition ................................................. Check Down lock Pin .............................................................................. Removed Tires .................................................................................................. Check Torque Link and Brake Assembly ...................................................... Check Weight-On-Wheels Sensors and Wiring............................................ Check Brake Lines ........................................................................................ Check Brake Wear Indicators ...................................................................... Check Oleo (1.5 to 4 Inches/No Leaks) ........................................................ Check Hydraulic Quantity ............................................................................ Check DATE: 20th April, 2020

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Hydraulic Filter Indicators (3, No Red showing) ............................... Check AC Contactor Box and Panel Condition ........................................... Secure Right Main Gear Rear Doors ............................................................. Check Right Main Gear Door Pin ........................................................... Removed Inboard Flap ..................................................................................... Check 4. RIGHT AFT FUSELAGE Aft Fuselage General Condition ........................................................ Check Accumulator Pressure (Min 500 psi) ................................................. Check Aft-Cabin Service/Emergency Exit .................................................... Check Aft-Cabin Service/Emergency Exit Egress Light ................................ Check Air Cond. Pack Ram Air Inlet (Dorsal Fin NACA Vent) ......................... Clear Air Cond. Pack Exhaust ...................................................................... Clear Rear Fuselage Access Door ..................................................Closed/Secure APU Vent........................................................................................... Check APU Generator Air Intake ................................................................. Check APU Doors ............................................................................Closed/Secure APU Drain Mast................................................................................. Check APU Generator Air Exhaust ......................................................Check/Clear APU Intake ......................................................................................... Clear 5. EMPENNAGE Right Vertical Stabilizer ..................................................................... Check Tail Cone (RH) .............................................................................. Condition Vertical Stabilizer Deicing Boot......................................................... Check Navigation Antennas ........................................................................ Check Right Horizontal Stabilizer ................................................................ Check Deicing Boots .................................................................................... Check Logo Light (RH) ................................................................................. Check Right Stabilizer Tip Static Discharger (1) ........................................... Check Right Elevator Static Dischargers (3) ………………………………………….... Check Right Elevator ................................................................................... Check Fore and Trailing Rudder (RH) .......................................................... Check Rudder Static Dischargers (3) ........................................................... Check Bullet Fairing Static Dischargers (2) ……….……………………………………... Check Navigation Lights .............................................................................. Check APU Exhaust ....................................................................................... Clear Spoilers (on aft outboard wing sections) .................................... Retracted Engine Exhausts ................................................................................. Clear Fore and Trailing Rudder (LH) ........................................................... Check Left Horizontal Stabilizer .................................................................. Check Left Elevator ...................................................................................... Check Left Elevator Static Dischargers (3) ................................................... Check Logo Light (LH) .................................................................................. Check DATE: 20th April, 2020

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Left Stabilizer Tip Static Discharger (1) ............................................. Check Deicing Boots .................................................................................... Check Left Vertical Stabilizer ....................................................................... Check Vertical Stabilizer Deicing Boot......................................................... Check Navigation Antennas ........................................................................ Check Tail Cone (LH)............................................................................... Condition 6. LEFT AFT FUSELAGE Aft Fuselage General Condition ........................................................ Check Upper Anti-Collision Light.................................................................. Check ELT Antenna ...................................................................................... Check Air Cond. Pack Exhaust ...................................................................... Clear Air Cond. Pack Ram Air Inlet (Dorsal Fin NACA Vent) ......................... Clear Aft Baggage Door .................................................................Closed/Secure Aft-Cabin Passenger/Emergency Exit Egress Light ........................... Check Aft-Cabin Passenger /Emergency Exit …………………………………………… Check Static Temperature Probe ................................................................. Clean 7. LEFT MAIN GEAR Inboard Flap ...................................................................................... Check Left Main Gear General Condition .................................................... Check Left Main Gear Door Pin .............................................................. Removed Main Gear Rear Doors ...................................................................... Check AC Contactor Box and Panel ...........................................Condition/Secure Hydraulic Filter Indicators (3, No Red Showing) ............................... Check Hydraulic Quantity ............................................................................ Check Oleo (2 to 6 Inches/No Leaks) .......................................................... Check Brake Wear Indicators ...................................................................... Check Brake Lines ........................................................................................ Check Weight-On-Wheels Sensors and Wiring............................................ Check Torque Link and Brake Assembly ...................................................... Check Tires .................................................................................................. Check down lock Pin .............................................................................. Removed

8. LEFT WING AND NACELLE Outboard Flap ................................................................................... Check Flap Track and Aileron Actuator Fairings .......................................... Check Aileron and Geared Tab .................................................................... Check Static Dischargers (6) ........................................................................ Check Wingtip Position Lights ..................................................................... Check Fuel Tank Ram-Air (NACA) Vents ....................................................... Clear Surge Bay Fuel Drain ........................................................................ Secure DATE: 20th April, 2020

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Outboard Deicing Boots ................................................................... Check Fuel Tank Drain and Magnetic Dipstick.............................................Secure Landing Lights ................................................................................... Check Left Wing Inspection Light ................................................................ Check Engine Outboard Panels and Cowls ................................................. Secure Outboard Nacelle Drains .................................................................... Clear Oil Cooler Door ................................................................................. Check Engine Intake/Leading Edge ............................................................. Check Propeller Blades and Spinner ............................................................ Check NOTE: Do Not twist or move Propeller Blades fore and aft. This will cause prop seal deterioration and may cause the seal to fail. Engine Inboard Panels and Cowls .................................................... Secure Inboard Nacelle Drains........................................................................ Clear Collector Bay Drains .......................................................................... Check Inboard Deicing Boot ........................................................................ Check Left Engine Inspection Light .............................................................. Check Air stair Door Egress Light ................................................................. Check Locking Devices ..............................................................................Remove Main Gear – Remove left and right safety lock pins and stow them in pouch Forward of the air stair door or in required location. Nose Gear – Rotate nose gear ground lock door 90° counter-clockwise and push fully in flush with fuselage.

DATE: 20th April, 2020

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COCKPIT PREPARATION COCKPIT SAFETY CHECK The full Cockpit Safety Checks must be performed on the first flight of the day and if the aircraft has been powered down. Documentation ………………………………………………………………………………………………………………….……… Check Check all required aircraft documents as per OM(A) 5.13.0 are on-board. Safety Equipment………………………………………………………………………………….…… Check serviceable &Secure Safety equipment includes: • Observer’s Life Vest stowed above observer’s seat. Make sure life jacket is secured, serviceable and not damaged, • Co-Pilot’s Life Vest stowed above the co-pilot’s seat. Make sure life jacket is secured, serviceable and not damaged, • Hydraulic Pump Handle - stowed on the bulkhead behind the co-pilot’s seat, • Protective Breathing Equipment - stowed and seal unbroken, • Observer’s Smoke Goggles - stowed on the bulkhead behind the co-pilot’s seat. • Portable Fire Extinguisher - stowed on the bulkhead behind the captain’s seat. Check pressure gauge indicates in the green range, • Two Flashlights - stowed on the bulkhead behind the captain’s seat. Check serviceability, • Fire Axe - securely stowed on the bulkhead behind the captain’s seat, • Captain’s Life Vest - stowed above the captain’s seat. Make sure life jacket is secured, serviceable and not damaged, • Emergency Rope - stowed at left of the escape hatch above the captain’s seat. Make sure rope is secured to the airplane. Escape Hatch………………………………………………………………………………………….………………………………… Secure Make sure FLIGHT COMPARTMENT EMERGENCY EXIT HATCH is closed, secured and the handle is selected to CLOSED position before starting engines. Oxygen Mask / QTY…………………………………………...………………………………….……………...………………… Check For the captain’s, co-pilot’s and observer’s (if installed) oxygen masks, check the following: • Make sure the oxygen mask is clean and in good condition. • Make sure hose is correctly attached and flow indicator shows green. • The mask microphone jack must be inserted in the correct jack position on the audio jack panel. Check the oxygen gauge on the co-pilot’s panel. The Minimum Dispatch Pressure at 21°C (70°F) is: A/C Registration S2-AGR S2-AJW

2 Crew 1300 psi 1050 psi

3 Crew 1800 psi 1450 psi

Circuit Breakers……………………………………………………………. …..……………………………………………………… Check Before entering the seats, make sure all circuit breakers are closed (pushed in). Check for open circuit breakers visibly from the side.

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Landing Gear Alternate Release and Extension Doors……………………………………………………...……… Closed Make sure the LANDING GEAR ALTERNATE RELEASE DOOR (above the co-pilot’s seat) and LANDING GEAR ALTERNATE EXTENSION DOOR (on the floor, left of the co-pilot’s seat) are completely closed before each flight. L/G Inhibit Switch……………………………………………………………………………………………………………………… NORM Make sure the LANDING GEAR EXTENSION INHIBIT SWITCH is set to NORMAL with the red guard closed.

COCKPIT PREPARATION (POWER UP) If using DC External Power, proceed with For DC External Power If using APU Power, proceed with For APU Power If using Battery Power, proceed with For Battery Power Only

For DC External Power BATTERY MASTER, MAIN, AUX & STBY BATT Switches………………………………………………….………………… ON • The BATTERY MASTER switch connects main, auxiliary and standby batteries to the right and left essential buses. • The MAIN BATT switch connects the main battery to the right main feeder bus. • The AUX BATT switch connects the auxiliary battery to the left main feeder bus. • The STBY BATT switch connects the standby battery to the left main feeder bus. Main Bus Tie………………………………….……………………….……………………………………………………………………… Tie Manually connects the left and right main buses together. All Displays……………………………………………………….…………………………………………………………………………… ON Check voltages on Electrical page of MFD. DC EXT Power…………………………………………………………………………………………………………………………………. ON With DC external power available, set DC EXT PWR switch to EXT PWR position and confirm that: • DC EXT POWER in green font appears on the MFD Electrical Systems page. NOTE: With DC external power in use, #1 and #2 DC and APU generators are isolated. With DC external power in use, the batteries are charging. Bus Voltage………………………………………………………………………………………………………………………………… Check Check voltages on Electrical page of MFD. • If external DC voltage is less than 27.5 V: MAIN BATT, AUX BATT and STBY BATT switches - OFF. Check MAIN BATTERY, AUX BATTERY and STBY BATTERY caution lights illuminate. • If external DC voltage is greater than 31.5 V, external power will automatically de-energize. Position Lights………………………………………………………………………………………………………………………………… ON Recirc Fan………………………………………………………………………………………………………………………………………. ON Continue with COCKPIT PREPARATION – CAPTAIN (Page 45)

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For APU Power BATTERY MASTER, MAIN, AUX & STBY BATT Switches……………………………………………………………….…… ON • The BATTERY MASTER switch connects main, auxiliary and standby batteries to the right and left essential buses. • The MAIN BATT switch connects the main battery to the right main feeder bus. • The AUX BATT switch connects the auxiliary battery to the left main feeder bus. • The STBY BATT switch connects the standby battery to the left main feeder bus. Main Bus Tie…………………………………………………………………………………………………………………………………… Tie Manually connects the left and right main buses together. All Displays…………………………………………………………………………….……………………………………………………… ON Check voltages on Electrical page of MFD. Caution / Advisory Lights………………………………………………………………………………………………………………. Test Hold CAUTION / ADVISORY LIGHTS TEST switch at TEST CAUT and make sure: • Master CAUTION and WARNING lights flash, • APU caution and CHECK FIRE DET warning lights illuminate and all remaining warning lights flash, • Press master CAUTION light and check light goes out, • Press master WARNING light and check light goes out and warning lights cease flashing, Hold at ADVSY - Check all advisory lights illuminate. APU PWR……………………………………………………………………………………….……………………………………………… ON Push APU PWR switch light on the APU CONTROL panel. Check APU FUEL VALVE OPEN advisory light illuminates. APU Fire Detection……………………………………………………………………………….……………………………………… Test Press and hold APU FIRE TEST switch and check: • APU FUEL VALVE OPEN advisory light out, • APU caution light and CHECK FIRE DET warning light illuminate, • APU FIRE, APU FAULT, APU BLT ARM, APU FUEL VALVE CLOSED, APU EXTG and APU FAIL advisory lights illuminate, • Master CAUTION and master WARNING lights flash. Release APU FIRE TEST switch and check: • APU FUEL VALVE OPEN advisory light illuminates, • APU caution light and CHECK FIRE DET warning light go out, • APU FIRE, APU FAULT, APU BLT ARM, APU FUEL VALVE CLOSED, APU EXTG and APU FAIL advisory lights go out, • Master CAUTION and master WARNING lights go out. NOTE: If APU FIRE TEST is performed while APU is operating, APU will shut down. Position Lights………………………………………………………………………………………………………………………………… ON CAUTION: Ensure ground personnel and equipment are clear of the APU exhaust port. APU Start Switch…………………………………………………………………………………………………………………………. Press Push and release the START switch light. Check STARTER advisory light (amber) illuminates then goes out. Confirm STARTER amber light goes off and green RUN advisory light in APU PWR switch light illuminates to show APU is operating. GEN WRN light illuminates. APU GEN……………………………………………………………………………………………………………………………………… Press Check GEN ON advisory light illuminates. NOTE: If external power is selected, APU GEN WARN advisory light will remain illuminated.

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APU Generator Volts / Load…………………………………………………..…………………………………………………… Check Read voltages on the ELECTRICAL page. DC Bus voltages display should read approximately 28 volts on all DC buses. The APU GEN LOAD should read approximately 0.3, (maximum 1.0). Battery Temperature…………………………………………………………………………………………………………………. Check Monitor battery temperature after APU start on the MFD - Electrical Systems page. Bleed Air 1 and 2…………………………………………………………………………….…………………………………. MIN / OFF Temp Control……………………………………………………………………………………………………………………. AUTO / SET The setting of these switches may vary depending on temperature requirements: • Set both PACK CONTROL switches to the AUTO position. • Turn the PASSENGER CABIN TEMPERATURE knob counter clockwise to the FA position or as required. • Turn the FLT COMP TEMPERATURE knob as required. Recirc Fan……………………………………………………………………………………………………………………………………… ON APU Bleed (20 s) …………………………………………………………………………………………………………………… As Req’d Push and release the APU BL AIR switch light. Make sure the BL AIR OPEN light illuminates. NOTE: 1. Wait 20 s after APU RUN advisory light illuminates before selecting APU BL AIR switch on. 2. The APU consumes approximately 188 lb/h of fuel. Ensure there is a minimum of 1000 lb of fuel in # 1 tank plus the quantity required for the duration of APU operation. Continue with COCKPIT PREPARATION – CAPTAIN (Page 45)

For Battery Power Only DC Gen 1 and 2…………………………………………………………………………………….………………………………………… ON Main Bus Tie………………………………………………………………………………………….………………………………………. Tie Manually connects right main feeder bus to the left main feeder bus. Ice Protection……………………………………………………………………………………….………………………………………. OFF Make sure all switches on the ICE PROTECTION panel are set to OFF. External Lighting………………………………………………………………………………………….………………………………… OFF All switches on the EXTERIOR LIGHTING CONTROL panel are set to OFF. Ignition 1 and 2 …………………………………………………………………………………………………………………………. NORM Set IGNITION CONTROL 1 and 2 switches to NORM position. Recirc Fan……………………………………………………………………………………………………………………………………… ON Bleed Air 1 and 2…………………………………………………………………………………………………………………. MIN / OFF • Turn the BLEED AIR FLOW CONTROL to MIN. • Set BLEED CONTROL switches to OFF. Emergency Lights……………………………………….………………………………………………………………………………… Arm Set EMERGENCY LIGHTS switch to ARM and make sure the EMER LTS DISARMED caution light goes off. Passenger Signs……………………………………………………………………………………………………………………………... ON Set passenger signs switches to FASTEN BELTS and NO SMOKING. Power Levers……………………………………………………………………….……………………………………………………… DISC Condition Levers……………………………………………………………………………………………….……………………. Fuel off Briefing……………………………………………………………………………………….…………………………………………. Review Continue with START APPROVED (Battery Power Only)

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START APPROVED (Battery Power Only) BATTERY MASTER, MAIN, AUX & STBY BATT Switches……………………………………………………………………. ON • The BATTERY MASTER switch connects main, auxiliary and standby batteries to the right and left essential busses. • The MAIN BATT switch connects the main battery to the right main feeder bus. • The AUX BATT switch connects the auxiliary battery to the left main feeder bus. • The STBY BATT switch connects the standby battery to the left main feeder bus. All Displays………………………………………….………………………………………………………………………………………... ON Check voltages on Electrical page of MFD. Fire Detection……………………………………………………………………………………………………………………………… Test ENGINE 1 and ENGINE 2 FIRE TEST DETECTION switch Hold alternately, for a minimum of 1 s, at ENGINE 1 and ENGINE 2 positions and check: • PULL FUEL / HYD OFF handle light illuminates. • FAULT A and FAULT B advisory lights illuminate. • CHECK FIRE DET warning light illuminate. • MASTER WARNING light flashes. • ENGINE FIRE lights flash. • Fire warning tone sounds. Press ENGINE FIRE light and check: • Check ENGINE FIRE lights stop flashing and fire warning tone is silenced. Emerg Brake / Pressure……………………………………………….……………………………………………………. ON / Check Make sure the EMERGENCY / PARKING BRAKE LEVER is set to PARK. Make sure the PK BRK gauge on the MFD indicates hydraulic pressure above 500 psi (minimum dispatch). If not, replenish pressure above 500 psi, then set the EMERGENCY / PARKING BRAKE LEVER to PARK. NOTE: When starting engine # 1 first, a minimum park brake pressure of 1000 psi is required. Doors / Fueling Lights…………………………………………………………………………………………………………………… Out Make sure the following lights are off: • FUSELAGE DOORS warning light • FUELING ON caution light When engine-start clearance has been received, proceed as follows: Anti-Collision………………………………………………………………………………….……………………………………………… Red Position Lights………………………………………………………………………………………………………………………………… ON Engines …………………………………………………………………………………………………………………………. Clear for Start The captain normally starts the # 2 engine first and communicates with ground crew. The first officer looks out to make sure the propeller area is clear of personnel and equipment before starting the engine.

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START APPROVED CAPTAIN ENGINE START SELECT Switch……… Pull out then Set to # 2 Observes SELECT Light illuminates. Calls “Starting engine #2, check clear”. ENGINE START Switch…………………………….……….……. Press Makes sure START Light illuminates.

FIRST OFFICER

Makes sure the area is clear. Calls “Clear #2”. Starts stopwatch running to time the start

At 1st indication of NH: Sets Condition Lever to START / FEATHER. When SELECT light goes out: Call: “Select light out”. Bleed Air #2……………………ON/Normal NOTE: Fuel flow indication on ED is not accurate until the engine is stable at idle NH. Check that engine accelerates to above 64.2% NH and ITT does not exceed 920°C. Check ENGINE START and ENGINE START SELECT Switches off. Observe SELECT and START Lights out. For the appropriate engine, make sure oil pressure is greater than 44 psi, ENG OIL PRESS Warning Light, ENG FUEL PRESS and ENG HYD PUMP Caution Lights off. Make sure DC GEN Caution Light is off. NOTE: 1. ENGINE SELECT Light will remain illuminated for approximately 15 s after ENGINE START and SELECT Switches off. 2. When starting on aircraft batteries, ensure MAIN, AUX and STBY battery loads are 0.4 or less prior to starting the 2nd engine. Repeat start procedure for other engine.

Continue with COCKPIT PREPARATION – CAPTAIN (Page 45)

DATE: 20th April, 2020

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COCKPIT PREPARATION – CAPTAIN DC Gen 1 and 2………………………………………………………………………………………………………………………………. ON Ice Protection / WS Heat & Wipers……………………………………………………………………………….…………………OFF Set all switches on the ice protection panel to OFF position. PITOT / STATIC Switches…………………………………………………………………………………………………………………OFF Landing / Taxi Lights……………………………………………………………………………………………………………………… OFF ELT………………………………………………………………………………………………………………………………………………. Auto With 3 Frequency ELT System (MS4-423100) Incorporated: (S2-AJW) ELT……………………………………………………………………………………………………………………………………………. Armed NOTE: Ensure ELT mode switch is fully in the ARMED position. Fire Detection…………………………………………………………………………………………………………………………………Test ENGINE 1 and ENGINE 2 FIRE TEST DETECTION switch Hold alternately, for a minimum of 1 s, at ENGINE 1 and ENGINE 2 positions and check: • PULL FUEL / HYD OFF handle light illuminates. • FAULT A and FAULT B advisory lights illuminate. • CHECK FIRE DET warning light illuminate. • MASTER WARNING light flashes. • ENGINE FIRE lights flash. • Fire warning tone sounds. Press ENGINE FIRE light and check: • Check ENGINE FIRE lights stop flashing and fire warning tone is silenced. Fuel / Hyd Valves………………………………………………………………………………………………………………………… Open Make sure fuel and hydraulic valves are open and the green FUEL VALVE OPEN and HYD VALVE OPEN advisory lights are on. Baggage Smoke Warning (AFT and FWD) ……………………………………………………………………………………..Test NOTE: Direct sunlight on the smoke detectors in the forward and aft baggage compartments can affect the BAGGAGE FWD SMOKE and BAGGAGE AFT SMOKE test. The forward baggage and aft baggage compartment doors should be closed prior to conducting the forward baggage and aft baggage compartments smoke test. Select Baggage AFT TEST switch to position 1 and check: • Master warning tone sounds, MASTER WARNING and SMOKE warning lights flash and SMOKE / EXTG, VENT INLT, VENT OTLT and AFT BTL ARM advisory lights illuminate. Repeat with Baggage AFT TEST switch to position 2. Select Baggage FWD TEST switch to TEST and check: • Master warning tone sounds, MASTER WARNING and SMOKE warning lights flash and SMOKE / EXTG and FWD BTL ARM advisory lights illuminate. Panel Lighting………………………………………………………………………………………………………………………… As Req’d Set the panel lighting intensity to the appropriate intensity. Ignition 1 and 2 ………………………………………………………………………………………………………………………… NORM Cabin Altitude Controls …………………………………………………………………………………………………………………. Set Set the controls as follows: • AUTO / MAN / DUMP switch - Set at AUTO. • CABIN ALTITUDE FWD OUTFLOW knob - Rotate fully counter-clockwise. Closes the forward safety valve. • LDG ALT control knob - Rotate to set the destination airport elevation on the LDG ALT indicator. Exterior Lights…………………………………………………………………………………………………………………………As Req’d DATE: 20th April, 2020

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Emergency Lights……………………………………………………………………………………………………………………………Arm Make sure the EMER LTS DISARMED caution light goes off. Passenger Signs……………………………………………………………………………………………………………………… As Req’d Set fasten belts and no smoking switches to FASTEN BELTS and NO SMOKING position. Caution / Advisory Lights………………………………………………………………………………………………………………. Test Hold CAUTION / ADVISORY LIGHTS TEST switch at CAUT and make sure: • MASTER CAUTION and MASTER WARNING lights flash. • All caution lights steady on. • # 1 ENG OIL PRESS and # 2 ENG OIL PRESS warning lights turn on steady. • All remaining warning lights flash. • Push MASTER CAUTION light and make sure it goes off. • Push MASTER WARNING light and make sure it goes off and warning lights stop flashing. NOTE: FUSELAGE DOORS warning light will not flash with passenger or baggage door(s) open. Hold CAUTION / ADVISORY LIGHTS TEST switch at ADVSY and make sure: • All advisory lights and AP DISENG light illuminate. • Particular attention must be given to the following advisory lights: - Fire detection panel lights. - De-ice and anti-ice lights. - POWERED FLIGHT CONTROL SWITCHLIGHTS on the Glareshield panel, all 4 switch lights read PUSH OFF. - Landing gear lights. NOTE: ENGINE SELECT, ENGINE START, CABIN ALTITUDE FAULT and ALTERNATE PILOT WIPER ON lights do not illuminate with the advisory light test. Caution / Advisory Lights Dimming Switch………………………………………………………………………………As Req'd • Set to DIM for minimum brightness of all caution and advisory lights. • Set to BRT for maximum brightness of all caution and advisory lights. Temp Controls………………………………………………………………………………………………………………………………… Set The setting of these switches may vary depending on temperature requirements: • Set both PACK CONTROL switches to the AUTO position. • Turn the PASSENGER CABIN TEMPERATURE knob counter clockwise to the FA position or as required. • Turn the FLT COMP TEMPERATURE knob as required. Bleed Air 1 and 2……………………………………………………………………………………………………………………. As Req’d AC External……………………………………………………………………………………………………………………………………. OFF AC Gen 1 and 2…………………………………………………………………………………………………………………………………ON GPWS Override ………………………………………………………………………………………………………………………… NORM Make sure the GPWS FLAP OVERRIDE switch light is Off and the plastic guard is in place. Nosewheel Steering………………………………………………………………………………………………………………………. OFF Stall Warning 1 and 2……………………………………………………………………………………………………………………. Test STALL WARN TEST switch - Select TEST 1 and release. Observe: • # 1 STALL SYST FAIL and PUSHER SYST FAIL caution lights illuminate. • Stick shaker activates. • # 1 STALL SYST FAIL and PUSHER SYST FAIL caution lights out and stick shaker off. • Repeat with STALL WARN TEST switch to TEST 2 (except in item - # 2 STALL SYST FAIL caution light illuminates). ADC 1 and 2……………………………………………………………………………………………………………………………………Test Check ALT FAIL, IAS FAIL and IVSI FAIL flags are out on pilot’s and co-pilot’s PFD’s and DATE: 20th April, 2020

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valid SAT is displayed on ED. ADC test switch - Hold at TEST 1 and check: • The barometric altimeter shows 14360 ft on pilot’s PFD. • The altimeter barometric setting changes to 990 hpa (29.23 in Hg) on pilot’s PFD. • The maximum operating airspeed (VMO) is displayed as 284 KIAS on pilot’s PFD. • The airspeed indicator displays 285 KIAS in red on pilot’s PFD. • The indicated SAT is - 15°C and WTG 2 FAIL appears on ED. • IAS, IAS MISMATCH and ALT appears on PFD’s. • PITCH TRIM and ELEVATOR FEEL and AVIONICS caution lights illuminate. • The overspeed warning horn is activated after 5 s. NOTE: TCAS FAIL may momentarily flash on PFD’s and MFD’s during the ADC functional test. ADC test switch - Hold at TEST 2 and check previous items above on co-pilot’s PFD except SAT does not change and WTG 1 FAIL advisory message appears on ED. CB & Panel Lighting…………………………………………………………………………………………………………………As Req’d Operate circuit breaker and panel light switch to make sure the bulb operates then set the flight instrument panel lighting intensity as required. Smoke Goggles…………………………………………………………………………………………………………………………… Check Make sure goggles are not scratched, are in good condition and properly stored. Flight / Taxi……………………………………………………………………………………………………………………………………TAXI Make sure the FLIGHT / TAXI switch on the GLARESHIELD is in the TAXI position. Stick Pusher / Elevator Trim Shutoff……………………………………………………………………………………………NORM Make sure the ELEVATOR TRIM & STICK PUSHER SHUTOFF switch lights are in the out position and the amber PUSH OFF lights are not on. Clock……………………………………………………………………………………………………………………………………………Check Make sure clock is serviceable and the correct time is set and reset the Elapsed Time to 0 before each flight. GPWS……………………………………………………………………………………………………………………………………………. Test • # 1 NAV receiver - Tune to any VOR frequency • GPWS FLAP OVERRIDE switch - Normal and guarded • GPWS caution light - Out PULL UP GPWS TEST switch - Press and hold Check that the GPWS caution light, GPWS FLAP OVERRIDE, PULL UP and BELOW G/S advisory lights illuminate and the “GLIDESLOPE” and “PULL UP” voice warnings are audible. NOTE: If Test response is unsatisfactorily, wait at least 30 s before repeating Test. PFCS……………………………………………………………………………………………………………………………………………NORM Make sure all 4 Powered Flight Control Shutoff switch lights on the glareshield are in the out position and both the amber PUSH OFF or OFF switch lights are not illuminated. Flight Guidance Controller……………………………………………………………………………………………………………Check • Select left and right EHSI navigation data sources as required, using the corresponding NAV SOURCE knobs. • Select HSI SEL to side of pilot flying. Speed Bugs………………………………………………………………………………………………………………………………………Set Initially set VFRI and VCLIMB for the estimated weight given on CFP. Altimeters………………………………………………………………………………………………………………………………………. Set Set the local altimeter setting using the BARO SET knob on the INDEX CONTROL panel and confirm the altimeter reading with the field elevation (within 75 ft).

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PFD………………………………………………………………………………………………………………………………………………Check The following flight instruments should be checked for serviceability then set for departure or SID. • EADI - Set display intensity to a comfortable level. Make sure no red flags are in view and all displays are correct. • EHSI (HSI) - Set display intensity to a comfortable level. Make sure no red flags are in view and all displays are correct. • IVSI needle indicates 0. MFD…………………………………………………………………………………………………………………………………………… Check Confirm MFD Selector function on the Engine & System Integrated Display Control Panel by cycling through each of ENG, NAV, SYS and PFD. PFCS Indicator……………………………………………………………………………………………………………………………. Check Make sure all spoiler needles on the MFD indicate actual spoiler position. The rudder may indicate a deflection left or right of center if a crosswind exists. Integrated Standby Instruments (ISI)……………………………………………………………………………… Check and Set Check No ‘ATT’, ‘IAS’ or ‘ALT’ Flag displayed. Set the local altimeter setting and confirm the altimeter reading with the field elevation (within 75 ft). ED……………………………………………………………………………………………………………………………………………… Check Check for sensible indications on the gauges and read-outs, in particular: • Fuel Quantity • Fuel Temperature • SAT ED Messages………………………………………………………………………………………………………………………………. Check NOTE: If messages appear in the Engine Display advisory area, maintenance action is required before dispatch. Fuel Quantity……………………………………………………………………………………………………………………………… Check Make sure the quantity of fuel indicated on the MFD - Fuel page, is sufficient for the flight. Maximum fuel imbalance between contents of main fuel tanks is 272 kg (600 lb). Landing Gear Sel / Lights / Horn…………………………………………………………………………………………………. Check • Make sure landing gear selector is selected down. • Green LEFT / NOSE / RIGHT undercarriage lights are on. • The L DOOR and R DOOR and / or N DOOR amber lights may be on if the landing gear doors are open. • Hold the gear-warning horn test switch at TEST and make sure the horn sounds. • Release TEST switch and horn should stop sounding. GPWS Landing Flap………………………………………………………………………………………………………………… As Req’d STBY HYD PRESS / PTU / HYD # 3 ISOL Valve……………………………………………………………………………… NORM Make sure all 3 switch lights are off (switch out). Flap Indication…………………………………………………………………………………………………………………………… Check Make sure the flap selection indicated on #2 MFD agrees with the flap lever position. AHRS……………………………………………………………………………………………………………………………………………Check FMS……………………………………………………………………………………………………….…… Programmed (Refer to 49) Enter Flight Number BBCXXXX for Mode S transponder setup. Set and check FMS according to Flight Plan. Set and check Performance page according to Flight Profile and Load sheet. ALL SETTINGS TO BE VERIFIED AND CHECKED BY BOTH PILOTS EFIS Control Panel……………………………………………………………………………………………………………………………Set • Set the dimming control knobs for nominal intensity on the PFD and MFD. DATE: 20th April, 2020

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• Set desired Navaids (VOR, ADF or FMS) using the bearing selector knob. PFD / MFD OFF / BRT Selectors………………………………………………………………………………………. OFF then BRT Pitch & Roll DISC………………………………………………………………………………………………………………………………. In Make sure both PITCH and ROLL disconnect handles are pushed in. Tank Aux Pumps 1 and 2……………………………………………………………………………………………………………… OFF Make sure the TANK 1 and TANK 2 AUX PUMP switch lights are off. This can also be confirmed on the MFD - Fuel Systems page. Fuel Transfer…………………………………………………………………………………………………………………………………. OFF Make sure the FUEL TRANSFER switch is OFF and make sure that both green VALVE OPEN lights are off on the MFD Fuel Systems page. POWER Levers……………………………………………………………………………………………………………………………… DISC Condition Levers…………………………………………………………………………………… FUEL OFF or START / FEATHER AUTOFEATHER……………………………………………………………………………………………………………………...Test / OFF AUTOFEATHER Switch…………………………………………………………………………………………………………………..Press Check SELECT advisory light illuminates. Observe the following appear on ED: • A/F SELECT, • A/F TEST IN PROG, Observe the following sequence appears twice on ED: • UPTRIM appears, • ITT and NH red radials increase, • NTOP changes to MTOP and torque rating and torque bugs increase, • A/F ARM appears, • A/F SELECT appears, • UPTRIM disappears, • MTOP changes to NTOP and torque rating and torque bugs decrease. Observe the following appear on ED: • A/F TEST PASSED. NOTE: During the test # 1 or # 2 ALT FTHR advisory lights may illuminate momentarily. If Autofeather test is aborted, A/F TEST ABORT message will appear on ED. If Autofeather test fails, A/F TEST FAILED message will appear on ED. If A/F TEST ABORT appears on ED, repeat the Autofeather test. AUTOFEATHER Switch…………………………………………………………………………………………………………………. Press Check SELECT advisory out and A/F SELECT message disappears on ED. Alternate Feather 1 and 2…………………………………………………………………………………………………………. NORM Make sure the white FTHR pushbutton indicator lights are off. Emerg Brake / Pressure……………………………………………………………………………………………………… ON / Check Make sure the EMERGENCY / PARKING BRAKE LEVER is set to PARK. Make sure the PK BRK gauge on the MFD - Hydraulic page indicates hydraulic pressure above 500 psi (minimum dispatch). NOTE: When starting engine # 1 first, a minimum park brake pressure of 1000 psi is required. Control Lock…………………………………………………………………………………………………………………………………… ON ARCDU…………………………………………………………………………………………………………………………………… ON / Set Select frequencies as req’d. NOTE: Avoid transmission on VHF radios on frequencies within 200 kHz of any other tuned frequency. Set selector switches to required COMM channels. • EMERGENCY switch to NORM DATE: 20th April, 2020

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• • •

Set MIC switch to BOOM HOT MIC switch as required Push the required rotary selectors down (ON) and set volume to a comfortable level. NOTE: If BAD CONF message on ARCDU, cycle power off, then on. TCAS……………………………………………………………………………………………………………………………………………. Test Perform the appropriate TCAS system test. Select TA / RA on the ARCDU TCAS / ATC Page. NOTE: The ACAS II / TCAS II mode of operation is displayed on the PFD and ND / MFD. Selecting TA / RA enables TA / RA mode for take-off. TCAS is in STBY mode when the transponder is in SBY mode. ACAS II / TCAS II will indicate FAIL on ARCDU with onside ATC set to SBY and offside ATC failed. Select ATC ON to confirm ACAS II / TCAS II function. Select TEST on the ARCDU TCAS / ATC Page and observe the following: • TCAS TEST appears on EHSI / PFD, • Intruder symbol test pattern is displayed on the ND / MFD, • IVSI test indication is displayed, • No failures are annunciated, • “TCAS SYSTEM TEST OK” is announced. If a fault is identified at the completion of the test, “TCAS SYSTEM TEST FAIL” is announced. Select SBY on the ARCDU TCAS / ATC Page. Trims…………………………………………………………………………………………………………………………………. Check / Set • Release control lock then cycle the aileron trim throughout its range then set trim needle to center position. • Re-engage control lock. • Cycle the rudder trim throughout its range then set trim needle to center position. • Cycle the elevator trim throughout its range then set trim needle to the required position for take-off.

TAKE-OFF ELEVATOR TRIM vs CG CG - % MAC TAKE-OFF RANGE FORWARD 13.8% AFT END AFT 36% FORWARD END

NOTE: 1. When setting the elevator trim, holding the elevator trim switch for greater than 3 s will cause the “elevator trim in motion” audio tone to sound and the ELEVATOR TRIM SHUTOFF switch PUSH OFF advisory light to illuminate. 3. To avoid possible activation of the Take-off Configuration aural warning, with a Centre of Gravity at or near the FWD or AFT Limit, set the ELEVATOR TRIM with the trim pointer “one half of the pointer's width” inside the forward edge (with AFT CG) or inside the aft edge (with FWD CG) of the TO trim band. ESID Control Panel…………………………………………………………………………………………………………………………. Set ED OFF / BRT Selectors…………………………………………………………………………………………………… OFF then BRT Carry out an electrical power reset on the ED display. NOTE: The removal of all aircraft electrical power will accomplish the intent of the power reset of the PFDs, MFDs and ED. DATE: 20th April, 2020

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EFIS ATT / HDG Source………………………………………………………………………………………………………………. NORM EFIS ADC Source………………………………………………………………………………………………………………………… NORM Wx Radar……………………………………………………………………………………………………………………………………… Test Flight Compartment Door Emergency Access………………………………………………………………………………… Test Confirm Flight Compartment Door is closed and locked and check: • BAGG DOOR, CKPT DOOR, AUTO UNLK and FAIL advisory lights are out, • INTERNAL DOORS caution light is out. Momentarily press FLIGHT ATTENDANT emergency access switch and check: • INTERNAL DOORS caution light illuminates, • AUTO UNLK advisory light illuminates. Select INTERNAL DOORS switch to DENY and check: • INTERNAL DOORS caution light goes out, • AUTO UNLK advisory light goes out. • Flight Compartment Door is closed and locked. EFIS Control Panel……………………………………………………………………………………………………………………………Set • Set the dimming control knobs for nominal intensity on the PFD and MFD. • Set desired Navaids (VOR, ADF or FMS) using the bearing selector knob.

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COCKPIT PREPARATION (FIRST OFFICER) ARCDU…………………………………………………………………………………………………………………………………… ON / Set Select frequencies as req’d. NOTE: Avoid transmission on VHF radios on frequencies within 200 kHz of any other tuned frequency. Set selector switches to required COMM channels. • EMERGENCY switch to NORM • Set MIC switch to BOOM • HOT MIC switch as required • Push the required rotary selectors down (ON) and set volume to a comfortable level. ATIS/Wx…………………………………………………………………………………………………………………………………… Obtain Obtain latest Meter and departure information from ATIS or Ground control and review with Captain. FMS…………………………………………………………………………………………………… Programmed (Refer to Page 54) Enter Flight Number BBCXXXX for Mode S transponder setup. Set and check FMS according to Flight Plan. Set and check Performance page according to Flight Profile and Load sheet. ALL SETTINGS TO BE VERIFIED AND CHECKED BY BOTH PILOTS AHRS……………………………………………………………………………………………………………………………………………Check Clock……………………………………………………………………………………………………………………………………………Check Make sure clock is serviceable and the correct time is set and reset the Elapsed Time to 0 before each flight. Stick Pusher / Elevator Trim Shutoff……………………………………………………………………………………………NORM Make sure the ELEVATOR TRIM & STICK PUSHER SHUTOFF switch lights are in the out position and the amber PUSH OFF lights are not on. Anti-Skid………………………………………………………………………………………………………………………………………… ON Turning the ANTI-SKID TEST switch on will cause it to do a self test. Make sure INBD ANTI-SKID and OUTBD ANTI-SKID caution lights go off after 6 s, indicating the test is complete. MFD…………………………………………………………………………………………………………………………………………… Check Confirm MFD Selector function on the Engine & System Integrated Display Control Panel by cycling through each of ENG, NAV, SYS and PFD. Reset to SYS and check HYD quantity: • No 1 system minimum dispatch 40% • No 2 system minimum dispatch 40% • No 3 system minimum dispatch 40% PFD………………………………………………………………………………………………………………………………………………Check The following flight instruments should be checked for serviceability then set for departure or SID. • EADI - Set display intensity to a comfortable level. Make sure no red flags are in view and all displays are correct. • EHSI (HSI) - Set display intensity to a comfortable level. Make sure no red flags are in view and all displays are correct. • IVSI needle indicates 0. Speed Bugs………………………………………………………………………………………………………………………………………Set Initially set V1, VR, V2, VFRI and VCLIMB for the estimated weight given on CFP. Altimeters………………………………………………………………………………………………………………………………………. Set Set the local altimeter setting using the BARO SET knob on the INDEX CONTROL panel and confirm the altimeter reading with the field elevation (within 75 ft). DATE: 20th April, 2020

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Smoke Goggles…………………………………………………………………………………………………………………………… Check Make sure goggles are not scratched, are in good condition and properly stored. CB & Panel Lighting…………………………………………………………………………………………………………………As Req’d Operate circuit breaker and panel light switch to make sure the bulb operates then set the flight instrument panel lighting intensity as required. Oxygen Press.................................................................................................................................Check Make sure the oxygen pressure gauge indicates in the green range. The minimum dispatch pressure is: A/C Registration S2-AGR S2-AJW

2 Crew 1300 psi 1050 psi

3 Crew 1800 psi 1450 psi

Forward Outflow Valve……………………………………………………………………………………………. NORM / Guarded Make sure the FORWARD SAFETY VALVE switch is set to NORMAL (full counter clockwise).

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Flight Management System (FMS set-up) One pilot, normally the PF sets the FMS and the other pilot verifies the set-up. Use the departure information and company flight plan (CFP) to initialize the FMS. Note: Here is given some very basic initial FMS set-up for departure, for detailed information please refer to FMS Operator’s Manual.

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Start-Up 1. Press [ON/OFF/DIM] to activate the system. A Self-Test Page will display the results of each test performed.

2. If the Self Test is successful, the Copyright Page is automatically displayed for five seconds.

Initialization The Initialization Page is automatically displayed after successful self-test.

Position, date and time fields on the Initialization Page are prefilled with information obtained from the GPS (as indicated by at LSK [1L]). For non-GPS installations, position will be the same as when the system was last powered down. 1. Press the [ACCEPT] LSK to accept the GPS position, time and date. All data will turn green; indicating that initialization is complete. 2. If any of these fields are incorrect, manually enter or correct initialization data. DATE: 20th April, 2020

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Flight Plan Construction After initialization, the system is ready to accept the flight plan. A flight plan can be created on the Flight Plan Pages, cross filled from another FMS or copied from a route contained in the Pilot or Company Databases. With no flight plan defined in the FMS, pressing [FPL] displays the empty Flight Plan Page. 1. Press [FPL] to access Flight Plan Page 1.

The cursor appears over an empty field and is ready to accept the next waypoint. Waypoint number “1” will pre-fill with the airport from the initialization process, or the closest waypoint as derived from the GPS. 2. Type in the identifier for the waypoint or press [LIST] to locate the desired waypoint. The [NEXT] and [PREV] keys are used to page through up to 10 pages of the closest waypoints. Press [ENTER] to select a waypoint. The cursor will move to the next empty field. 3. To insert an airway: a. Verify the previous waypoint is on the desired airway. b. Press [LIST] to access the LIST Page and the [AIRWAYS] LSK to list the airways. Enter the reference number of the desired airway. c. Enter the airway terminator on the Airway Terminator Page and return to Flight Plan Page 1. Continue entering waypoints into the flight plan to the destination airport.

Insert a SID into a Flight Plan If a SID has been issued as part of the ATC clearance, it may be linked to the flight plan. 1. From any Flight Plan Page, press [MENU]. 2. On Flight Plan Menu Page 1/2, press [DEPART], LSK [4L]. 3. The Departure Page will pre-fill with the departure airport. Enter the reference number of the runway at LSK [2R]. The cursor will advance to the SID field and a list of available SIDs will appear. 4. Select the SID by entering the reference number. A list of transitions will appear. 5. Select a transition by entering the reference number. DATE: 20th April, 2020

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6. Press FPL, LSK [5R], to return to the active flight plan. The procedural legs of the SID will now be a part of the flight plan. 7. REVIEW THE RESULTING FLIGHT PLAN FOR CONTINUITY -WITH NO GAPS OR “NO LINKS”, AND THAT IT CONFORMS TO THE INTENDED PATH OF FLIGHT. CAUTION: IT IS THE RESPONSIBILITY OF THE PILOT TO RESOLVE THESE DISCONTINUITIES AND EDIT THE FLIGHT PLAN ACCORDINGLY. When a SID, STAR and approach are linked into a flight plan, *NO LINK* will be inserted at the transition points if the end waypoint of one procedure is not exactly the same as the beginning waypoint of the next procedure. These can occur at the SID-to-Enroute, the Enroute-to-STAR and/or the STAR-toApproach transitions. Delete the *NO LINK* using Flight Plan editing techniques or go Direct To another waypoint after the *NO LINK* in order to maintain a continuous flight plan sequence.

Weight and Fuel Initialization

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Crossfill Fuel data: 1. Press [FUEL] 2. Press [MENU] 3. Press LSK [1R] to open the FUEL XFILL 1/1 page. 4. Select the applicable LSK for the FMS from which information will be sought. Data will then crossfill from the chosen FMS to the other. 5. Press [RETURN]

Enter Fuel Data 1. Press [FUEL] to access Fuel Page 1. The BASIC WT and Reserves plan values will be pre-filled with the values last used or loaded from the configuration module programmed at the time of installation. 2. Enter the aircraft's ZFW (Zero Fuel Weight) in pounds at LSK [4L]. 3. Enter the FUEL ONBOARD: Press LSK [5R] to highlight the field and then enter the total fuel onboard. 4. Enter the TOTAL RESERVES: a. Press LSK [4R] to highlight TOTAL RESRVS and enter the total reserves for the planned flight in pounds. b. Or, the total reserves may be computed with the entry of the ALTERNATE, HOLD and EXTRA field values, LSKs [1-3R]. The zero fuel weight and total fuel on board are used by the system to compute the aircraft's gross weight.

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Load Sheet and Take-off Data When the final load sheet is received, the Captain checks it and F/O: • Selects the FMS FUEL page 1/5. • Confirms or enters the Zero Fuel Weight (ZFW) and Fuel • Compares the GROSS WT with the load sheet. • Set T/O speeds accordingly using RTOW chart and TOLD card (Give required correction for Reduced Power setting or Wet runway condition) • Finally both pilots cross check the values. At the Captain’s discretion, the First Officer may carry out these checks. The Captain signs the load sheet and sets the Elevator Trim according to the load sheet value (MACTOW).

PASSENGER AND BAGGAGE WEIGHTS Standard/default Passenger weights (Lbs): Adult Male Adult Female Child Infant

165 lbs. 165 lbs. 88 lbs. 22 lbs.

Cabin Baggage weight: - Cabin baggage weights are included in the above mentioned passengers’ weights.

Checked Baggage weight: Weight per piece Weight per Passenger Note: Enter actual weight for checked in baggage.

Actual 44 lbs.

Last Minute Change (LMC): - Max 2 Adult Pax or 400 lbs. (Pax+Baggage+Cargo) - Max 400 lbs. Fuel.

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Reduced Power Takeoff To conserve engine life, the standard Company take-off is made using a reduced or flexible power setting. Reduced torque settings are obtained from the Runway Analysis Tables of Performance Handbook. To obtain a reduced power setting, find the weight that is nearest to, but greater than or equal to, your actual takeoff weight in the applicable max weight/limit code/max V1 column. Use the power setting and the max V1 associated with the assumed temperature. Takeoff speeds must be determined based on the assumed temperature. For reduced power take-offs, the NTOP (90%) rating can be lowered, in stages, by pressing the DEC button on the RED TOP Selector on the Engine Control Panel. The first press selects 88%, the second selects 87%, then 85%, 83% and 81%. The selected Rating is shown on the ED underneath the green NTOP indication. If an error is made in the setting, it can be reset to NTOP by pressing the RESET button. Rated Torque is also seen as a blue bug on the Torque Gauge. The procedures must not be used in association with icing conditions, contaminated surface procedures, de-iced aircraft conditions or first flight of the day. The following limitations apply to the use of Reduced Power: • • •

The minimum torque for the assumed OAT is 81% (static). On the first flight of the day a Normal Take-off Power (NTOP) is required. The auto-feather arm light must illuminate as normal during the take-off.

If an Uptrim is commanded with reduced TOP, the reduced power will apply to the requested power and the resulting MTOP will be less than 100%. This power will meet all necessary performance requirements. If more than one take-off point may be offered by ATC, check the performance for all points. Frequently, it is only necessary to check the conditions for the worst case and then use these speeds for all cases. If necessary, calculate the data for more than one point; bug for the most likely point and have the other data readily available.

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TAKEOFF BRIEFING Departure Briefing should be carried out by the Pilot Flying and completed 20 minutes before Departure. Both pilots must cross check all items are correctly set that mentioned in the briefing.

Captain’s Briefing a) Normal Briefing: BG___ from DAC to ___, flight plan set on FMS and fuel onboard is _____ lbs. This will be left hand seat takeoff using Flap 5/10/15. Acceleration altitude is ____ ft and takeoff alternate is ___. 1. Chart briefing (Taxi, Rwy, SID), 2. Weather briefing (Departure, enroute, destination and alternate), 3. Operational briefing (Any MEL/CDL, Rwy condition, reduced power setting and anything that might affect the performance of the aircraft), 4. NOTAMs. b) Emergency Briefing: Up to V1 we will call for any Caution or Master warning and anything unsafe for flight. I will call “Reject” and reject action is with me. You will monitor deceleration and advise tower “Bangladesh __ stopping on the runway, standby”. After the aircraft comes to complete stop, I will set the Emergency brake and command, “Cabin crew standby at stations”. Then we will do the ON GROUND NON-NORMAL checklist. We might vacate the runway if it is safe to do so. If any malfunction occurs at or above V1, I will continue takeoff. No action below 400ft AGL except for Gear Up and silencing any aural warning. Below acceleration altitude memory items only for: 1. UNSCHEDULED PROP FEATHER and 2. ENG FAIL with no AUTO FEATHER After reaching acceleration altitude: Clean up, memory items, QRH then After Takeoff Checklist. We will climb to MSA ____ ft or higher. Then evaluate the situation and take appropriate actions. Any question?

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F/O’s Briefing a) Normal Briefing: BG___ from DAC to ___, flight plan set on FMS and fuel onboard is _____ lbs. This will be right hand seat takeoff using Flap 5/10/15. Acceleration altitude is ____ ft and takeoff alternate is ___. 1. Chart briefing (Taxi, Rwy, SID), 2. Weather briefing (Departure, enroute, destination and alternate), 3. Operational briefing (Any MEL/CDL, Rwy condition, reduced power setting and anything that might affect the performance of the aircraft), 4. NOTAMs. b) Emergency Briefing: Up to V1 we will call for any Caution or Master warning and anything unsafe for flight. Captain will call “Reject” and reject action is with Captain. I will monitor deceleration and advise tower “Bangladesh __ stopping on the runway, standby”. After the aircraft comes to complete stop, you will set the Emergency brake and command, “Cabin crew standby at stations”. Then we will do ON GROUND NON-NORMAL checklist. We might vacate the runway if it is safe to do so. If any malfunction occurs at or above V1, I will continue takeoff. No action below 400ft AGL except for Gear Up and silencing any aural warning. Below acceleration altitude memory items only for: 1. UNSCHEDULED PROP FEATHER and 2. ENG FAIL with no AUTO FEATHER After reaching acceleration altitude: Clean up, memory items, QRH then After Takeoff Checklist. We will climb to MSA ____ ft or higher. Then evaluate the situation and take appropriate actions. Any question?

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ENGINE START / PUSH BACK General Avionics, FMS and V speeds will be set-up as soon as information becomes available before starting the engines using APU or GPU power. Both crew members will be in the cockpit for the engine start. The RH Pilot will monitor the LH Pilot during engine starting and make all required callouts. The crew will maintain communication (by visual hand signal or by interphone) with a qualified ground crew at all times during Push back and engine start (Refer to OM 10.3.4 for hand signal techniques). The LH Pilot will perform the engine start while being monitored by the RH Pilot. Either pilot will call out any abnormal indications. The normal start sequence is to start #2 engine first followed by #1. This technique allows for an easier evacuation if required during the first engine start. If circumstances require a different start sequence, this should be coordinated with the ground crew and briefed prior to the start. Starting should be planned in such a way that taxiing can be commenced without delay after starting the second engine. In the event of an engine fire during start, both engines should be shut down immediately in accordance with the appropriate memory items. ATC and ground crew must be informed and evacuation considered.

Push Back The Push Back Manoeuvre is to be performed with Nosewheel Steering switched to Off and all 3 green gear locked down advisory lights illuminated. ‘Push Back and Start Approved’ checklist must be completed before commencing push back. Only one engine can be started if ground crew allowed but Condition Lever shall not be above Start/Feather selection. After completion of push back crew must verify that tow bar is disconnected before doing the ‘After Start’ flow. Using proper phraseologies with ground crew at the time of push back are important. Example of some standard communication between Cockpit and Ground during Push Back/Start:

Cockpit Crew

Ground Crew

When cleared to push back: “Cockpit to ground, we are cleared to Push face --.”

“Ground to cockpit, commencing push back face --, release Parking Brake.”

“Cockpit to ground, Parking Brake released.” “Ground to cockpit, cleared to start Engine # 2” “Starting Engine # 2.” When the push back is complete: “Ground to cockpit, push back is complete. Set the Parking Brake to ON.” “Parking Brake set to ON.” After both Engine start successfully and ‘After Start’ flow check: “Both Engine good start, clear to disconnect, give hand signal.”

DATE: 20th April, 2020

“All connections disconnected, standby for hand signal on your Right/Left.”

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ORIGINATING BEFORE START (Checklist) GPU/APU…………………………………………………………………………………………………………………………………………ON External Check……………………………………………………………………………………………………………………. Completed Cockpit Preparation……………………………………………………………………………………………………………. Completed Briefing………………………………………………………………………………………………………………………………. Completed Ensure the take-off briefing has been completed.

BEFORE START (Checklist) Escape Hatch………………………………………………………………………………………………………………………………Closed Alt Gear Door / L/G Inhibit Switch…………………………………………………………………………………Closed / NORM Check that: • MAIN LANDING GEAR ALTERNATE RELEASE door is closed, • LANDING GEAR ALTERNATE EXTENSION door is closed. • LANDING GEAR EXTENSION INHIBIT switch is set to NORMAL and the red guard is closed. Circuit Breakers……………………………………………………………………………………………………………………………Check BATTERY MASTER, MAIN, AUX & STBY BATT Switches……………………………………………………………………. ON • Check MAIN BATTERY, AUX BATTERY and STBY BATTERY caution lights out • Check voltages on the MFD Electrical Systems page. Passenger Signs……………………………………………………………………………………………………………………………… ON Make sure the passenger signs are to the FASTEN BELTS and NO SMOKING positions. Emergency Lights……………………………………………………………………………………………………………………………Arm • Make sure EMERGENCY LIGHTS switch is in the ARM position. • Make sure EMER LTS DISARMED caution light is off. Anti-Skid………………………………………………………………………………………………………………………………………… ON Set ANTI-SKID switch to ON position and check: • INBD ANTI SKID and OUTBD ANTI SKID caution lights are off. Fuel Transfer / QTY…………………………………………………………………………………………………………… OFF / Check • Make sure the FUEL TRANSFER switch is OFF. • Make sure that both green VALVE OPEN lights are off on the MFD - Fuel Systems page. • Make sure the quantity of fuel indicated on the MFD - Fuel page, is sufficient for the flight. Maximum fuel imbalance between contents of main fuel tanks is 600 lbs. Emerg Brake / Pressure ………………………………………………………………………………………………………ON / Check • Make sure the EMERGENCY / PARKING BRAKE LEVER is set to PARK. • Make sure the PK BRK gauge on the MFD indicates hydraulic pressure above 500 psi for starting engine # 2 and 1000 psi if starting engine # 1 first. If not, replenish pressure above 1500 psi, then set the EMERGENCY / PARKING BRAKE LEVER to PARK. POWER Levers……………………………………………………………………………………………………………………………… DISC Make sure Power Levers are at DISC. Condition Levers…………………………………………………………………………………………………………………… FUEL OFF Take-off Data…………………………………………………………………………………………………………………………Reviewed Review take-off data, mass.

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START APPROVED (Checklist) Takeoff data and speeds……………………………………………………………………………………………………………….…Set Review final take-off data and set speeds. Door / Fuelling Lights…………………………………………………………………………………………………………………… Out Make sure the following lights are off: • FUSELAGE DOORS warning light • FUELLING ON caution light APU Bleed……………………………………………………………………………………………………………………………………… OFF Check APU BL AIR OPEN advisory light goes off. Recirc Fan……………………………………………………………………………………………………………………………………… OFF Anti-Collision………………………………………………………………………………………………………………………………… Red Make sure the FLT DATA RECORDER caution light is off. Engines…………………………………………………………………………………………………………………………. Clear for Start The captain normally starts the # 2 engine first and communicates with ground crew. The first officer looks out to make sure the propeller area is clear of all personnel and equipment before starting the engine.

PUSH BACK AND START APPROVED (Checklist) Takeoff data and speeds……………………………………………………………………………………………………………….…Set Review final take-off data and set speeds. Door / Fuelling Lights…………………………………………………………………………………………………………………… Out Make sure the following lights are off: • FUSELAGE DOORS warning light • FUELLING ON caution light APU Bleed……………………………………………………………………………………………………………………………………… OFF Check APU BL AIR OPEN advisory light goes off. Recirc Fan……………………………………………………………………………………………………………………………………… OFF Anti-Collision………………………………………………………………………………………………………………………………… Red Make sure the FLT DATA RECORDER caution light is off. Nosewheel Steering…………………………………………………………………………………………………………………………Off Emergency Brake (Confirm with Ground) ……………………………………………………………………………… Released Release brake when ground crew advised to release. Engines…………………………………………………………………………………………………………………………. Clear for Start Only one engine is allowed to start during push back if ground crew permits.

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Start Procedure CAPTAIN ENGINE START SELECT Switch……… Pull out then Set to # 2 Observes SELECT Light illuminates. Call: “Starting engine #2, check clear”.

ENGINE START Switch……………………………….…………… Press Makes sure START Light illuminates.

FIRST OFFICER

Makes sure the area is clear. Call: “Clear #2”.

Starts stopwatch running to time the start

NOTE: When conducting an engine start using external power or the APU, # 2 engine oil pressure may momentarily indicate full scale deflection upon selection of the ENGINE START Switch for # 1 or # 2 engine. # 2 engine oil pressure should immediately return to normal values. At 1st indication of NH: Sets Condition Lever to START / FEATHER. When SELECT light goes out: Call: “Select light out”. Bleed Air #2………………………ON/Normal Check MAIN BATT load 0.4 or less: Call: “Load good” NOTE: Fuel flow indication on ED is not accurate until the engine is stable at idle NH. Check that engine accelerates to above 64.2% NH and ITT does not exceed 920°C. Check ENGINE START and ENGINE START SELECT Switches off Observe SELECT and START Lights out For the appropriate engine, make sure oil pressure is greater than 44 psi, ENG OIL PRESS Warning Light, ENG FUEL PRESS and ENG HYD PUMP Caution Lights out. If APU starting, check DC GEN Caution Light is out. NOTE: 1. ENGINE SELECT Light will remain illuminated for approximately 15 s after ENGINE START and SELECT Switches off. 2. Check # 2 Generator and Main Battery load, both should be decreasing after engine start. It is suggested that a MAIN BATT load of 0.4 or less should be achieved before attempting the start of the 2nd engine. Repeat start procedure for other engine.

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AFTER START (Checklist) EXT PWR / APU ………………………………………………………………………………………………………………………………OFF After both engines have started and stabilized, set the DC EXT PWR switch to OFF and make sure: • DC EXTERNAL POWER advisory light on the MFD - Electrical Systems page goes off. • Signal ground crew to remove external power cable. • # 1 DC GEN and # 2 DC GEN caution lights go off. If the APU was used, shut it down as follows: • Push APU GEN Switch. Make sure the GEN ON advisory light goes out and the GEN WARN advisory light illuminates. • Push APU PWR Switch. Make sure APU RUN, APU GEN WARN and APU FUEL VALVE OPEN advisory lights out and FUEL VALVE CLOSED advisory light illuminates. Main Bus Tie……………………………………………………………………………………………………………………………………OFF Bleed Air 1 and 2…………………………………………………………………………………………………………… ON / As Req’d • Set BLEED AIR CONTROL switches to 1 and 2 positions. • Turn the BLEED FLOW CONTROL rotary knob to the desired position. Battery Temps……………………………………………………………………………………………………………………………. Check Monitor the battery temperatures after engine start on the MFD - Electrical Systems page. Condition Levers……………………………………………………………………………………………………………………………MAX Move CONDITION LEVERS to MAX position and make sure: • Propellers unfeather and • # 1 AC GEN, # 2 AC GEN, L TRU and R TRU caution lights go off. Recirc Fan………………………………………………………………………………………………………………………………………. ON STBY HYD PRESS and PTU CNTRL………………………………………………………………………………………………………ON Check STBY HYD PRESS ON, PTU CNTRL ON and PTU pressure (with MS 4-126354 and (MS 4-901472 or MS 4-901473)) advisory lights illuminate. Hyd #3 Isol Vlv………………………………………………………………………………………………………………………………Open HYD # 3 ISOL VLV Switch Press Check OPEN advisory and ELEVATOR PRESS caution lights illuminate and # 3 HYD PRESS indication on # 2 MFD (2400 - 3100 psi) HYD Press & QTY………………………………………………………………………………………………………………………… Check Make sure the following hydraulic indicators on the MFD show: • Standby Pressure - 2800 - 3000 psi • Main Pressure 1 & 2 - 2900 - 3100 psi • System Quantity (Minimum): # 1 System 40% minimum. # 2 System 40% minimum. # 3 System 40% minimum. Elevator Travel…………………………………………………………………………………………………………………… Full Travel Operate Elevator Control through full travel and check PFCS indication on # 1 MFD for full deflection nose-up and nose-down. NOTE: Full nose-up elevator travel is indicated by a pointer position defined by assuming the nose-up index mark is shifted 1/2 arc width down. HYD # 3 ISOL VLV Switch………………………………………………………………………………………………………………Norm Check OPEN advisory and ELEVATOR PRESS caution lights out. NOTE: It will require a small elevator input to extinguish the ELEVATOR PRESS caution light and bring # 3 HYD PRESS indicator to zero. DATE: 20th April, 2020

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FLIGHT / TAXI ……………………………………………………………………………………………………………………Check / Taxi • Set FLIGHT / TAXI switch to FLIGHT. Check SPOILERS ROLL OUTBD and ROLL INBD advisory lights illuminate and PFCS indication on # 1 MFD shows LI, RI and LO, RO SPOILERS extended. • Set FLIGHT / TAXI switch to TAXI. Check SPOILERS ROLL OUTBD and ROLL INBD advisory lights out and PFCS indication on # 1 MFD shows LI, RI and LO, RO SPOILERS retracted. Flap……………………………………………………………………………………………………………………………………………. Select Set flap selector lever to desired take-off position and confirm correct indication on # 2 MFD. DEICE PRESS Indicator………………………………………………………………………………………………………………… Check Confirm DEICE PRESSURE indicator shows 18 ± 3 psi on each dial. Rudder Travel……………………………………………………………………………………………………………………… Full Travel Monitor the PFCS indicator on # 1 MFD for full and free rudder travel. Ensure that PFCS indicator pointer travels full left and full right to index marks. NOTE: Any observed restriction or abnormal force detected during the Rudder Control check must be addressed by maintenance action prior to flight. * Rudder Actuator Test Push RUD 1 PUSH OFF switch to OFF and check # 1 RUD HYD caution light illuminates. Move rudder pedals left to right and check PFCS indication on # 1 MFD for rudder travel. Push RUD 1 PUSH OFF switch to ON and check # 1 RUD HYD caution light goes out. Push RUD 2 PUSH OFF switch to OFF and check # 2 RUD HYD caution light illuminates. Move rudder pedals left to right and check PFCS indication on # 1 MFD for rudder travel. Push RUD 2 PUSH OFF switch to ON and check # 2 RUD HYD caution light goes out. NOSEWHEEL STEERING…………………………………………………………………………………………………………………… ON Check NOSE STEERING caution light out. Nose steering is not available for approximately 8 s after selection of STEERING Switch to STEERING. WINDSHIELD HEAT………………………………………………………………………………………………………………… As Req’d Set windshield heat selector to OFF or NORM. Check WSHLD CTRL caution light out. NOTE: Do Not select windshield heat to NORM when SAT is greater than 20°C. PLT SIDE WDO / HT Switch………………………………………………………………………………………………………As Req’d Under conditions of slush or wet snow covered taxiways: WX RADAR / NAV / COM…………………………………………………….…………………………………………………………. Set • Set Wx Radar rotary selector to STBY. • Check required "TO/FROM" and "NEXT" legs for departure are indicated on the pilot and co-pilot FMS CDU's. • Check required VHF Comm, VHF Nav and ADF frequencies are programmed for taxi, take-off and departure. TRANSPONDER………………………………………………………………………………………………………………………. As Req’d If required to squawk an assigned transponder code during taxi: • Set required ATC code and select ATC ON. PFD / MFD / ED ……………………………………………………………………………………………………………………………Check Check Primary Flight Display, Multi-Function Display and Engine Display for failure messages. Check required nav source, course, distance-to-go, heading and map information is correctly displayed on pilot and co-pilot displays for departure. YAW DAMPER…………………………………………………………………………………………………………………… As required Check YD advisory pointers illuminate if engaged.

DATE: 20th April, 2020

REVISION: 2

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POWER BACK Note: Taxi in reverse is not recommended unless it is absolutely necessary. For taxiing in reverse use the following procedure: NOSEWHEEL STEERING…………………………………………………………………………………………………………………… ON Check NOSE STEERING caution light out. Nosewheel……………………………………………………………………………………………………………………….…… Centered Steering tiller and rudder pedal………….…………………………………………………………………………….…. Centered Do Not use steering tiller or rudder pedals during reverse taxiing. Turning is not allowed in reverse. CAUTION: Exercise extreme care when taxiing in reverse due to the length of the fuselage. NOTE: Taxiing in reverse should only be conducted on paved surfaces and in crosswinds less than 10 kt.

DATE: 20th April, 2020

REVISION: 2

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TAXI General When the ‘After Start’ Checklist is complete, the First Officer calls ATC for taxi instructions. When clearance has been received, each pilot checks that his side of the aircraft is clear of obstructions before taxiing. The Captain calls “Clear left” and the First Officer calls “Clear right”. The Captain releases the parking brake, switches on the taxi light and confirms ‘Clear’ signal received from ground crew before applying power. Avoid any Head Down work until clear of the congested area like apron. Apart from very short duration halts, the Parking Brake must always be applied when the aircraft is stationary. Whenever the Parking Brake is applied check that the PARKING BRAKE caution is ON. Release the brakes gently to avoid passenger discomfort. To ensure that the aircraft moves away smoothly, the power levers should be moved from DISC into the mid discing range until the aircraft is positively moving forward (especially if there is a strong headwind or upslope). Should the aircraft accidentally move backwards severe damage to the nosewheel steering can be caused. During taxi the Capt. will check the brakes. Taxiing is easily accomplished using a combination of Tiller and/or Rudder Steering, brakes and variations of power in the discing range.

Taxi Technique There is a tendency to taxi faster than desired, especially when turning off the runway after landing. The appropriate taxi speed will depend on the turn radius and surface condition. Nosewheel scrubbing indicates excessive steering angles or excessive taxi speed for the surface conditions. Flight crew should avoid riding the brakes during taxi operations. Taxi speed should be regulated primarily through the use of power (DISC). At slow speeds, if the brakes are required, they should be used smoothly and positively applied towards maximum pressure to enable a complete stop. Be extra cautious on concrete surfaces, especially when wet. Avoid the use of excessive steering angles other than at very low speed. Do not apply brakes in turns unless absolutely necessary. The anti-skid system is inactive below 10kts The recommended taxi speeds are: • Straight taxiing on dry surfaces, up to 30 knots. • Straight taxiing on wet or contaminated surfaces, 15 knots. • Turning on a dry surface, 10 knots. • Turning on a wet or contaminated surface, 10 knots. Note: Minimum Taxiway width for Taxiing is 50 ft. The taxi light should be ON whenever the aircraft is taxiing and OFF when the aircraft is on stand or during push back or taxiing in to stand. Captain operates the taxi light switch.

DATE: 20th April, 2020

REVISION: 2

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Runway Incursion Avoidance To avoid runway incursion, a thorough taxi chart briefing is compulsory using the Airport Charts before taxi for takeoff & for taxi after landing. • On pre-flight briefing PF should brief in details of possible taxiway route to take-off point which should include confirmation before turning on taxi ways & hot spot point. • Clearance given to other aircraft should be monitored closely. • Appropriate transponder must be used at airports as required. • PF should avoid head down attitude. • All taxi clearances should be written clearly & read back. • Must verify takeoff & landing runway & cross-check. • TCAS should be used appropriately to display traffic on final approach. • High intensity white lights should be ON before entering the runway & taxi/approach/landing lights should be ON while lining up on the runway and after getting “Clear to Land” clearance. • Standard RT phraseology & sterile flight deck must be maintained.

TAXI CHECK (Checklist) The following items are to be checked during the taxi phase. However, they should be completed early enough so as to allow both pilots to monitor their surroundings while taxiing to the active runway. Taxi Light…………………………………………………………………………………………………………………………………As Req’d Altimeters………………………………………………………………………………………………………………………………………. Set Make sure the current altimeter setting is on the pilot’s and co-pilot’s barometric altimeters and the standby altimeter. Compare altitude indications on pilot’s and co-pilot’s PFD. NOTE: Altimeter altitude readout must be within 60 ft below 5000 ft and vary linearly to 100 ft at 10000 ft cross check with standby altimeter in case of mismatch. Flight Instruments……………………………………………………………………………………………………………………… Check Go through all the indications and set-ups on the PFD (e.g.: FMA modes, altitude, speeds, acceleration altitude, QNH, Rwy heading, any messages, caution or any flags and failures). TANK 1 AUX PUMP / TANK 2 AUX PUMP Switches…………………………………………………………………………. ON Check TANK 1 AUX PUMP ON and TANK 2 AUX PUMP ON advisory lights illuminate. AUTOFEATHER Switch………………………………………………………………………………………………………………… Select Check autofeather SELECT advisory light illuminates on PROPELLER CONTROL panel and A/F SELECT appears on ED CAUTION: If A/F ARM advisory fails to appear on ED when Power Levers are advanced to the Rating detent, take-off must be rejected. FLAP Lever……………………………………………………………………………………………………………………………… Set / Ind Confirm desired take-off setting on FLAP indication on # 2 MFD. Trims…………………………………………………………………………………………………………………………………………….3 Set Set the 3 trim controls: • Aileron and rudder trim indicators to 0 position • Elevator trim indicator within the white take-off (TO) range. TAKE-OFF ELEVATOR TRIM vs CG CG - % MAC TAKE-OFF RANGE FORWARD 13.8% AFT END AFT 36% FORWARD END DATE: 20th April, 2020

REVISION: 2

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NOTES: 1. When setting the elevator trim, holding the elevator trim switch for greater than 3 s will cause the “elevator trim in motion’ audio tone to sound and the ELEVATOR TRIM SHUTOFF switch PUSH OFF advisory light to illuminate. 2. avoid possible activation of the Take-off Configuration aural warning, with a Centre of Gravity at / or near the FWD or AFT Limit, set the ELEVATOR TRIM with the trim pointer “one half of the pointer's width” inside the forward edge (with AFT CG) or inside the aft edge (with FWD CG) of the TO trim band. Condition Levers………………………………………………………………………………………………………………. __ % / MAX Move CONDITION LEVERS to MAX position and set friction as required. Check NTOP appears on ED. Press DEC to reduce the Torque if planned for Reduced Power Takeoff. T/O WARN……………………………………………………………………………………………………………………………………. Test Select T/O WARN switch to TEST and hold. Confirm take-off warning horn does not sound then release switch. NOTE: The take-off warning horn will sound if any of the following conditions are not met: • Inboard or outboard spoilers are extended, • Elevator trim is outside of the take-off range, • Emergency Brake lever set to Park, • One or both Condition Levers not set to MAX, • Flap position outside the range of 5o to 15o. Pitot Static Heat Switches………………………………………………………………………………………………………………. ON Set PITOT STATIC PORTS switches to STBY, 1 and 2 positions. Ice Protection………………………………………………………………………………………………………………………… As Req’d Make sure de-icing and anti-icing switches are set as required for take-off in the ambient conditions. Caution / Warning Lights……………………………………………………………………………………………………………. Check Make sure all caution and warning light annunciators are out unless stated in MEL. Flight Clearances……………………………………………………………………………………………………………………Reviewed Match all the settings with actual ATC Clearance. Cabin………………………………………………………………………………………………………………………………………… Secure Confirm cabin is “Secured for Takeoff” call is received from the Purser before entering the Rwy.

LINE UP (Checklist) These items should be done as early as possible after being cleared to line up on to the active runway. This allows both pilots to monitor runway surroundings before and while entering the active runway. Flight Attendant Notification…………………………………………………………………………………………………. As Req’d Notify the cabin crew members that the clearance for take-off has been received. Bleed Air 1 and 2……………………………………………………………………………………………………………MIN / As req’d • Turn the BLEED FLOW CONTROL rotary knob to MIN. • Set the BLEED switches to OFF Anti-Collision……………………………………………………………………………………………………………………………… White YAW DAMPER………………………………………………………………………………………………………………………………… On Check YD advisory pointers illuminate. Transponder / TCAS………………………………………………………………………………….… Squawk__ / TA ONLY ABV Make sure the correct transponder code is inserted, then set the transponder to ON / ALT on the ARCDU panel by pressing line select key 4R (ATC) on ARCDU for more than 2 s. Observe TA ONLY is annunciated on EHSI / PFD and TA ONLY ABV is annunciated on the ND / MFD. DATE: 20th April, 2020

REVISION: 2

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WX RADAR / TERRAIN………………………………………………….……………………….………………………………. As Req’d • PF will keep WXR and PM will keep TERR on their respective MFD • Set Wx Radar rotary selector to ON. • Pressing the STAB button 4 times within 3 secs will allow the WXR ground operation. • Press the WX / TERR button in the EFIS panel to display the Terrain mode. Flight Controls……………………………………………………………………………………………………………………Check / Free Check the operation and freedom of movement of flight controls and spoilers through full travel and note appropriate PFCS indications on # 1 MFD. NOTE: Full spoiler extension is indicated by a pointer position defined by assuming the full extension index mark is shifted 1 arc width down. FLIGHT / TAXI Switch………………………………………………………………………………………………………………… FLIGHT Make sure the FLIGHT / TAXI switch on the GLARE SHIELD is in the FLIGHT position. Check SPOILERS ROLL OUTBD and ROLL INBD advisory lights turn on and the PFCS indication on # 1 MFD shows LI, RI and LO, RO spoilers extend. NOTE: Full spoiler extension is indicated by a pointer position defined by assuming the full extension index mark is shifted 1 arc width down. Landing / Taxi Lights……………………………………………………………………………………………………………… ON / OFF Turn ON the APPROACH and FLARE lights. The Taxi light may be turned off at this time.

DATE: 20th April, 2020

REVISION: 2

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TAKE-OFF General The primary responsibility of the PF during take-off is to fly the airplane while the primary responsibility of the PM is to monitor the airplane systems and call out any abnormalities to the PF. The PIC will decide to “Continue” or “Reject” Takeoff in case of any malfunction, or any unsafe condition occurs before V1 speed. The heading bug will be set to the departure runway magnetic heading, the Flight Director ‘Go Around’ mode will be selected to provide the correct take-off pitch attitude, “HDG” for lateral control and “ALT SEL” for altitude capture protection. Under normal conditions during take-off roll the nosewheel steering tiller should not be used above 20 knots. Directional control is maintained using the rudder pedals; initially, rudder pedal steering is used; the rudder becomes effective between 40 and 60 knots. The column is normally held in the fore and aft neutral position (the neutral pitch control position) during the take-off ground roll. On slippery runways or in crosswinds, the column should be held slightly forward of neutral to improve nosewheel steering. For take-off rotation, only a moderate rate of rotation is required (pitch angles greater than 8° may cause a tail strike). The aircraft should be rotated smoothly towards the target pitch attitude; use a rotation rate of approximately 2 to 3° per second. Do not initiate the rotation before VR. Less force is required to rotate the aircraft at aft cg. Do not rotate the aircraft aggressively. The critical engine is the No 1 engine. At 80 knots, PM calls “80 knots”; PF responds “80 knots”. PF does not check his ASI; he is merely acknowledging PM’s call. This serves as an incapacitation check. PM assumes that PF is incapacitated if he does not reply. When a positive rate of climb is indicated on the altimeter and VSI, PM calls “Positive climb” ; PF confirms the positive rate of climb and then calls “Gear up”; PM then selects the gear up; when all the gear lights are out he calls “Gear up – Lights Out”. With both engines operating: • Reduced power take-off is recommended whenever performance allows, • After rotation minimum speed is V2 + 10 knots. • Minimum altitude to use Bleed ON/NORM is 400’AGL. • Acceleration altitude is 1000’AGL (unless different Noise Abatement Procedure is specified). • In clean configuration recommended climb power is Condition Levers 850 and MCL • After clean up recommended climb speed is 185kts up to FL100.

DATE: 20th April, 2020

REVISION: 2

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Take-off Procedure Once cleared for take-off, the PM announces the wind direction as “Wind from left/right/straight ahead/calm” and then PF sets the power levers to detent. The Capt. / LH pilot’s hand must be on the power levers until V1, so that he can execute the rejected take-off if necessary. POWER Levers………………………………………………………Advance smoothly to Rating detent with Brakes off • Check normal take-off power setting (NTOP) is displayed on ED. • Observe torque matches the torque bugs. • Check SPOILERS ROLL OUTBD and ROLL INBD advisory lights out and PFCS indication on # 1 MFD shows LI, RI and LO, RO SPOILERS retracted. • Check autofeather ARM advisory on ED. CAUTION: If A/F ARM advisory does not appear on ED, take-off must be rejected. Use rudder pedals to maintain centerline of runway. At VR rotate to 8° nose-up to achieve lift-off. CAUTION: Nose-up pitch attitudes greater than 8° prior to lift-off may cause the tail to touch the runway. After lift-off, continue rotation to a minimum pitch attitude of 10° to achieve V2 + 10 kt at 35 ft. Event ATC: “Cleared for Takeoff”

PF “I have control” Advances POWER Levers to detent. “Check Power”

PM “Wind from left/right/straight ahead/calm” Check NTOP power setting and observes torque matches the torque bugs. Observes spoiler advisory lights go out, PFCS indication on # 1 MFD shows spoilers retracted and auto-feather ARM annunciation on ED. “Power Set”

At 80 KIAS

“80 KNOTS” “80 KNOTS”

At V1 and VR speed Cross checks airspeed, places both hands on the control column then rotates at VR. After airborne

At V1: “V1” At VR: “Rotate”

Observes positive rate on altimeter and IVSI “Positive Rate”

“Gear UP”

Selects Landing Gear Lever Up When all the gear lights are out, call “Gear Up – Lights Out”.

DATE: 20th April, 2020

REVISION: 2

Page 75

SOP (Draft Copy) “400 ft”

At 400’ AGL “Bleeds ON / NORMAL” At acceleration altitude (minimum 1000ft AGL or appropriate obstacle clearance height)

PART – 1 (NOP)

Selects Bleeds - ON / NORM “Acceleration Altitude”

Confirms speed greater than VFRI “Flaps Zero” “Auto Feather Off” “Climb Power 900” (or “850 MCL”)

Accelerates to enroute climb speed. “Set IAS ____” or V/S ____ if required to level off at lower altitude. “After Take-Off Flow”

Confirms speed VFRI or above Selects Flaps 0 Selects auto-feather off then set Condition Levers to 900 RPM detent (or 850 RPM detent then presses the MCL button) Checks MCL power setting on ED. “CLIMB POWER SET” Sets Flight Director “IAS or V/S SET ____”

Complete the After Take-Off flow

When the aircraft is properly trimmed and stable

“Engage Auto Pilot”

Press the AP and confirm on PFD “Auto Pilot Engaged”

Clear of busy terminal area

“After Take-Off Checklist”

Complete the After Take-Off checklist and call “After Take-Off Checklist Completed”

NOTE: The PF will call for the “AFTER TAKE-OFF CHECKLIST” (Read and Do) at his / her discretion once the airplane is established in the climb and clear of busy terminal airspace (minimum 1000 ft AGL). CAUTION: It is essential that all crews observe the correct position of Condition Levers when moving them. There is a gate requiring the levers to be lifted approx. ¼ inch to go into the “Start Feather” position. In order to prevent accidental lifting of the Condition Levers, fingers should be placed in front of the Condition Levers (not grabbing them) then retarded SLOWLY observing the correct position. Particular attention should be given when 900 rpm is being used (e.g. heavy icing) and then 850 rpm is required afterwards, this would only require one click NOT the usual two clicks used after take-off. AUTO PILOT ENGAGEMENT The minimum engagement height for the AP is 1000 ft AGL. In high workload situations such as a departure in a busy TMA, the AP should be engaged as soon as possible after take-off.

DATE: 20th April, 2020

REVISION: 2

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AFTER TAKE-OFF (Checklist) Landing Gear…………………………………………………………………………………………………………………………………….Up At a positive rate of climb, (indicated on the altimeter and IVSI), select the landing gear selector UP and make sure the landing gear retracts. Amber light in the selector handle, amber and red undercarriage advisory lights turn on then go off. All lights should be off when the gear is up and locked. Flap……………………………………………………………………………………………………………………………………………………0° After commencement of 3rd segment (minimum 1000 ft AGL) and at or above Flap Retraction Initiation speed (VFRI), set flap selector lever to 0°. Check flap indicator and make sure flaps retract to 0°. Autofeather…………………………………………………………………………………………………………………………………….OFF Push the AUTOFEATHER switch light and make sure: • Autofeather SELECT advisory light turns off on the PROPELLER CONTROL panel, • A/F SELECT indication on the ED turns off. Climb Power…………………………………………………………………………………………………………………………………….Set CLIMB at 900 RPM: • Set the CONDITION LEVERS to 900 RPM. CLIMB at 850 RPM: • Set the CONDITION LEVERS to 850 RPM and then push the MCL pushbutton on the ENGINE CONTROL panel. Bleed Air 1 and 2…………………………………………………………………………………………………………….ON / As Req’d • Set BLEED CONTROL switches to 1 and 2 positions. • Turn BLEED AIR FLOW CONTROL rotary selector to NORM or MAX. STBY HYD PRESS and PTU CNTRL Switches………………………………………………………………………………….NORM Check STBY HYD PRESS ON, PTU CNTRL ON and PTU pressure Tank Aux Pumps 1 and 2…………………………………………………………………………………………………………………OFF Check TANK 1 AUX PUMP ON and TANK 2 AUX PUMP ON advisory lights out. Engine Temps & Pressures……………………………………………………………………………………………………………Check Check all engine instruments on the ED are within limits (no red or yellow indication). Ice Protection………………………………………………………………………………………………………………………….As Req’d Make sure de-icing and anti-icing switches are set as required for the ambient conditions. Cabin Press & Temp Controls……………………………………………………………………………………………………….Check Monitor the cabin pressurization panel to make sure the cabin is pressurizing. Set Cabin and Flight COMPARTMENT Temperature controls as required. Passenger Signs……………………………………………………………………………………………………………………….As Req’d Seat belt sign must be ON below FL100.

DATE: 20th April, 2020

REVISION: 2

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Crosswind Take-off • •

•

•

•

When lining up for a crosswind take-off, consider keeping the controls locked until the aircraft is aligned with the runway. During the take-off run, directional control can be maintained with rudder pedal steering. Partial aileron-into-wind will assist control, but control wheel input should be limited to prevent excessive spoiler deployment and a subsequent increase in drag. The required control wheel deflection will decrease as aircraft speed increases. To maintain runway centerline in a strong crosswind, nosewheel steering tiller or a touch of asymmetric brake at the start of the take-off roll may be required and weight should be kept on the nosewheel by keeping the control column slightly forward of neutral. At VR the aircraft should be lifted off cleanly but smoothly to prevent scuffing the tires as they leave the ground. Observe the applicable rotation pitch attitude limitations. When safely airborne, keep the wings level but track to maintain runway direction or follow the applicable SID for the remainder of the climb. Crew callouts and co-ordination are the same as for a normal take-off.

Noise Abatement Procedures Unless national or local regulations prescribe other noise abatement procedures the following shall apply: • Climb to 1500 ft above airfield elevation at normal take-off power (take-off flaps/V2 + 10 kt), • at 1500 ft reduce to max. climb power and increase to V2 + 20 kt, • at 3000 ft initiate flap retraction and accelerate to enroute climb speed.

DATE: 20th April, 2020

REVISION: 2

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Normal Take-off Profile

DATE: 20th April, 2020

REVISION: 2

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CLIMB General •

• •

•

• • -

In normal condition, it is recommended to climb initially in ‘IAS’ mode up to FL100 then in ‘Pitch Hold’ mode 5°nose up (to facilitate the cabin crew to start the service). Both pilot will monitor the power during climb. Any change in altitude selector must be called out with “_____ ft, ALT SEL” by the PF and PM will verify. In case ATC clears a lower level just after take-off, V/S mode maybe used instead of IAS mode to attain a maximum rate of climb of 1500 fpm in the last 1000ft. Power should be reduced accordingly to maintain speed. PF must call out “1000 ft to go, ALT SEL” in last 1000ft to level off and PM will verify. After having called “1000 ft to go, ALT SEL”, the pitch wheel is not to be used. In the unlikely event that it has to be touched, both crew members are required to confirm that the ALT SEL indication remains in place or is reselected. Care should be taken that the pitch wheel is not accidentally touched during the capture phase whilst making an AFCS selection as this may result in the loss of the altitude capture function. When passing through FL100, PM will: Check the pressurization indications for normal operation, and Turn off the Approach/Flare lights and Seatbelt sign with Captain’s permission.

Altimeter setting When climbing though the Transition Altitude set Standard (set 1013/29.92) to all 3 altimeters and cross check. Keep the local QNH if required to maintain transition altitude. Passing transition altitude, the PM will call, “Transition Altitude, Set Standard” and the PF will reply, “Standard Set”. Note: Altimeter read-outs must be within 60 ft below 5000 ft and vary linearly to 170 ft at 25000 ft. Cross-check with the standby altimeter in case of mismatch.

Speed • • •

Initial climb speed is Type II: 185 kt up to FL100, Then Type I: 210 kt (approx. Pitch 5° nose up) up to FL150, Then reduced by approximately 5 kt for every 1000ft thereafter.

Step Climb It is recommended to use V/S mode 1000-1500 fpm when there is a step climb not more than 2000ft. In other cases, IAS mode should be used with power set to 850/MCL.

DATE: 20th April, 2020

REVISION: 2

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CRUISE General •

•

•

The planned altitude shown in the Company Flight Plan is calculated using the Long Range Cruise (LRC). Captain may choose to vary the chosen level based on schedule keeping, wind velocity, icing conditions, turbulence etc. In normal circumstances a lower selected level may shorten the sector time at the cost of a higher fuel burn. Likewise, a lower speed will lower the fuel burn at the cost of a longer sector time. (Refer to AOM 5.3.1 for flight level selection with distance and temperature and AOM 5.5 for cruise data) After reaching at cruise altitude, the PF will set cruise power: 850 Np at the detent with MCR selected and announce “Set TCAS below and do Cruise Checklist”. PF will then adjust the power levers to achieve desired speed, accept speeds up to VMO-10kts (in turbulence maximum 210kts). Minimum clean speed is 180kts. PM will set TCAS below on ARCDU and carry out Cruise Checklist. After completion of Cruise Checklist, the PF will hand over the control and comm to other pilot and give a Cruise Briefing if the flight is more than one hour, which should include: - A/C present position and AP modes, - FMS, NAV and COMM selections, - Fuel status, - WX and terrain ahead, - Actions to be taken in case of Engine or Pressurization Failure.

Weather PM keeps a check on weather at enroute alternates, destination and destination alternates using VOLMET and ATIS, keeping a record on the OFP. Terrain Routinely, note should be made of any significant terrain features or obstacles that could be a cause for concern if the aircraft had to descend to a lower altitude due to loss of engine or cabin pressure. Consider the best heading for the descent and engine-out stabilizing altitudes. Fuel and time Once established in the cruise, PM checks the fuel contents and balance, also do the timing on the OFP. A formal check of the fuel and time against the OFP is made once for a flight lasting up to one hour with a further check for every extra 30mins: the checks are recorded on the OFP. Systems Once established in the cruise, PM checks the following aspects of the systems: • Hydraulic pressures and quantities • Duct and cabin temperatures • Oxygen contents • Pressurization TCAS In normal condition TA/RA BLW shall be selected from Top of Climb till Landing. DATE: 20th April, 2020

REVISION: 2

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FLIGHT LEVEL SELECTION (FL) Maximum Initial Cruise Level Selection versus Stage Length Conditions: Climb: Type I (high speed) Cruise: HSC Descent: Type I (high speed) Stage Length (NM)

ISA - 20°C

ISA - 10°C

ISA

ISA + 10°C

ISA + 20°C

ISA + 30°C

ISA + 35°C

50

50

50

50

50

50

50

50

75

110

100

80

80

70

70

70

100

140

130

120

120

120

120

110

125

160

160

140

140

140

130

120

150

190

190

180

170

160

150

140

175

210

200

200

180

170

160

150

200

230

220

210

190

180

170

160

250

250

240

240

210

200

180

170

250

250

230

220

200

190

350

230

220

210

200

400

240

230

220

210

500

250

240

230

220

300

Maximum Initial Cruise Level Selection versus Take-off Mass and Temperature relative to ISA Conditions: Climb: Type II

(KIAS 185 up to FL 200 KIAS 180 at

FL 210

KIAS 170 at

FL 230

KIAS 160 at

FL 250)

Take-off Weight (lb)

ISA - 20°C

ISA - 10°C

ISA

ISA + 10°C

ISA + 20°C

ISA + 30°C

ISA + 35°C

64500

250

250

250

250

250

240

230

62000

250

240

60000

250

240

58000

250

56000 54000 52000 50000 48000 46000

DATE: 20th April, 2020

REVISION: 2

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CRUISE (Checklist) Altimeters………………………………………………………………………………………………………………………………………..Set Altimeter altitude readout must be within 60 ft below 5000 ft and vary linearly to 170 ft at 25000 ft. Cross-check with standby altimeter in case of mismatch. Power ………………………………………………………………………………………………………………………….………………… Set NORMAL CRUISE with 850 RPM: • Set the CONDITION LEVERS to 850 RPM. MAX CRUISE with 900 RPM: • Set the CONDITION LEVERS to 900 RPM and then push the MCR pushbutton on the ENGINE CONTROL panel. Cabin Press ………………………………………………………………………………………………………………………………. Check Monitor the Cabin Pressurization Panel and make sure: • Cabin Altitude Rate of Climb has stabilized at 0. • Cabin Altimeter indicates correct cabin altitude for ambient altitude. • Cabin Differential pressure indicates a maximum of 5.46 ± 0.1 psi. Passenger Signs …………………………………………………………………………………………….……………………… As req’d If the seat belt sign must be kept ON due weather, Captain shall inform the Flight attendance. Lights ……………………………………………………………………………………………………………………………………. As req’d LOGO light may be switched Off at cruise.

DATE: 20th April, 2020

REVISION: 2

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DESCENT General Cruising altitude should be maintained as long as possible with Passenger comfort in mind. A number of factors affect the top of descent (TOD) point: • Flight level and airport elevation (initial approach altitude). • Conditions during descent (wind, icing, and turbulence). • Weather at destination and alternate (visual or instrument approach). • ATC requirement. • Terminal area procedures and runways in use. Prior to commencing the descent, it is recommended that landing information be obtained through ATC (ATIS if available). When the relevant information is available, PF will hand over the control and comm to the other pilot and setup/check the instruments as follows: • MDA on PFD, * • VREF and VCLIMB speed on the ASI scale, * • Inbound/outbound course for approach, * • GPWS Landing Flap, • Fuel quantities and imbalance, • FMS setup for STAR and Approach, • Nav and Comm frequencies. Note: Some of the items (*) may be set by both pilots at the same time considering autopilot is engaged. After setting up, the PF will give the Approach/Landing briefing and then take back the control. Changing of control shall be minimum in this entire process.

DATE: 20th April, 2020

REVISION: 2

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Approach/Landing Briefing The Approach/Landing Briefing is a plan of action for the approach, landing and possible missed approach. Approach/landing briefing and descent checklist should all be completed before the top of descent. The PF for the approach will brief the arrival; the briefing should be given in an interactive fashion and must include the following elements: • Top of descent point, • Weather and NOTAMS, • Aircraft status (any U/S equipment that might affect the performance) and configuration for approach (Flap and speed), • Fuel, including extra holding capability, • Terrain, descent profile and safety altitudes, • Aerodrome, STAR and Approach plates with Missed Approach profile and technique, • NAV set-up, • Taxy routing after landing including stopping technique (use of reverser), • Any special conditions. The PF shall in the briefing clearly state: • The intentions and ensure that PM is fully aware of the type of approach to be performed, • The procedure to be followed in case of a go-around, • Utilization of AP, setting of navigation aids and checks required during the approach.

DESCENT (Checklist) Altimeters………………………………………………………………………………………………………………………………………..Set Cross-check between pilot and co-pilot’s altimeters. NOTE: Altimeter altitude readout must be within 60 ft below 5000 ft and vary linearly to 170 ft at 25000 ft. Set current local QNH on standby altimeter. Approach / Landing Briefing………………………………………………………………………………………………………Review Ensure the approach and landing briefing has been completed. Cabin Alt Controls…………………………………………………………………………………………………………………………….Set Set the destination field elevation on the Cabin Altitude Indicator. Ice Protection………………………………………………………………………………………………………………………….As Req’d If icing conditions exist or are anticipated, make sure ice protection is selected for the ambient conditions.

DATE: 20th April, 2020

REVISION: 2

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Altimeter setting When descending though the Transition Level set Local QNH to all 3 altimeters and cross check. Keep the Standard setting if required to maintain transition level. Passing transition level, the PM will call, “Transition level, Set QNH ----” and the PF will reply, “---- Set”. Note: Altimeter read-outs must be within 60 ft below 5000 ft and vary linearly to 170 ft at 25000 ft. Cross-check with the standby altimeter in case of mismatch.

Descent Procedure • •

• •

• -

At Top of Descent point, select a vertical mode and reduce torque. Normally descend at Vmo-10kt with a rate of descent of 1500 ft/min or less. When approaching FL 120, the Power Levers are to be set to Flight Idle to ensure that the speed is 240kt or less as required by FL100. Adjust rate of descent compatible with distance to go by adjusting torque. PF must call out “1000 ft to go, ALT SEL” in last 1000ft to level off and PM will verify. After having called “1000 ft to go, ALT SEL”, the pitch wheel is not to be used. In the unlikely event that it has to be touched, both crew members are required to confirm that the ALT SEL indication remains in place or is reselected. When passing through FL100, PM will: Check the pressurization indications for normal operation, and Turn On the Approach lights and Seatbelt sign with Captain’s permission.

Descent Rates In normal condition descent rate should be 1500 ft/min or less. Below 5000 ft, a rate of descent more than 2000 ft/min should be avoided. If a higher rate is required, PF must inform PM of the required rate. When close to terrain or close to a level off altitude, high rates of descent must be avoided. Descent below Minimum Safe Enroute Altitude Descent below the Minimum Safe Enroute Altitude may only be made when within 25 nautical miles from the navigation aid upon which the Minimum Sector Altitude is established for the intended approach. VNAV Descent The VNAV function should be used when possible in order to achieve optimal descent. VNAV provides a desired vertical profile along the flight plan route and computes the aircraft deviation from that profile for display. The Flight Director and Autopilot are coupled with VNAV and controlled by pilot inputs selecting that rate of descent for the initial TOD point, then the FMS provides a calculated rate for subsequent waypoints. If a VNAV profile is programmed in the FMS, but not slaved, the magenta ‘Glide slope’ can be used for guidance. However, it will not be accurate if there is a deviation from the flight plan routes, as the algorithm will allow track miles to regain the flight plan route. In the normal manner, when cleared by ATC, select the cleared flight level or altitude with ALTSEL, note this must be at least 200ft below the current altitude and takes preference over VNAV. Two minutes before the TOD point, a message TOP OF DESCENT ALERT appears. Press VNAV on the FGCP, this will DATE: 20th April, 2020

REVISION: 2

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activate VNAV. Fifteen seconds before the TOD point, the waypoint annunciator flashes and VNAV WAYPOINT ALERT displays. As long as the VNAV on the FGCP has been selected between the TOP OF DESCENT and the VNAV WAYPOINT ALERT message, VNAV will capture and follow the profile. After this time, arming of the VNAV is prohibited to prevent abrupt pitch-over maneuvers. In this event, the pilot may manually fly the profile and within limits, reselect VNAV on the FGCP. It is important to monitor IAS during VNAV descents.

Holding Holding speed should be minimum 190 kt. • Use AFCS HDG mode or FMS LNAV mode and ALT mode. • Configuration for holding is clean. To descend in a holding pattern: • Select appropriate vertical mode and reduce power. In ISA condition and with clean configuration: MINIMUM FUEL for 30 mins HOLDING (at 1500 ft) = 900 lbs.

DATE: 20th April, 2020

REVISION: 2

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APPROACH & LANDING General Common basics for a successful approach are: • Good descent planning • Careful consideration of approach charts • Accurate flying and good crew co-ordination • Maintain attitude and a speed according to stabilized approach concept during the approach. • If the aircraft tends to deviate from desired glide path or speed, correct this immediately by small power changes. A precise approach technique is required not only to ensure safety during the approach itself, but also to bring the aircraft to a safe stop after touchdown. This is especially important on short runways or when adverse weather and/or runway conditions exist. When cleared to an altitude and passing through transition level: • The left and right BARO SET must be set to the QNH. • The ISI must be confirmed at the correct QNH. As soon as practicable, an altimeter check must be made. Once the altimeter check is complete, the Approach Checklist is to carry out by PM.

APPROACH (Checklist) Altimeters………………………………………………………………………………………………………………………………………. Set When required, set current altimeter setting on standby altimeter, pilot’s and co-pilot’s altimeters. Set the current altimeter setting on the Barometric Correction Indicator on the cabin altitude control panel. Cross-check all altimeters. NOTE: Altimeter altitude readout must be within 60 ft at SL and vary linearly to 170 ft at 25000 ft. Cross-check with standby altimeter in case of mismatch. Lights………………………………………………………………………………………………………………………………………As Req’d GPWS Landing Flap……………………………………………………………………………………………………………………. Select Set the GPWS LANDING FLAP switch to the desired landing flap configuration for correct GPWS performance and check appropriate 10°, 15° or 35° advisory light turns on. Fuel Transfer…………………………………………………………………………………………………………………………………. OFF • Make sure fuel asymmetry is within 272 kg (600 lb). • FUEL TRANSFER switch is OFF. • VALVE on MFD indicates CLOSED. Tank Aux Pumps 1 and 2…………………………………………………………………………………………………………...…. ON Make sure the TANK 1 and TANK 2 AUXILIARY FUEL PUMP switch lights are ON. STBY HYD PRESS and PTU CNTRL Switches……………………………………………………………………………………. ON Check STBY HYD PRESS ON, PTU CNTRL ON and PTU pressure advisory lights illuminate. HYD PRESS & QTY………………………………………………………………………………………………………………………. Check Make sure the following hydraulic indicators on the MFD show: • Standby Pressure - 2800 - 3000 psi DATE: 20th April, 2020

REVISION: 2

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• •

Main Pressure 1 & 2 - 2900 - 3100 psi System Quantity (Minimum): # 1 System 40% # 2 System 40% # 3 System 40% Passenger Signs………………………………………………………………………………………………………………………………. ON Set fasten belts and no smoking signs to FASTEN BELTS and NO SMOKING position. Caution / Warning Lights……………………………………………………………………………………………………………. Check Check the caution / warning lights panel and make sure no caution or warning lights are on. If due to a non-normal situation, one or more caution or warning lights are on, the lights and related system considerations for landing must be reviewed before landing. Cabin………………………………………………………………………………………………………………………………………… Secure Confirm with the Cabin Crew that the cabin is secure for landing. (If icing conditions exist or are anticipated, make sure ice protection is selected for the ambient conditions.)

LANDING (Checklist) Ice Protection………………………………………………………………………………………………………………………… As Req’d If icing conditions exist or are anticipated, make sure ice protection is selected for the ambient conditions. Landing Gear………………………………………………………………………………………………………………. Down / 3 Green Flap………………………………………………………………………………………………………………………………………… Set / Ind Check the flap selector lever and make sure it is set to 10°, 15° or 35° and the flap indicator on the MFD shows 10°, 15° or 35°. Condition Levers………………………………………………………………………………………………Reduced Np Max / Max Bleed Air 1 and 2……………………………………………………………………………………………………………………. As Req’d • Turn the BLEED FLOW CONTROL rotary knob to MIN. • Turn BLEED 1 and 2 off. • Check Cabin Differential maximum 1.0 psi. Flight Attendant Notification…………………………………………………………………………………………………. As Req’d

DATE: 20th April, 2020

REVISION: 2

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Stabilized Approach To continue for landing all Biman flights must be stabilized by 1000ft AFE. However, only in visual Approach, stabilization altitude may be 500ft AFE provided this is preplanned and is mentioned in the debrief report. An approach is stabilized when all of the following conditions are met: 1. The aircraft is on correct flight path. 2. Only small changes in heading/pitch are required to maintain the correct flight path. 3. The aircraft speed is not more than VREF+10 and not less than VREF. 4. The aircraft is in the correct landing configuration (delayed Flap maybe considered in case of Flap35 landing). 5. Sink rate is no greater than 1000ft per minute (except for very brief moments). If an approach requires a sustained sink rate greater than 1000ft per minute, a special briefing should be conducted. 6. Power setting is appropriate for the aircraft configuration and is not on Flight Idle. 7. All briefings and checklists have been conducted, except the LANDING CLEARANCE in case a late landing clearance is expected. 8. Specific types of approaches are stabilized if they also fulfill the following: • ILS approaches must be flown within one dot of glideslope and localizer, • During a circling approach the wings should be level on final when the aircraft reaches 300ft above airport elevation. Note: Unique approach procedures or abnormal conditions requiring a deviation from the above elements of stabilized approach require special briefing. The above parameters shall be used to determine if an approach has become unstable and if affirmed as unstable, a go-around shall be decided. If at any time below 1000 AGL the approach becomes unstable, the PM must call “Unstable, Go Around”. The PF must act accordingly. The execution of go-around may be made by the pilot flying when the goaround was decided or optionally the captain may elect to assume control by declaring ‘My Controls’. If any member of the operating flight crew mentions the fact that the approach has become ‘unstable’ or calls out ‘go-around’, the call should be respected and acted upon. A go around will also be initiated from beyond a point at which the limit of the operating minima specified for the approach in use would be infringed. Flight crew shall endeavor to land the aircraft within the touch down zone markings. Touch down should be at 1,000 ft or 300 meters from the threshold if TDZ markings are not available. The normal touch down zone is 1,500 ft +/- 500 ft. 1. Any landing deeper than 2,500 ft is that the PlC's discretion. 2. Should a landing exceed 2,500 ft maximum reverse thrust MUST be utilized. 3. Should it be anticipated that touch down will occur in excess of 3,000 ft, a go-around is mandatory. (For more detailed information refer to OM-A 5.20.17)

DATE: 20th April, 2020

REVISION: 2

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Approach and Landing Procedure General While flying a published Instrument approach, the Approach Plate should be out and placed in a position where each pilot can easily see it. The PM will monitor the HSI, ADI and altimeters for warning flags during the approach and will immediately bring any warning flags to the attention of the PF. All Navaids will be identified and monitored. The following points shall be noted: • Do not arm APPR or NAV modes until cleared for the approach, • No descent on the glideslope will be initiated until the localizer is captured and the glideslope intercepted, • No pilot may execute an approach when the weather is below the published minimums for that approach, • If inside the final approach fix and the weather goes below published minimums, the approach may be continued down to minimums. Use of Flap The Runway Analysis Tables and TOLD cards present information for 10, 15 and 35 Flap approach and landing. However, unless WAT limited, Flap 15 is recommended as the standard setting for a two-engine approach and landing for runways of 2000m LDA or more. For runways of less than 2000m LDA, 35 Flap is recommended and is mandatory when 1800m or less or when the icing speed enhancement is applied to VREF. Note that additional allowances (gust allowance or system failure allowances) are not applied ‘on top’ of icing increment. Actual Flap settings are confirmed by checking the flap indication on the # 2 MFD and the GPWS LANDING FLAP switch should be set to the appropriate position. Minimum Maneuvering Speeds Flap position Up 5° 10° 15° 35° Minimum maneuvering speed allows bank angles of up to 30°.

Minimum speed (KIAS) 180 kt 160 kt VREF Flap10 + 10 kt VREF Flap15 + 10 kt VREF Flap35 + 10 kt

Use of Autopilot It is recommended that the AP is used for an ILS approach when: • The cloud base is within 200 ft of the decision altitude, or • The RVR is within 500 m of the minimum RVR for the approach. Setting Minima The altimeter minimum selectors are set as follows: • Category I ILS: Set DA • Non-precision approach: MDA + 50 ft • Circling/indirect approach: MDA + 50ft

DATE: 20th April, 2020

REVISION: 2

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Runway Threshold The runway threshold is the point from which landing distance performance figures are calculated. It will often be the physical threshold of the runway but may be displaced along the runway. The threshold crossing height is the height at which the aircraft crosses the runway threshold when on the correct flight path. It is often referred to as ‘The screen height’; it is 50 ft for most approaches. Reference Landing Speed The reference landing speed (VREF) is the speed for the aircraft weight and flap setting. VREF is defined as 1.23 times the stalling speed in one “g” flight (VS-1g). Apart from short term fluctuations, the speed on the final approach must not be below VREF. Approach and Landing with Reduced Np The Company Standard procedure is to use Reduced NP in normal condition. It is advisable not to use Reduced NP in turbulent or bad weather condition. Landing with Bleed On Bleed should be selected to MIN as part of the Landing Checks. Monitoring At 1000 ft AFE if all stabilization criteria met and Landing checklist is complete then the PM will call “1000, Stable” and continue the approach if weather permits. Avoid excessive rates of descent during final approach. Descent rates in excess of 1000 ft/min on short final must be avoided. If an excessive rate of descent develops, a go around must be performed immediately. Once the stabilization point is passed, power off conditions should be avoided until the flare. The landing shall not be made until the checklist has been completed. An abnormality encountered during the approach phase should be cause for executing a missed approach, followed by a climb to a safe altitude for an investigation of the problem in an organized manner. Close attention shall be paid to safe airplane attitude, altitude, airspeed and heading. As visual cues become available, the PM should advise the PF as to the relative position of the runway threshold, e.g. “Runway ---- O’clock”. If at any time after descending below the DA/MDA the PF loses sight of the ground or runway environment, he/she shall immediately execute a missed approach procedure and notify ATC. After reaching minimums, or 500 feet AGL in VMC, and with the approach lights or runway in sight, the PF will announce “Landing”. The call “Landing” indicates: • Visual cues are verified • PF’s attention will from then on be predominantly outside • PF intends to land • Airplane is in a position from which a safe landing can be made • Landing clearance has been received The PM shall monitor the instruments to ensure a normal approach until touchdown. Uncertainty If at any time during the approach, there are unresolved discrepancies between crew members about course, heading, altitude, position, procedures or configuration, a missed approach should be initiated. Any disagreements between pilots or instruments will then be resolved at a safe altitude. DATE: 20th April, 2020

REVISION: 2

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Precision Approach • • • • • • •

• • • •

Select Flap 5 and maintain speed 170 kt when entering the approach, Select APPR when within 90° of the final approach track and on or below the glide path, At LOC*, set the GA heading on Heading Bug and at GS*, set the altitude selector to GA altitude, When one and half dot below GS, select Gear down, Flap 15, Condition lever Max (or RDC Np Max), speed VREF + 10 and carry out Landing checklist, Power setting on glideslope with gear down and flaps 15° is approximately 13% - 17%. Small power changes should be made on approach, For Cat I ILS, set applicable DA on the MDA selector, If visual contact is made by PF before DA, he calls “Visual”. If visual contact is made by PM before decision altitude, he calls “Visual” followed by what he has seen (lights or runway) and the direction, At DA, PF will call out “Landing” if visual references assured, Disengage autopilot the latest at 200 ft AGL, Reduce power as required to achieve VREF at 50 ft (or TCH) above runway threshold, Attitude changes should be minimal if approach is stabilized.

DATE: 20th April, 2020

REVISION: 2

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Precision Approach Procedure Event Approaching IAF or overhead Navaid

PF “Pumps ON, speed check, Flap 5”

PM Turn STBY HYD and PTU ON, Confirm VFE, Selects Flap 5 “Flap 5, indicating”

Cleared to establish on the localizer (When within 90° of Final Approach track)

Select APPR

Selects APPR if requested

Localizer alive

“Localizer alive”

“Checked”

LOC*

“Loc star” Set GA heading

“Checked” Selects GA heading if requested

LOC

“Localizer captured”

“Checked”

Glideslope alive

“Glideslope alive”

“Checked”

At approximately one and a half (1.5) dots below glideslope or Approaching FAF inbound

“Gear down”

Confirm VLO, Select gear down, Observe 3 green, “Gear down”

“Flap ---”

Confirm VFE Select Flap ---, “Speed checked, Flap ---"

“Condition Levers Max” or, “Reduced Np Max”

Sets Condition Levers to MAX detent, or Selects RDC NP switch, Sets Condition Levers to MAX detent, Observes RDC NP LANDING on ED.

“Landing checklist”

Complete the Landing checklist “Landing checklist complete”

GS*

“GS star” Set GA altitude

“Checked” Set GA altitude if requested

GS

“Glideslope captured”

“Checked”

At Final Approach Fix (Inbound)

“˂FAF Name and altitude˃” “Checked”

1000 ft AGL “Checked” th

DATE: 20 April, 2020

REVISION: 2

“1000, Stable” Or, if not stable Page 94

SOP (Draft Copy) Or, “Go-around, set power” (Carry out Go-around procedure) ATC: “Cleared to land”

“Unstable, Go around”

Turn ON Landing/Flare and Taxi lights and inform PF: “Cleared to land, wind from left/right/straight ahead/calm”

500 ft AGL

Visual contact by PF before DA Or, Visual contact by PM before DA

PART – 1 (NOP)

“Checked”

“500” Reconfirm all parameters are within stabilization limit

“Visual”

“Checked” “Visual…Lights/Runway… Left/Right/…o’clock”

100 ft above DA

“100 ft to Minima” “Continuing”

At DA “Landing” Or, “Go-around, set power” (Carry out Go-around procedure)

“Minima” Or, “Minima, no contact”

NOTE: When a different flap setting is used for landing from that used for approach, the PF will call for the “Landing checklist” prior to landing flap selection. At completion of the checklist the PM will call “Landing checklist complete”– Flap 15 or 35 to go”.

DATE: 20th April, 2020

REVISION: 2

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Precision Approach Profile

DATE: 20th April, 2020

REVISION: 2

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Non-precision Approach • • • •

• • • •

• • • • • •

Start the approach pattern with Flap 5 and speed 170 kt, Set applicable MDA + 50 on the MDA selector, Recommended modes to carry out non-precision approach are VOR+V/S or VOR APP+V/S or LNAV+V/S or LNAV+VNAV, When established on final approach path and upon reaching the configuration point (approx. 3 NM to Final Descent Point), select Gear down, Flap 15, Condition lever Max (or RDC Np Max), speed VREF15 + 10 (or VREF35 + 20 in case of Flap 35 landing) and carry out Landing checklist, At 0.5 NM to FDP, select MDA in altitude selector with ALT SEL and select V/S -0. At FDP, start descent at the appropriate descent rate, Power should be adjusted to maintain VREF +10 kt during step down approach, Transition from “approach” to “landing” should not be made until visual indications exist to ensure a safe glideslope (visual approach slope indication or good ground reference to ensure safe glideslope), If visual contact is made by PF before MDA, he calls “Visual”. If visual contact is made by PM before MDA, he calls “Visual” followed by what he has seen (lights or runway) and the direction. At MDA, PF will call out “Landing” if visual references assured, Autopilot disengaged, Flight Director to standby, GA altitude set, If Flap 35 landing: Select Flap 35, Reduce speed to VREF, Power as required to initiate descent and to achieve VREF at 50 ft (or TCH) above runway threshold. Note: Final Descent Point (FDP) (Final inbound altitude x 3) ÷ 1000 + 0.5 = Distance from the landing runway threshold. e.g.: (1400 ft x 3) ÷ 1000 + 0.5 = 4200 ÷ 1000 + 0.5 = 4.2 + 0.5 = 4.7 NM from landing runway threshold. Be aware of the distance relative to the runway if using a Navaid for distance reference.

DATE: 20th April, 2020

REVISION: 2

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Non-precision Approach Procedure Event Approaching the IAF or on radar vectors to intercept the final approach course

PF “Pumps ON, speed check, Flap 5”

PM Turn STBY HYD and PTU ON, Confirm VFE, Selects Flap 5 “Flap 5, indicating”

At configuration point (3 NM to FDP)

“Gear down”

Confirm VLO, Select gear down, Observe 3 green, “Gear down”

“Flap ---”

Confirm VFE Select Flap ---, “Speed checked, Flap ---"

“Condition Levers Max” or, “Reduced Np Max”

Sets Condition Levers to MAX detent, or Selects RDC NP switch, Sets Condition Levers to MAX detent, Observes RDC NP LANDING on ED.

“Landing checklist”

Complete the Landing checklist “Landing checklist complete”

Approaching the FDP (0.5 NM)

Set altimeter selector to the nearest hundreds of MDA with ALT SEL and select V/S – 0

At FDP

“Final descent point” Select appropriate descent rate on V/S (approx. 700 – 800 fpm)

At Final Approach Fix (Inbound)

“˂FAF Name and altitude˃” “Checked”

On final descent

Calls out step altitudes from the approach plates

500 ft AGL

Visual contact by PF before MDA DATE: 20th April, 2020

“Checked” Or, “Go-around, set power” (Carry out Go-around procedure) “Visual, set GA altitude” REVISION: 2

“500, Stable” Or, if not stable “Unstable, Go around”

“Checked” Set the GA altitude Page 98

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Or, Visual contact by PM before MDA

“Visual…Lights/Runway… Left/Right/…o’clock”

100 ft above MDA

“100 ft to Minima” “Continuing”

At MDA

“Minima” “Landing” “Flap 35” in case of Flap 35 landing Or, Maintain MDA until MAP

At MAP

Or, “Minima, no contact” “Missed Approach Point”

“Go-around, set power” (Carry out Go-around procedure) Note: The final descent point and the FAF may be co-incident. NOTE: When a different flap setting is used for landing from that used for approach, the PF will call for the “Landing checklist” prior to landing flap selection. At completion of the checklist the PM will call “Landing checklist complete”– Flap 15 or 35 to go”.

DATE: 20th April, 2020

REVISION: 2

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Non-precision Approach Profile

DATE: 20th April, 2020

REVISION: 2

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Visual Approach • •

• • • • • • •

Start the downwind leg with Flap 5 / 170 kt. A circuit height of 1500 ft is recommended. When abeam landing runway threshold – start time for 40 sec, select Gear down, Flap 15, Condition lever Max (or RDC Np Max), speed VREF15 + 10 (or VREF35 + 20 in case of Flap 35 landing) and carry out Landing checklist, Adjust the descent rate to join the final not lower than at 500 ft, Turn to Base leg after 40 sec, Call out “Landing” when visual references assured, Autopilot disengaged, Flight Director to standby, GA altitude set If Flap 35 landing: Select Flap 35, Reduce speed to VREF, Power as required to initiate descent and to achieve VREF at 50 ft (or TCH) above runway threshold.

DATE: 20th April, 2020

REVISION: 2

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Visual Approach Profile

DATE: 20th April, 2020

REVISION: 2

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Missed Approach / Rejected Landing •

• • • • •

• •

PF has a lot of things to do “simultaneously” at the initiation of the go-around. The important thing is not to lose sight of the aim, which is to get the Power Levers to the detent and the pitch attitude up to around 10° nose up. To do this the hand on the power levers has to go forward and the hand on the column has to come back, preceded by a press on the GA button. The minimum airspeed is VGA. The gear is raised when a positive rate of climb is indicated by both the altimeter and the VSI. Heading and Altitude Select should only be used after GA-MODE has been selected. At the acceleration altitude (1000 ft AGL), the aircraft is accelerated through the flap retraction schedule. The PM will advise ATC of the missed approach once the airplane is established in the climb. A level acceleration is made at the acceleration altitude if one engine is inoperative; otherwise a climbing acceleration is initiated at the acceleration altitude. Of course, the Go-around Procedure may be continued all the way to climb to a safe altitude. At low weights, high rates of climb are achieved in the go-around. In this case, it may be prudent to reduce power during the acceleration phase, thus making the process easier to manage. The PF will call for the “After Take-Off Checklist” at his / her discretion once the airplane is established in the climb and clear of busy terminal airspace (minimum 1000 ft AGL).

DATE: 20th April, 2020

REVISION: 2

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Missed Approach / Rejected Landing Procedure EVENT Decision to go-around

Positive rate of climb (Altimeter & VSI)

PF Simultaneously: Advances power levers to detent, Presses GA button (as required), Rotates the nose of the aircraft to approximately 10°. “Go-Around, set Power”

PM Sets Condition Levers to MAX, Sets POWER Levers to detent, Checks NTOP power setting on ED and observes torque matches the torque bugs “Power Set”

If landing flap 35 selected: “Flap 15”

Selects flap as requested

Maintains a minimum airspeed of not less than VGA. “Gear Up, HDG SEL / ALT SEL”

Observes positive rate “Positive Rate” Selects Landing Gear Lever UP, Selects HDG, ALT SEL and confirms correct altitude selected “HDG and ALT SEL Selected”

At acceleration altitude (minimum 1000ft AGL or appropriate obstacle clearance height)

When the aircraft is properly trimmed and stable Clear of busy terminal area

DATE: 20th April, 2020

“Flap 0, Bleeds ON”

“Acceleration Altitude” Confirms speed VFRI or above Selects Flap to 0° Selects Bleeds - ON / NORM

“Climb Power, 900 (Or 850 MCL)”

Sets Condition Levers to 900 RPM detent (or 850 RPM detent then the MCL button). Check MCL power setting on ED “Climb Power Set”

Accelerates to climb speed. “Set IAS ____” or V/S ____ if required to level off at lower altitude.

Sets Flight Director “IAS or V/S SET ____”

“After Take-Off Flow”

Complete the After Take-Off flow

“Engage Auto Pilot”

Press the AP and confirm on PFD “Auto Pilot Engaged”

“After Take-Off Checklist”

Complete the After Take-Off checklist and call “After Take-Off Checklist Completed”

REVISION: 2

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Missed Approach / Rejected Landing Profile

DATE: 20th April, 2020

REVISION: 2

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Landing • •

• • • •

As the aircraft approaches the runway, raise nose slightly to arrest descent (reduce Power Levers to Flight Idle after touchdown), Hold attitude until wheels touchdown. Prolonging the flare unnecessarily increases the landing distance and increases the risk of a tail-strike; a pitch attitude greater than 6° on touchdown could lead to a tail strike. Do not use Pitch Trim during flare and touch down. Power Levers to Flight Idle and then discing after touchdown (check Ground Range lights illuminate). Apply reverse as required. In case of a bounced landing, it is recommended that pilots initiate the go-around procedure.

Landing Procedure Event RAD ALT: 100 ft – 0 ft

PF At 20 ft slightly increase pitch attitude 1-2° to arrest the descent (Caution: Tail strike may cause at 6° pitch up attitude on flare)

PM “100, 50, 40, 30, 20, 10”

Below 100 ft, call out “Pitch--” anytime pitch attitude increases to 5° or more

Main wheel touch

Power levers to FLIGHT IDLE

Checks PROPELLER GROUND RANGE Advisory lights illuminate

Nose gear on the runway

Power levers to DISC

Check deceleration

60 knots

60 knots

Once clear of runway or landing roll complete

DATE: 20th April, 2020

“60 Knots” Capt. or LH “I have control, control locks ON” Takes control of brakes, rudder and nose wheel steering.

F/O or RH Engages Control Locks “You have control, control locks ON”

Switches FLIGHT/TAXI switch to TAXI

Completes After Landing flow and Checklist. “After Landing Checklist complete”

REVISION: 2

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Reverse Thrust The use of reverse thrust should be avoided where possible. However, it may be used if there is any doubt over stopping in the runway length available. Reverse thrust is more effective at high speeds; the use of reverse below 60 kt increases the chances of foreign object ingestion by the engine; but if necessary, reverse thrust can be used until the aircraft come to a complete stop. Braking (Landing Ground Roll) Deceleration techniques on landing will vary depending on the length of the runway and the type of available exits. If the runway is short, it is recommended that Flight Crews apply the brakes immediately after touchdown, coupled with aerodynamic braking through the use of DISC. Strong, positive brake application is most effective and ensures the brakes reach their optimum operating temperature when bringing the aircraft to an acceptable taxi speed or a complete stop. Using the brakes for short duration and / or light application will cause premature wear. If the runway is long, without a high-speed turnoff, the aircraft will have to be at a very slow taxi speed in order to make the 90° turn off the runway. If the brakes are required, they should be applied ahead of the planned turn off at a distance sufficient to achieve the desired taxi speed with the use of strong, positive brake application.

Crosswind Landing When the airplane is landed in crosswind conditions it is recommended to start banking very gently into the wind and at the same time apply rudder to de-crab and align the airplane with the runway heading just before initiating the ‘flare’. Aim for a positive touchdown on the upwind wheel and counter the tendency for the upwind wing to lift by application of aileron into the direction of the wind. Maintain rudder and aileron until all wheels touchdown then smoothly neutralize the ailerons. Maintain directional control with rudder and smoothly retard Power Levers to discing (Reverse if required).

DATE: 20th April, 2020

REVISION: 2

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AFTER LANDING General Vacating the runway: • Both pilots should keep heads up until clear of the active runway. • ‘Runway is vacated’ means when the aircraft tail fully crosses the holding short lines of the Taxiway. If there is another parallel runway, do not enter that runway unless cleared by ATC. • F/O will do the After Landing flow check when Capt. give signal by selecting the FLIGHT/TAXI Switch to TAXI. • Landing and Flare lights should be Off after vacating the runway Taxi to Parking Stand • F/O will carry out ‘AFTER LANDING’ checklist after receiving the taxi clearance from ATC. • Single Engine Taxi to parking stand is recommended when condition permits. • Both pilots shall have the appropriate charts out in front for taxi routes and parking stands. • F/O may contact the ground handling agent in advance to inform for the necessary PAX and ground service equipment (e.g. GPU, Aircon, wheelchair etc.). • If APU needed, then it should be started as late as possible. • As the aircraft approaches the gate, the Capt. will request the TAXI light Off. F/O will switch Off the TAXI light and select DOORS SYS Page on MFD#1. He will also call out if ground speed goes above 5 kts. • Both pilots must make sure surroundings are clear when taxiing in. • When coming to the stand, brake the aircraft to a smooth and definite stop before setting the EMERG BRAKE. To avoid fluid transfer between Hyd system # 1 and 2, the following procedure shall be used: - Apply foot brakes. - Hold foot brakes and apply EMERG BRAKE. - Release foot brakes.

DATE: 20th April, 2020

REVISION: 2

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AFTER LANDING (Checklist) CONTROL LOCK Lever……………………………………………………………………………………………………………………… ON Pull FLIGHT CONTROL LOCK lever aft until it locks. Transponder…………………………………………………………………………………………………………………………. As Req’d Set the transponder to SBY on the ARCDU by pressing line select key 4R on ARCDU for more than 2 s, when required. Radar……………………………………………………………………………………………………………………………………………. SBY FLAP Lever………………………………………………………………………………………………………………………………………. 0° Check FLAP indication on # 2 MFD. TANK 1 AUX PUMP and TANK 2 AUX PUMP Switches……………………………………………………………………. OFF Check TANK 1 AUX PUMP ON and TANK 2 AUX PUMP ON advisory lights out. Yaw Damper…………………………………………………………………………………………………………………………………. OFF FLIGHT / TAXI Switch…………………………………………………………………………………………………………………… TAXI Check spoilers ROLL OUTBD and ROLL INBD advisory lights out and PFCS indication shows LI, RI and LO, RO SPOILERS retracted. Anti-Collision………………………………………………………………………………………………………………………………… RED EXTERIOR LIGHTS…………………………………………………………………………………………………………………… As Req’d Normally landing and flare lights are switched off, the taxi lights on. Ice Protection………………………………………………………………………………………………………………………… As Req’d If icing conditions exist or are anticipated, make sure ice protection is selected for the ambient conditions. MAIN BUS TIE…………………………………………………………………………………………………………………………………. TIE APU (if applicable).….……………………………………………………………………………………………………………… As Req’d BLEED 1 and BLEED 2 Switches………………………………………………………………………………………………. As Req’d

DATE: 20th April, 2020

REVISION: 2

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SINGLE ENGINE TAXI General In normal condition pilots are encouraged to carry out single engine taxi to stand after landing. It is a good practice to reduce fuel burn and, hence reducing the operating cost. But single engine taxi should be avoided in following conditions: • • • • • •

Before departure, In contaminated or slippery or soft surfaces, When anticipating steep turns (more than 90°), Any malfunction that might affect the steering control and braking, Anytime Captain feels uncomfortable applying this technique.

Operational Considerations • • •

• • •

•

•

Single engine taxi operations may be considered for use on hard surfaced taxiways and ramps with the # 2 engine operating and the # 1 engine either shutdown or running in Start & Feather. Aircraft ground handling characteristics during single engine taxi require greater anticipation of turn direction, turn radius, wind and varying taxiway slopes to avoid large power changes. Turns into the operating engine may require forward momentum prior to commencing the turn. Application of power above flight idle may be required and should be performed with regard for the effect of propeller slipstream on surrounding objects and personnel. Contamination of taxiway or ramp surfaces will reduce the effectiveness of nose steering and single engine taxi should be avoided where there is any possibility of nose tire skidding. At any time deemed necessary by the Captain, single engine taxi operations should be discontinued and the # 1 engine started to continue taxi to the runway or parking. Single engine taxi after landing is carried out by shutting down the # 1 engine after the aircraft is clear of the runway and preferably after the After Landing flow checks have been completed. During single engine taxi operations, in the event of a loss of # 1 hydraulic system pressure, normal braking will be lost. In the event of the failure of the # 2 engine, both normal braking and nose steering will be lost. In both instances, it will be necessary to use the Emergency Brake to bring the aircraft to a stop. Single engine taxi operations are not compatible with: 1. # 1 engine operating and # 2 engine either shutdown or running in Start & Feather. 2. The following system failures: a. Nose wheel Steering System inoperative b. Any Hydraulic System failure c. Use of Alternate Landing Gear Extension d. # 2 DC Generator inoperative e. # 2 AC Generator inoperative

DATE: 20th April, 2020

REVISION: 2

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Taxi Procedure after landing After completion of AFTER LANDING checks add the following items: When ready to shut down the # 1 engine: POWER Lever 1………………………………………………………………………………………………………………………………DISC Condition Lever 1………………………………………………………………………………………………………START & FEATHER Allow engine to stabilize for 30 s minimum before shutdown. BLEED 1…………………………………………………………………………………………………………………………………………. OFF Condition Lever 1……………………………………………………………………………………………………………………FUEL OFF NOTE: Operators may choose to conduct the AFTER LANDING checks after selecting the Condition Lever 1 - START & FEATHER

Abnormal Procedures (# 2 Engine Failure or No Hydraulic Pressure Indicated in # 1 Hydraulic System) During Single Engine Taxi Both POWER Levers……………………………………………………………………………………………………………………. DISC Braking ……………………………………………………………………. Attempt Normal Braking until aircraft is stopped If aircraft cannot be stopped using normal brake application: EMERG BRAKE Lever……………………………………………………………… Apply Smoothly until aircraft is stopped NOTES: 1. With # 2 Engine failed, normal wheel brakes and nosewheel steering are inoperative. 2. Emergency brake application is proportional to lever travel with no differential braking. 3. The approximate number of EMERG / PARK BRAKE applications is 6. CAUTION: Excessive application of emergency braking can result in skidding and tire failure. After aircraft is stopped: EMERG BRAKE Lever…………………………………………………………………………………………………………………… PARK Carry out ENGINE SHUTDOWN procedure.

DATE: 20th April, 2020

REVISION: 2

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SHUTDOWN General • •

• -

-

-

F/O will switch Off the STBY HYD PRESS and PTU CNTRL after confirming the Parking Brake is set to PARK. Initially Capt. will select the CONDITION LEVERS to START/FEATHER and allow engines to stabilize for 30 secs minimum before selecting FUEL OFF. BLEED AIR should be MIN/OFF minimum 5 secs before shutting down the engine. After engine shut down: If power is supplied by GPU, switch BATTERY MASTER OFF. If power is supplied by APU, BATTERY MASTER should remain ON so that the APU fire protection systems remain functional. In the event of APU or APU generator failure, the aircraft batteries will be depleted very quickly, and so continuity of supply should be monitored. If neither the APU nor a GPU is available, disembark under battery power or keep No.2 engine running at START/FEATHER (for DC power). In this case crew must take permission from ATC and advice ground personnel to secure that area. If a GPU is expected after only a short delay, then it is better to wait for a GPU. However, do not wait an inordinate time.

DATE: 20th April, 2020

REVISION: 2

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Shutdown Procedure Event Reaching at the parking stand

CAPT EMERG BRAKE………………………. PARK Nosewheel Steering …………………. Off

Shutdown

CONDITION LEVERS…Start/feather “Shutdown checklist”

25 secs on stopwatch

F/O Confirm EMERG BRAKE is set: 1. Select STBY HYD PRESS and PTU CNTRL – Norm, 2. Starts stopwatch running to time the engine stabilization, 3. Select ELEC SYS page on MFD#2.

Carry out ‘SHUTDOWN’ checklist up to (***) mark. “25 seconds”

“Bleed Min/Off” Selects BLEED AIR 1 & 2………… MIN/OFF

30 secs on stopwatch

When NH # 1 is less than 20%

Confirms APU GEN or GPU available CONDITION LEVERS.…………… FUEL OFF FASTEN BELTS ……………………………. OFF EMER LIGHTS……………………………… OFF A/Col …………………………………………. OFF PA to F/A: “Cabin crew, check clear, open appropriate door”

DATE: 20th April, 2020

REVISION: 2

“30 seconds” Transponder ………………………………. STBY Wx Radar ……………………………………… OFF

Continue with rest of the ‘SHUTDOWN’ checklist

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SHUTDOWN (Checklist) Taxi Light………………………………………………………………………………………………………………………………………. OFF Emerg Brake…………………………………………………………………………………………………………………………………… ON STBY HYD PRESS and PTU CNTRL Switches………………………………………………………………………………… NORM Check STBY HYD PRESS ON, PTU CNTRL ON and PTU pressure advisory lights out. POWER Levers……………………………………………………………………………………………………………………………… DISC Condition Levers…………………………………………………………………………………………………………. Start & Feather Allow engines to stabilize for 30 s minimum before shutdown. (***) Passenger Signs……………………………………………………………………………………………………………………………. OFF Nosewheel Steering………………………………………………………………………………………………………………………. OFF Radar……………………………………………………………………………………………………………………………………………. OFF Transponder………………………………………………………………………………………………………………………………… STBY Bleed Air 1 and 2 (25 s)..………………………………………………………………………………..……………………. MIN / OFF After 25 secs from POWER LEVERS to DISC: • Turn the BLEED AIR Flow Control rotary knob to MIN. • Set BLEED 1 and 2 switches to OFF. APU / GPU……………………………………………………………………………………………………………………………. As Req’d Emergency Lights…………………………………………………………………………………………………………………………… OFF Condition Levers (30 s) ...………………………………………………………………………………………………………. FUEL OFF Lights……………………………………………………………………………………………………………………………………. As Req’d BATTERY MASTER, MAIN, AUX & STBY BATT Switches…………………………………………………………… As Req’d If electrical power is to be removed from the aircraft prior to the next flight, continue with the Last Flight shutdown procedure:

LAST FLIGHT (Checklist) Recirc Fan……………………………………………………………………………………………………………………………………… OFF All Displays…………………………………………………………………………………………………………………………………… OFF Anti-Skid………………………………………………………………………………………………………………………………………. OFF Set ANTI-SKID switch to OFF position and check: • INBD ANTI SKID and OUTBD ANTI SKID caution lights are illuminated. Door Lock Isolate Switch……………………….…………………………………………………………………………………. Isolate External / Internal Lights………………………………………………………………………………………………………………. OFF MAIN, AUX & STBY BATT Switches………………………………………………………………………………………………… OFF BATTERY MASTER…………………………………………………………………………………………………………………….….… OFF

DATE: 20th April, 2020

REVISION: 2

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STANDARD CALL OUTS General Standard calls enhance crew awareness and co-ordination, and are standardized to remove ambiguity. They are used to achieve this in several ways by providing: • Situational awareness • Triggers or cues for action • Requests for actions • Decisions of a crewmember • Detection of an incapacitation • An unambiguous language They must be used in all normal and non-normal operations. They shall be assigned to a particular crewmember; however, their execution is the important factor. Therefore, if a call is missed by the responsible crewmember, it shall be made by the other. The broad policy regarding standard calls in flight is that the Pilot Flying (PF) shall make all FMA calls and requests for mode changes (when flying manually), configuration changes, checklists and decision calls, as he/she is responsible for the aircraft flight path. The Pilot Monitoring (PM) shall make all other calls since they are to assist with the PF’s situational awareness.

Flight Mode Annunciations (FMA) policy: Crews shall announce changes on the FMA and verify changes to the Engine Rating Mode annunciation when they occur. During the flight, PF will announce all FMA changes including the GA except for the following: “Power set” during the Takeoff Roll; and NOTE: All FMA changes below 1000 ft on the approach to be made by PM. The Pilot Monitoring (PM) shall verify the annunciation and, if satisfied that the mode is applicable, acknowledge with the response “Check”. In all cases if an FMA fails to engage, or disengages, then the PF or PM shall call the mode that failed preceded by the word “No_____”. i.e. “No ALT”.

Definitions • • •

“Select” is used when changing one mode to another mode. If a numeric value is added, this value is set in connection with the mode change “Set” is used when changing a value (heading, course, altitude etc.) without changing the active mode “Arm” is used when an automatic change in a mode is wanted.

DATE: 20th April, 2020

REVISION: 2

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FGCP Call Outs Following call outs are used when PF is flying without autopilot engaged: CALLOUT “Select IAS .... kts”

BY PF

CALLOUT INDICATES PNF to select IAS on the FGCP, Use Pitch Wheel to set......kts

“IAS”

PM

IAS is selected on the FGCP and the selection is checked on both PFD's

“Select V/S minus/plus …… ft”

PF

PM to select V/S on the FGCP Use Pitch Wheel to set......ft/min

“V/S”

PM

V/S is selected on the FGCP and the selection is checked on both PFD's

“Select ALT”

PF

PM to select ALT on the FGCP

“ALT captured”

PM

ALT is selected on the FGCP and the selection is checked on both PFD's

“ARM ILS”

PF

PM to press APPR on the FGCP

“ILS Armed”

PM

APPR is selected on the FGCP and the LOC and GS is checked on PF’s PFD and correct inbound course is set.

“ARM Localizer”

PF

PM to press NAV on the FGCP

“Localizer Armed”

PM

APPR/NAV is selected on the FGCP and the LOC is checked on PF’s PFD and correct inbound course is set.

“Select LNAV”

PF

NAV is selected on the FGCP and LNAV is checked on PF’s PFD, the FMS reading is checked to confirm appropriate leg in the FLT PLN is selected.

“LNAV”

PM

NAV is Selected on the FGCP and LNAV is checked on PF’s PFD, the FMS reading is checked to confirm appropriate leg in the FLT PLN is selected.

“ARM VNAV”

PF

PM to press VNAV on the FGCP

“VNAV Armed”

PM

VNAV is selected on the FGCP and VNAV is checked on PF’s PFD

“ARM VOR”

PF

PM to press NAV on the FGCP

DATE: 20th April, 2020

REVISION: 2

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CALLOUT “VOR Armed”

BY PM

CALLOUT INDICATES NAV is selected on the FGCP and VOR is checked on PF’s PFD and correct radial is set.

“ARM VOR APPROACH”

PF

PM to press APPR on the FGCP

“VOR APP Armed”

PM

APPR is selected on the FGCP and VOR APP is checked on PF’s PFD and correct radial is set.

“Set Flight level 80, ALT SEL”

PF

PM to select 80 in altitude preselect and select/check ALT SEL armed on PFD.

“Flight level 80, ALT SEL”

PM

The flight level is verified according to clearance and 80 is set. ALT SEL is selected on FGCP and the selections are checked on both PFD's.

“Select Heading 240”

PF

PM to select heading 240° with heading bug selector and then select HDG on the FGCP

“Heading 240”

PM

HDG is selected on the FGCP and the selection is checked on both PFD’s and heading bug is set to 240°

“Set Heading 120”

PF

PM to change actual heading to heading 120° with heading bug selector

“Heading 120”

PM

Heading bug is set to 120°

When PF is operating the FGCP with autopilot engaged, the same terminology as above shall be used when announcing manual mode changes and changes in settings, values etc. Example: EVENT PF selecting 60 and selects/check ALT SEL on PFD

BY PF

CALLOUT “Flight level 60, ALT SEL”

PM verifies that flight level 60 is according to received clearance and the correct figures and ALT SEL selections is checked on both PFD's

PM

“Checked”

When announcing an automatic change of mode the following terminology applies: EVENT ALTSEL changes to ALT* in green

BY PF or PM

“ALT star”

ALT* changes to ALT in green

PF or PM

“ALT Captured”

DATE: 20th April, 2020

REVISION: 2

CALLOUT

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EVENT LOC in white changes to LOC* in green

BY PF or PM

“LOC star”

CALLOUT

LOC* changes to LOC in green

PF or PM

“LOC captured”

GS in white changes to GS* in green

PF or PM

“GS star”

GS* changes to GS in green

PF or PM

“Glideslope captured”

VOR APP in white changes to VOR APP* in green

PF or PM

“VOR APP star”

VOR in white changes to VOR* in green

PF or PM

“VOR star”

VOR APP* or VOR* changes to VOR APP or VOR in green

PF or PM

“VOR APP or VOR captured”

LNAV annunciation is shown in green

PF or PM

“LNAV”

VNAV PATH annunciation is shown in green

PF or PM

“VNAV PATH”

AUTOPILOT Call Outs EVENT To engage Autopilot

PF “Engage autopilot”

PM “Autopilot engaged”

To disconnect Autopilot

“Disengaging autopilot” “Checked”

Autopilot disconnected unintentionally

“Autopilot disengaged” “Checked, I have control”

Engine Power Call outs EVENT PF setting PL to detent and PM confirms the setting

PF “Set Power”

PF setting PL to detent on Go around

“Go-around, set Power”

PM “Power set”

“Power set” To set Climb Power

DATE: 20th April, 2020

“Climb Power 900 or 850 MCL”

REVISION: 2

“Climb Power set”

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EVENT To set Cruise Power

PF “Set Cruise Power”

To set MAX/1020 Power

“Condition levers MAX”

PM “900 to 850, Cruise Power set” or, “MCR, Cruise Power set” “MAX Power set”

To set Reduced Np for landing

“Set Reduced Np MAX” “Reduced Np MAX set”

Aircraft Configuration Call Outs EVENT Landing Gear

Flap

“Gear up”

PF

PM “Gear up – Lights out”

“Gear down”

“Gear down – 3 green”

“Flap –"

“Flap – indicating”

Call outs between Cockpit and Cabin Crew EVENT To close doors

COCKPIT CREW “Cabin crew, check clear, close doors”

CABIN CREW

“All doors closed and checked” Cabin secured advice

“Cabin secured for takeoff” “Checked”

Before Takeoff

“Cabin crew takeoff stations”

To come to Cockpit

“Purser to the Flight Deck”

Descending through 10,000 ft for landing

“Prepare cabin for landing, ground temp.—" “Cabin secured for landing”

Before landing

“Cabin crew landing stations”

To open doors

“Cabin crew, check clear, open appropriate door”

DATE: 20th April, 2020

REVISION: 2

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Push Back Cockpit Crew When cleared to push back: “Cockpit to ground, we are cleared to Push face --.”

Ground Crew

“Ground to cockpit, commencing push back face --, release Parking Brake.”

“Cockpit to ground, Parking Brake released.” “Ground to cockpit, cleared to start Engine # 2” “Starting Engine # 2.” When the push back is complete: “Ground to cockpit, push back is complete. Set the Parking Brake to ON.” “Parking Brake set to ON.” After both Engine start successfully and ‘After Start’ flow check: “Both Engine good start, clear to disconnect, give hand signal.”

“All connections disconnected, standby for hand signal on your Right/Left.”

Engine Start EVENT Starting no. 2 engine

CAPT Starting engine #2, check clear

When SELECT light goes out

Select light out

Starting no. 1 engine

Starting engine #1, clear #1

F/O Clear #2

After successful start of both engines

Pumps ON, Flap--, flow checks

Load good After completing the flow checks: Ready for ‘After Start’ Checklist

Taxi EVENT Starting to Taxi Approaching turn

CAPT “Left clear”

“Checked, left clear” If taxiing too fast Stopping on the Taxiway

DATE: 20th April, 2020

“Correcting” “Parking Break set, no movement”

REVISION: 2

F/O “Right clear” “Next turn to the left on ‘Foxtrot’, right clear/ aircraft on the right side” “Speed – kts”

“Checked”

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Take off Event ATC: “Cleared for Takeoff”

PF “I have control”

Power levers to detent

PM “Wind from left/right/straight ahead/calm”

“Check Power” “Power Set”

At 80 KIAS

“80 KNOTS” “80 KNOTS”

At V1 and VR speed

At V1: “V1” At VR: “Rotate”

After airborne

“Positive Rate” “Gear UP”

“Gear Up – Lights Out”. “400 ft”

At 400’ AGL “Bleeds ON / NORMAL”

“Acceleration Altitude”

At acceleration altitude “Flaps Zero” “Auto Feather Off” “Climb Power 900” (or “850 MCL”)

“Climb Power Set” “Set IAS ____” or V/S ____ “IAS or V/S SET ____” “After Take-Off Flow” To engage Auto pilot

“Engage Auto Pilot” “Auto Pilot Engaged”

To carryout ‘AFTER TAKEOFF’ checklist

DATE: 20th April, 2020

“AFTER TAKE-OFF Checklist”

REVISION: 2

Complete the AFTER TAKEOFF checklist and call: “AFTER TAKE-OFF Checklist Completed”

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Climb Event Passing Transition Altitude

PF “Passing transition, set Standard”

PM “Standard, set and crosschecked”

Passing 10,000 ft

“Passing 10000, Lights OFF, Seatbelts OFF”

1000 ft to Level off

“Checked”

“1000 ft to go, ALT SEL” “Checked”

Cruise Event Leveled off at final level

PF “Set Cruise Power”

To carryout ‘CRUISE’ checklist

“TCAS below, CRUISE checklist”

PM “900 to 850, Cruise Power set” or, “MCR, Cruise Power set” “CRUISE checklist complete”

Descent Event To carryout ‘DESCENT’ checklist

PF “DESCENT checklist”

Passing 10,000 ft

“Passing 10000, Lights ON, Seatbelts ON”

Passing Transition Level

PM “DESCENT checklist complete”

“Checked”

“Set QNH----" “QNH---- set and crosschecked”

1000 ft to Level off

“1000 ft to go, ALT SEL” “Checked”

To carryout ‘APPROACH’ checklist

DATE: 20th April, 2020

“APPROACH checklist” “APPROACH checklist complete”

REVISION: 2

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Approach and Landing Event Approaching IAF or overhead Navaid

PF “Pumps ON, speed check, Flap 5”

Localizer alive

“Localizer alive”

“Checked”

LOC*

“Loc star”

“Checked”

LOC

“Localizer captured”

“Checked”

Glideslope alive

“Glideslope alive”

“Checked”

To configure for landing

“Gear down”

Select gear down, Observe 3 green, “Gear down” Select Flap ---, “Speed checked, Flap ---"

“Flap ---”

PM Selects Flap 5 “Flap 5, indicating”

“Condition Levers Max” or, “Reduced Np Max”

“Set”

“Landing checklist”

Complete the Landing checklist “Landing checklist complete”

GS*

“GS star”

“Checked”

GS

“Glideslope captured”

“Checked”

At Final Approach Fix (Inbound)

“˂FAF Name and altitude˃” “Checked”

1000 ft AGL “Checked” Or, “Go-around, set power” “Gear up, HDG SEL/ALT SEL”

ATC: “Cleared to land”

“1000, Stable” Or, if not stable “Unstable, Go around” “Power set” “Positive rate” “HDG and ALT SEL Selected” “Gear up – Lights out” “Cleared to land, wind from left/right/straight ahead/calm”

500 ft AGL

“500” “Checked”

DATE: 20th April, 2020

REVISION: 2

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SOP (Draft Copy) Visual contact by PF before DA Or, Visual contact by PM before DA

“Visual”

PART – 1 (NOP) “Checked” “Visual…Lights/Runway… Left/Right/…o’clock”

100 ft above DA

“100 ft to Minima” “Continuing”

RAD ALT: 100 ft – 0 ft

“100, 50, 40, 30, 20, 10”

60 knots

“60 Knots”

60 knots

Capt. or LH “I have control, control locks ON”

Once clear of runway or landing roll complete and Captain switches FLIGHT/TAXI switch to TAXI

F/O or RH “You have control, control locks ON” Completes After Landing flow and Checklist. “After Landing Checklist complete”

Approaching parking stand

“Checked, Taxi Light OFF”

Taxiing In

“Left clear”

“Approaching Stand --, Marshaller insight” “Right clear, speed – kts”

Shutdown Event Parking Brake set

CAPT. “Parking Break set, no movement” CAPT.

Chokes are in place and engines are shut down

To carryout ‘SHUTDOWN’ checklist

“Checked, Parking Brake released”

F/O “Checked” GROUND CREW “Chokes are ON, you may release Parking Brake”

“SHUTDOWN checklist” “SHUTDOWN checklist complete”

DATE: 20th April, 2020

REVISION: 2

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SOP (Draft Copy)

PART – 1 (NOP)

Callouts on Deviation If there is any deviation occurs from the correct flight path, the PM will call out the deviation and the PF will take the necessary corrective action and call out the correct value. Event Altitude deviation ±100 ft

PF

PM “Altitude”

“Correcting” Speed (Too high or too low)

“Speed --- kts” “Correcting, speed --- kts”

Rate of Climb or Descent (Too high or too low)

“Vertical speed ---- ft” “Correcting, V/S ---- ft”

Heading deviation

“Heading ---°” “Correcting, Heading ---°”

EVENTs on Approach Speed is more than VREF+10 or less than VREF Descent rate more than 1000 fpm on approach

PF

PM “Speed --- kts”

“Correcting, speed --- kts” “Sink rate” “Correcting”

Localizer deviation 1 dot or more

“Localizer” “Correcting”

Glideslope deviation 1 dot or more

“Glideslope” “Correcting”

VOR approach – deviation ½ dot

“Track” “Correcting Left/Right”

NDB approach – deviation 5° left or right of track

DATE: 20th April, 2020

“Track” “Correcting Left/Right”

REVISION: 2

Page 125

SOP (Draft Copy)

PART – 1 (NOP)

SAMPLE R/T COMMUNICATION Push Back and Start up PILOT Dhaka (Dac) Ground (Gnd), good morning, Bangladesh (BG) 411

ATC

BG 411, Dac Gnd, good morning, go ahead BG 411, on stand 12, request start for Chottogram (Ctg), FL150 BG 411, cleared to start, time 25, temp 28 BG 411, clear to start BG 411, on stand 12, request push and start for Chottogram, FL150 BG 411, cleared to push and start, time 25, temp 28, push to face North/South BG 411, clear to push and start facing North/South

Taxi and Takeoff PILOT Gnd, BG 411, stand 12, requesting Taxi

ATC BG 411, Taxi via Foxtrot, November to Holding point runway 14, QNH 1007

BG 411, cleared taxi via Foxtrot, November to Holding point runway 14, QNH 1007 BG 411, ATC Clearance Available Go ahead with the ATC BG411, Cleared to Chottogram via ADMIL 1 Departure, Flight Level (FL)150, Squake 4111 BG 411, Cleared to Chottogram via ADMIL 1 Departure, FL150, Squake 4111 BG 411, read back correct, contact tower (Twr) 118.3 Over to Twr 118.3, BG 411 Twr BG 411, Good morning, with you on N BG 411, proceed as cleared, call reaching Holding point 14 Tower BG 411, at Holding point Runway 14 on N

DATE: 20th April, 2020

REVISION: 2

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SOP (Draft Copy)

Behind the Landing B738 Line up behind and wait Rwy 14, BG 411

PART – 1 (NOP)

BG 411 Behind the Landing traffic Boeing 738(737-800) on short final Line up behind and wait Rwy 14 BG 411, Cancel SID, after departure intercept radial 161 and maintain 2000 ft. wind 120/ 05 kts, cleared for takeoff Rwy 14

After departure, intercept radial 161 and maintain Altitude 2000 ft. clear for takeoff Rwy 14, BG 411

Climb PILOT BG 411, airborne 35, maintain 2000 ft and contact Approach 121.3

ATC Maintain Altitude 2000 and over to approach 121.3, BG 411

Dhaka Approach (App) BG 411, Good Morning, maintaining Altitude 2000 on radial 161 BG 411, radar contact, maintain radial 161 and climb FL150 On radial 161 climb FL150, BG 411 BG 411, after passing FL130 you can resume normal. After passing FL130 resume normal, BG 411 BG 411, passing FL130, resuming normal BG 411, proceed direct ADMIL and contact Dac Control (Cnrl) 126.7 Direct ADMIL, over Dac Cnrl 126.7, good day Dac BG 411, Climbing passing FL135 for FL150 and preceding direct ADMIL Proceed direct ADMIL, FL150, call in contact with Chottogram Call you in contact Chottogram, BG411

Cruise PILOT Chottogram Twr, good morning, BG 411, FL150

ATC BG 411, Chottogram Twr, go ahead

BG 411, FL150, Estimate ONEKA 0310 and CTG 0315, with information ‘B’ Estimate copied, BG 411 clear to Chottogram via G463, FL150, on arrival expect VOR ILS DME Arc Approach Runway 23. DATE: 20th April, 2020

REVISION: 2

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SOP (Draft Copy)

PART – 1 (NOP)

Clear to Chottogram via G463, FL150, expecting VOR ILS DME Arc approach runway 23, BG 411 Call released from Dac Call you released from Dac, BG 411 Dac BG 411, position ADMIL, FL150, in contact with Chottogram

BG 411, radar service terminated, contact Chottogram

Over to Chottogram, BG 411, good day Ctg BG 411, Dac hand over to you, FL150, 65 miles from CTG. BG411, call when ready for descent (des) Call you ready for descent, BG 411

Descent, Approach and Landing PILOT Ctg, BG 411, 55 miles for CTG, FL150, ready for descent

ATC

BG 411, descent initially FL070 Descent FL070, BG 411

Des Alt 3500 on Q1005, call you establish arc, BG 411 BG 411, established arc, passing 4500 for Altitude 3500

BG 411, Descent 3500 ft, QNH 1005, call establish 10 DME Arc

BG 411, clear for approach, descent 2500, call crossing radial 025.

Descent altitude 2500, call you crossing radial 025, BG 411 BG 411, crossing rad 025, Altitude 2500 BG 411, call establish Localizer (Loc) rwy 23 Call you establish Localizer Rwy 23, BG 411 BG 411, established on Loc Rwy 23, 8 ILS DME BG411, continue approach, call 6 ILS DME BG 411, continue approach, call you 6 ILS DME BG 411, 6 ILS DME BG 411, wind 190/07, clear to land rwy 23 BG 411, Clear to land 23

DATE: 20th April, 2020

REVISION: 2

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PART – 1 (NOP)

After Landing PILOT

ATC BG 411, landed at 20, backtrack, vacate Rwy via Bravo to stand 3 Bravo

Backtrack, vacate via Bravo to stand 3Bravo, BG 411 Call Marshaller insight Marshaller insight at Stand 3 Bravo, BG 411 Over to Marshall, good day

Tips: • • • • • • •

Always mention Call sign on every call (before or after). On initial call to ATC: Give stand or taxiway position (when on ground), Give Flight level maintaining or passing altitude and cleared altitude (when in the air) Instructions must be read back, and information (e.g. wind, temp etc) not to read back. QNH must be read back Keep all conversations with ATC as short as possible with standard phraseology. If you do not understand then ask “Say Again” but do not guess or assume. Must confirm with ATC before entering runway.

DATE: 20th April, 2020

REVISION: 2

Page 129

SOP (Draft Copy)

PART – 1 (NOP)

HAND SIGNALS Identify Gate

Continue to Taxi straight ahead

Slow down

Turn Right (From the pilot’s point of view)

Turn Left (From the pilot’s point of view)

Stop / Emergency Stop

Hold position / Standby

Proceed to Next Marshall

End Marshalling

Fire

Connect Tow bar

Clear to Push

Negative / Hold

Open/Close Stair

Do not touch controls

DATE: 20th April, 2020

REVISION: 2

Page 130

SOP (Draft Copy)

PART – 1 (NOP)

Hold movement

Emergency Engine Shut down

Slow down

Push Back nose direction

Clear to move

Stop movement

Connect / disconnect Ground power

Negative

DATE: 20th April, 2020

Interphones

REVISION: 2

Page 131

SOP (Draft Copy)

PART – 1 (NOP)

Engage Brakes / Stop

Brakes engaged

Release Brakes

Brakes released

Chokes removed

Remove Wheel Chokes

Start Engine

Ready to Start Engine

All Clear

All Clear

DATE: 20th April, 2020

REVISION: 2

Page 132

SOP (Draft Copy)

PART – 2 (NNP)

PART – 2 (Non-Normal Procedure)

DATE: 20th April, 2020

REVISION: 2

Page 133

SOP (Draft Copy)

PART – 2 (NNP)

INTRODUCTION Abnormal / Emergency Checklist (AEC) Guidelines When a non-normal situation occurs, the following guidelines apply: • -

Non-Normal Recognition The crew member recognizing the malfunction calls it out clearly and precisely.

• -

Maintain Airplane Control It is mandatory that the Pilot Flying (PF) flies the airplane while the Pilot Monitoring (PM) accomplishes the AEC. Maximum use of the Flight Director / Autopilot is recommended to reduce crew workload.

• -

-

• -

-

• -

-

• -

Analyze the Situation AECs should be accomplished only after the malfunctioning system has been positively identified. NOTE: Pilots should don oxygen masks and establish communications anytime oxygen deprivation or air contamination is suspected, even though an associated warning has not occurred. Following completion of the appropriate Non-Normal Checklist, the Normal Checklist will be used giving due regard to those items modified by the abnormality for the remainder of the flight. Take the Proper Action Although many in-flight non-normal situations may require immediate corrective action, difficulties can be compounded by the rate the PF issues commands and the speed of execution of the PM. Commands must be clear and concise, allowing time for acknowledgement of each command prior to issuing further commands. The PF must exercise positive control by allowing time for acknowledgment and execution. The other crew members must be certain their reports to the PF are clear and concise, neither exaggerating nor understating the nature of the non-normal situation. This eliminates confusion and ensures efficient, effective and expeditious handling of the nonnormal situation. Evaluate the Need to Land If the AEC directs the crew to land immediately at the nearest suitable airport or if the situation is so identified in the QRH, diversion to the nearest airport where a safe landing can be accomplished is required. If the AEC does not direct landing immediately at the nearest suitable airport, the pilot must determine if continued flight to destination may compromise safety. Checklist statements The statement “Land immediately at the nearest suitable airport” is defined as: Land at the nearest airport that offers sufficient landing distance available and if required, emergency services to support the emergency or abnormality.

DATE: 20th April, 2020

REVISION: 2

Page 134

SOP (Draft Copy) -

-

PART – 2 (NNP)

The statement “Land at the nearest suitable airport” is defined as: The airplane may continue to the destination airport or the nearest airport where maintenance services are available. The statement “Maintenance action required prior to next flight” is defined as: “Next Flight” is referring to the immediate or imminent take-off after discovery.

Crew Coordination during Emergencies In the event of a non-normal situation, the primary objective of the flight crew is to control the airplane. The crew will assess the problem, when vertical and lateral flight path control is established and ground contact is no longer a threat. Once the nature of the problem has been established, the PF will call for the appropriate memory items if applicable. The PM actions the memory items which are confirmed by the PF. When the memory items are complete, the PF will call for the appropriate Non-Normal checklist followed by Normal checklists as appropriate for the flight phase. The PM actions the checklist items using the “read and do” method. After completion of the checklist and situation under control then PF will hand over the control and communication to the other pilot and give the D.O.D.A.R. briefing followed by N.I.T.S. briefing. D= Diagnose (Identify the malfunctions and inoperative systems), O= Options (Restoring the inop. items or continue as it is, look for nearby suitable airports for diversion), D= Decide (Decision to divert or not and airport to land), A= Act/Assign (Carry out appropriate actions and assign tasks to people who are to carry them out), R= Review (Ensure everything is proceeding according to plan, and expected safe outcome is likely). NOTE: DODAR can be overlooked as it seems too obvious but the intuitive aspect of it makes it a successful tool to be used in problem solving. The purpose of NITS briefing is to inform cabin crew of any emergency or non-normal situation and of the Captain’s intentions in a structured manner. This briefing shall be given to the purser or the most senior cabin crew. If time permits, it is recommended to call the cabin crew to the flight deck for briefing but can be given by using the interphone. The purser must read back all the information as acknowledgment. N= Nature of problem (What is the malfunction or problem) I= Intention (What is Captain’s intention, e.g. diversion, forced landing, ditching etc.) T= Time available (How long until impact or landing) S= Special instructions (Info which may assist crew, e.g. evacuation signals etc.) After the briefings, the PF will prepare the cockpit for landing and give the Approach/Landing briefing. Then take the control back and will ask the PM to carry out Normal checklist as appropriate. DATE: 20th April, 2020

REVISION: 2

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PART – 2 (NNP)

Communication Flight Compartment and Cabin Crew During emergency situations, standardized communication between the pilots and the cabin crews is essential. The following is a list of the standard communications to be used during emergency operations. Action required

Signal

Notify cabin crew of an emergency

PA: “Purser to the Flight Deck immediately” Alternate: Emergency Lights ON

Evacuate aircraft

PA: “EVACUATE, EVACUATE, EVACUATE ---(left/right)” Alternate: More than 3 Chimes.

Passengers to brace prior to an emergency landing (This call should be made at 200 ft or approximately 20 secs prior to touchdown)

PA: “BRACE, BRACE, BRACE” Alternate: More than 3 chimes.

Flight Attendants to resume duties after an emergency descent.

PA: “Cabin crew, descent completed”

After a rejected Takeoff

PA: “Cabin crew standby at stations”

Prevent evacuation

PA: “Please be seated. cabin crew resume normal”

Distress Communication and Alerting ATC to Emergencies Do Not hesitate to send “MAYDAY” calls as early as possible to give the ground staff as much time as possible for their preparations. A “MAYDAY” call can always be cancelled. In your transmission give a technical status of the airplane or type of emergency, position, FL, heading, endurance and intentions. Make clear requests.

Guidance for Diversion in Case of Serious Technical Failure Especially in case of a serious technical failure, to conduct a safe landing must always be the highest priority. Furthermore, the following has to be taken into consideration: • • • •

Technical condition of the airplane, actual gross mass, endurance, Weather conditions and terrain enroute and at alternate, Aerodrome facilities, Passenger and maintenance facilities.

DATE: 20th April, 2020

REVISION: 2

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PART – 2 (NNP)

Troubleshooting Troubleshooting can be defined as taking steps beyond the published checklist in an effort to improve or correct a non-normal condition. Examples of this are as follows: - Attempting to reset a system or cycling a circuit breaker when not prescribed by the AEC. - Using maintenance-level information to dictate crew actions. - Use of switches and controls intended only for maintenance. NOTE: With the availability of today’s communication channels, there seems to be a tendency that flight crews request help from maintenance during abnormal situations. Clearly, maintenance crew typically do not have the operational background or the situational awareness of the flight crew’s nonnormal environment. Maintenance crews will use a different methodology to handle problems that may not be appropriate for an in-flight non-normal situation. Troubleshooting is rarely helpful and has caused further loss of system function or failure and in some cases, accidents and incidents. The crew should consider additional actions beyond the checklist only when completion of the published checklist steps clearly results in an unacceptable situation. In the case of airplane controllability problems, when a safe landing is considered unlikely, airplanehandling evaluations with gear and / or flaps extended may be appropriate. Also, attempting to free jammed flight controls should only be attempted, if the airplane cannot be safely landed with the existing condition and then, according to the AEC to the extent possible. Crew distraction, caused by preoccupation with troubleshooting, has been a key factor in fuel starvation and CFIT accidents. Completion of the AEC, as published, is strongly recommended.

Circuit Breaker Procedure In general, flight crew members are discouraged from pulling/resetting circuit breakers. On ground however, maintenance personnel must be informed before resetting any tripped circuit breaker. In flight, only respective AOM/QRH procedures are to be followed for pulling/resetting circuit breakers.

DATE: 20th April, 2020

REVISION: 2

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PART – 2 (NNP)

REJECTED TAKE-OFF Ground failures are defined as any malfunction that occurs on the ground prior to V1 or after touchdown. In the event of a ground failure, regardless of whether it happens while at the gate, taxiing or during take-off, the primary objective of the crew is to stop the airplane, assess the problem, take the appropriate action and evacuate if required. A take-off shall be rejected for any Caution or Warning light prior to V1. There are many reasons other than Caution or Warning lights for discontinuing a take-off. It is therefore, left to the discretion of the PIC to take the decision of ‘Reject’ or ‘Go’. At V1 or above, the take-off will be continued regardless of the malfunction. In case of any malfunction or unsafe condition, either pilot will call out “Master Warning/Caution” or whatever the unsafe situation arises. If a rejected take-off becomes necessary, the Captain (LH) will call “Reject” and take over the control to stop the aircraft. If case of engine fire it is recommended to face the aircraft such a way so that the wind will keep the flames away from the fuselage. And make sure to pick the safer side when command for evacuation. The F/O (RH) pilot will advise ATC of the abort, “BG---, stopping on runway --, standby” and then the crew will assess the situation. If the reason for the reject is fire or smoke, the Capt. will set the parking brake and complete the memory items for shutdown and evacuation. The PM will advise ATC of the problem and request emergency equipment. After a rejected take off, first the airplane must be stopped on the runway to evaluate the situation. And only then the airplane may vacate the runway if the Captain thinks it is safe to do so.

DATE: 20th April, 2020

REVISION: 2

Page 138

SOP (Draft Copy)

PART – 2 (NNP)

Rejected Take-Off Procedure EVENT Either pilot call the malfunction and Capt. decided to reject

CAPT. (LH) “Reject” Simultaneously: Selects POWER levers to DISC / REVERSE Applies maximum braking

F/O (RH) Monitor deceleration and advises ATC of the reject: “BG---, stopping on runway --, standby”

Once the airplane has stopped completely

EMERG Brake………………………………………………… ON Commands on PA: “Cabin crew standby at stations”

Access the problem with Captain and carry out appropriate Non-Normal Checklist.

If Fire or Smoke

EMERG Brake………………………………………………… ON POWER Levers………………………………………………DISC Condition Levers…………………………………… Fuel OFF Pull Fuel Off (affected engine) ………………….…. Pull EXTG……………. FWD BTL and AFT BTL (as required) Confirm ATC advised

Advises ATC and ask for emergency services: “MAYDAY (3x), we have fire/smoke, requesting all emergency services”

Evacuation required

Commands on PA: “Evacuate (3x) ... Side” Emergency Lights………………………………….……… ON External Power / APU………………………….………. OFF Battery Master………………………….………………… OFF Assist in evacuation as required

Leaves the flight compartment to assist in the evacuation

NOTES: 1. All accelerate-stop performance is based upon the use of full anti-skid braking until the airplane has stopped. 2. Reverse thrust may be used, commensurate with directional control. 3. Do not forget to unreverse when aircraft fully stopped.

DATE: 20th April, 2020

REVISION: 2

Page 139

SOP (Draft Copy)

PART – 2 (NNP)

ENGINE FAILURE DURING TAKE-OFF AFTER V1 If an engine fails or an engine fire warning is given after V1 has been achieved, the take-off must be continued. If engine failure occurs after V1, oppose the thrust asymmetry with rudder. Use aileron to keep the wings level during lift-off. Additional rudder displacement will be required when the nosewheel leaves the runway. The correct amount of rudder will be applied when the wings are approximately level there will be a few degrees of bank toward the operating engine. On reaching VR, commence a smooth continuous rotation at a rate slightly less than that for a normal take-off. The required rate is about 2° per second. After lift-off, continue the rotation rate as follows: • With the FD operative, initially fly the flight director GA pitch command. • With the FD inoperative, fly a pitch angle of approximately 10° to achieve V2 at 35 ft When a positive rate of climb has been confirmed, retract the landing gear and set IAS V2 (up to maximum of V2 + 10 knots if achieved). Continue the climb at or above V2 to the acceleration altitude, and then commence a level acceleration through the standard flap retraction airspeed to VCLIMB. Select bleed to ON/MAX when VCLIMB has been achieved and observe MCP on the ED. The SPEED REF switch should be selected ON if icing conditions exist. Continue the climb to MSA if required. It is recommended that the autopilot is engaged for all single engine flying above 1000 ft AGL. Checklists must not be called for until the airplane is under full control and in a steady state of flight. If a failure occurs at or above V1 and prior to flap retraction (3rd segment), the crew will not action any memory items or checklist until the flaps are retracted. In an extreme situation (such as engine failure during a GA, engine failure with no auto feather or unscheduled PROP feathering), the PIC may elect to action the checklist memory items prior to reaching 3rd segment (prior to flap retraction but not below 400 ft AGL). In any event, no action will be taken until the airplane is under full control and in a steady state of flight. In the event of an in-flight failure, the crew will assess the problem. Once the nature of the problem has been established, the PF will call for the appropriate memory items if applicable. The PM actions the memory items which are confirmed by the PF (Challenge and Response). When the memory items are complete, the PF will at his discretion (but not less than 1000 ft above the airport elevation), call for the appropriate non-normal checklist. The PM actions the checklist items using the Read and Do method. Once the checklist has been completed, the crew will advise ATC of the nature of the problem and the intention.

DATE: 20th April, 2020

REVISION: 2

Page 140

SOP (Draft Copy)

PART – 2 (NNP)

Engine Failure/Fire after V1 Procedure EVENT Engine Fail / Fire

PF Control aircraft using radar

VR

PM Cancels aural warnings “Rotate”

Rotates at VR to 8° nose up. After lift-off continues rotation to a minimum pitch attitude of 10° to achieve V2 at 35 ft. Positive rate of climb

“Positive rate” “Gear up, Set IAS V2” Selects Landing Gear Lever Up and set IAS V2

Climb at V2

“Engine fail (or fire) # 1 / 2 Cancels all caution and warning lights. Monitors speed & attitude. Declare: “MAYDAY (x3), Engine fail/fire, request runway heading”

400 ft AGL (Autofeather & Uptrim confirmed) Or, 400 ft AGL (No Autofeather)

“400 feet” “Autofeather & Uptrim confirmed” “400 feet” If engine fails to Autofeather, “Negative Autofeather” “Shutdown Engine # 1 / 2” Carry out first 3 items of ‘Engine Fail Shutdown Procedure’

Acceleration altitude (1000 ft AGL)

“Acceleration Altitude” “Alt Hold, Engage Auto-pilot” and accelerates through VFRI

At VFRI

Selects ALT and engages AP “V FRI”

“Flap 0, Shutdown Engine # 1 / 2” (PF will have control and comm)

At VCLIMB

Selects Flap 0, and start with the ‘Engine Fail/Fire Shutdown Procedure’ “V CLIMB”

“Set IAS V CLIMB, bleeds ON”

DATE: 20th April, 2020

REVISION: 2

Set IAS VCLIMB and confirm climbing altitude at or above MSA, Selects Bleeds - ON / MAX on operating engine, Page 141

SOP (Draft Copy)

PART – 2 (NNP) Confirms MCP power rating on ED Calls “Power Set”

Established on climb and complete Engine Fail/Fire Shutdown Procedure

“Engine Fail/Fire Shutdown Procedure Complete” “Engine fail/fire checklist” Carry out ‘ENGINE FAILURE/FIRE/ SHUTDOWN (In Flight)’ checklist.

QRH checklist complete

“Engine fail/fire checklist complete” “After take-off checklist” Carry out ‘AFTER TAKE-OFF’ checklist

‘AFTER TAKE-OFF’ checklist complete

“You have control and comm” handover the control to other pilot, Evaluate the situation by consulting with the PIC, Take weather if landing immediately, Advice ATC and take Approach clearance (ask for Radar Vector if possible), Give D.O.D.A.R., Setup the approach, Give Approach/Landing briefing, Give N.I.T.E.S. briefing to Purser.

“I have control and comm”

When ready for approach

“I have control, descent and approach checklist”

“You have control” Carry out ‘DESCENT’ and ‘APPROACH’ checklist

DATE: 20th April, 2020

REVISION: 2

Page 142

SOP (Draft Copy)

PART – 2 (NNP)

Engine Failure/Fire after V1 Profile

DATE: 20th April, 2020

REVISION: 2

Page 143

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PART – 2 (NNP)

ENGINE FAILURE / FIRE / CRITICAL MALFUNCTIONS ENROUTE •

• • •

• • •

In flight, if any of the crew member positively announces a malfunction, the other crew member makes every effort to confirm and identify the malfunction before initiating any emergency action. If the PM is the first to observe any indication of a critical failure, he/she will announce it and point to the indicator/annunciation if possible. After verifying the malfunction, the PF announces his/her decision and commands accomplishment of any checklist memory items. The PF monitors the PM during the accomplishment of the assigned tasks. In case of an engine flame out with no damage, an engine airstart maybe considered by the PIC if time and situation permit. Do not restart the engine if there is any confusion or doubt regarding the cause of the engine failure. A failed engine should be feathered as soon as possible. With one engine inoperative, the aircraft must descent to at or below ‘Single Engine Service Ceiling’. Drift down procedure shall be followed at high terrain areas where MEAs / MORAs in the route above 12000 ft. NOTE: Refer to AOM 4.2 for Single Engine Enroute Performance

DATE: 20th April, 2020

REVISION: 2

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PART – 2 (NNP)

Engine Failure / Fire Inflight Procedure Event Engine Fail / Fire

PF Sets power as required to maintain steady flight

Verifies and confirmed the affected engine

“Shutdown Engine # 1 / 2”

PM “Engine fail (or fire) # 1 / 2” Cancels all caution and warning lights Complete Engine Fail/Fire Shutdown Procedure

Engine Fail / Fire Shutdown Procedure Event Confirmed the affected engine

PF “Shutdown Engine # 1 / 2”

PM “Power Lever # 1 / 2”

“Confirmed, Flight Idle” Selects POWER Lever to Flight Idle “Condition Lever # 1 / 2” “Confirmed, Fuel-Off” Selects Condition Lever to FUEL-OFF Confirms propeller feathers If propeller does Not feather

“No Feather” “Alternate Feather # 1 / 2” Selects appropriate Alternate Feather switch to FEATHER “Pull Fuel Off # 1 / 2” “Confirmed, Pull” Pulls Fuel Off Handle

If Engine Fire

“Extinguisher Fwd Bottle” Selects Forward Bottle, Start timer for next shot.

If Fire persists after 30 s

“Extinguisher Aft Bottle” Selects Aft Bottle

NOTES: 1. If fire is extinguished, ENGINE FIRE and PULL FUEL OFF handle light will go out and engine fire warning tone is silenced 2. The engine fire warning tone can be silenced by pressing the ENGINE FIRE light.

DATE: 20th April, 2020

REVISION: 2

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SOP (Draft Copy)

PART – 2 (NNP)

SINGLE ENGINE DRIFTDOWN PROCEDURE Regulations do require a calculation of a driftdown profile whenever the one engine out service ceiling (The altitude you may maintain with one engine out) should be below the minimum safe altitude (MEA or MORA). The driftdown profile is that profile which is achieved during driftdown from cruising altitude - when the engine failure occurs - until reaching the one engine out service ceiling. The associated speeds are given below: Associated Driftdown Speeds (One Engine Inoperative) Cruising WEIGHT (lb)

KIAS

Cruising WEIGHT (lb)

KIAS

Cruising WEIGHT (lb)

KIAS

64500

158

57000

148

49000

138

64000

157

56000

147

48000

136

63000

155

55000

145

47000

135

62000

154

54000

144

46000

134

61000

153

53000

143

45000

132

60000

152

52000

142

44000

131

59000

150

51000

140

43000

130

58000

149

50000

139

42000

130

•In Icing Conditions and Ref Speeds Switch “INCR”: Increase speed by 20 kt. Single Engine Service Ceiling (ft) Zero Net Climb Gradient The “single engine service ceiling” is that pressure altitude the airplane may maintain with one engine out for a given weight and temperature combination providing the relevant speed schedule is observed. Cruising WEIGHT (lb)

TEMPERATURE relative to ISA ISA 20°C

ISA 10°C

ISA

ISA + 5°C

ISA + 10°C

ISA + 15°C

ISA + 20°C

ISA + 25°C

ISA + 30°C

ISA + 35°C

64500

19770

18020

16120

15220

14230

13210

12110

10750

8980

6840

64000

20000

18250

16360

15470

14480

13450

12360

11060

9300

7170

62000

20910

19180

17350

16440

15490

14480

13380

12140

10420

8420

60000

21830

20110

18340

17420

16490

15500

14410

13210

11520

9650

58000

22740

21040

19330

18390

17500

16530

15440

14270

12620

10880

56000

23720

22040

20340

19390

18550

17590

16520

15380

13830

12100

54000

24730

23070

21370

20390

19630

18660

17630

16510

15090

13320

52000

25640

24130

22430

21460

20680

19730

18740

17670

16370

14620

50000

-

25220

23540

22610

21700

20780

19860

18870

17660

16010

48000

-

-

24670

23770

22770

21870

20990

20050

18930

17420

46000

-

-

25860

24980

24020

23060

22150

21170

20080

18900

44000

-

-

-

26150

25240

24250

23310

22300

21250

20370

42000

-

-

-

-

-

25520

24610

23600

22550

21550

•In Icing Conditions with the Ice Protection Systems “ON”: subtract 4750 ft from single engine service ceiling.

DATE: 20th April, 2020

REVISION: 2

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Maximum Certified Altitude is 25000 ft Altitudes higher than 25000 ft are for interpolation purpose only.

The tables presented in the AOM 4.2.3 present the time, the distance and the fuel needed from cruising altitude until reaching a given MEA / MORA / safe altitude. EXAMPLE: Temp.:

ISA + 35°C

MEA:

16000 ft

Cruising Level: 21000 ft Weight:

58000 lb.

Result: 13 min / 47 NM / 290 lb. This means, it takes 13 min, 47 NM and 290 lb. to descend from 21000 ft PA to a PA of 16000 ft. It would take 31 min, 105 NM and 712 lb. if the MEA / MORA would be at 13000 ft. So, you may also calculate the time, distance and fuel from 16000 ft for a further driftdown to 13000 ft. driftdown from 21000 ft to 16000 ft = 13 min

47 NM

290 lb.

driftdown from 21000 ft to 13000 ft = 31 min

105 NM

712 lb.

58 NM

422 lb.

16000 - 13000 ft =

18 min

The single engine net ceiling would be 10880 ft for 58000 lb. at ISA + 35°C (Single engine service ceiling) All tables are made out for ICE PROTECTION SYSTEMS “ON”. Only a very modest improvement of the driftdown figures may be achieved with ICE PROTECTION SYSTEMS “OFF”.

DATE: 20th April, 2020

REVISION: 2

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Driftdown Profile It is the responsibility of the operator to include driftdown procedures whenever these procedures are required for those route sectors in the airline’s route network which are “critical”. To define which sector is critical, the highest MEA / MORA / safe altitude in the route network shall be depicted from the airway charts. In case all MEAs / MORAs in the airline’s route work should be at / below 12000 ft, there is no need for the presentation of driftdown profiles. However, in case there would be a route showing a MEA of 15000 ft (for example) there would be a requirement to show a driftdown procedure. Currently Biman Dash8s are not operating in any critical route. On this page below an example for a zero wind condition is shown. The example shows a critical route sector of 80 NM at a MEA of 16000 ft. The driftdown tables show a distance of 47 NM (zero wind) to driftdown from 21000 ft to 16000 ft. So, the driftdown profiles clear the critical edge by 7 NM horizontally on both directions.

DATE: 20th April, 2020

REVISION: 2

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ENGINE FAILURE / FIRE / CRITICAL MALFUNCTIONS ON APPROACH Engine Failure / Fire above 1000 ft AGL: • • -

• •

A go-around must be initiated if engine failure/fire caused any abrupt change on aircraft attitude and flight profile. The approach maybe continues in Captain’s discretion if crew could manage to be stabilized by 1000 ft AGL. In this case: Increase power to maintain speed and glide slope, Shutdown the affected engine (Engine Fail/Fire Shutdown Procedure only). In case of Flap 35 landing, the aircraft will not meet performance requirements in a GA on one engine and 35° flap. it is preferable to continue the approach with Flap 15. If the decision is made to reduce the flap setting from 35 to 15, increase power to maintain minimum speed VREF 35 +10 knots (max VREF 35 +20 knots) then select flaps to Flap 15 and set the GPWS flap selector to 15. If a go-around is required, confirm the flaps are 15°. Continue single engine approach and landing. Do the ‘ON GROUND NON-NORMAL’ checklist after stopping on the runway followed by ‘AFTER LANDING’ checklist. If landing performance requires 35° flap, then divert. In single engine, AP cannot be used below 1000 ft AGL.

Critical Malfunctions above 1000 ft AGL: • •

•

In case of any critical system malfunction, discontinue the approach. It is advisable to HOLD (if time permits) at a safe distance and altitude. Then sort out the malfunction and if applicable revise the landing performance before commencing another approach. If available use the AP as long as possible.

Engine Failure / Fire below 1000 ft AGL: • •

In case of an engine fire, it is recommended to continue the approach and do the ‘ENGINE FIRE (On Ground)’ checklist after landing. If engine failure occurs, then Single Engine GA must be initiated.

Critical Malfunctions below 1000 ft AGL: •

A go-around is recommended in case of any critical system failure below 1000 ft AGL on approach.

DATE: 20th April, 2020

REVISION: 2

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Single Engine Missed Approach / Rejected Landing Procedure Event Decision to go-around

Positive rate of climb (Altimeter & VSI)

Acceleration altitude (1000 ft AGL)

PF Simultaneously: Advances power levers to detent, Presses GA button (as required), Rotates the nose of the aircraft to approximately 10°. “Go-Around, set Power”

PM Sets Condition Levers to MAX, Sets POWER Levers to detent, Checks NTOP power setting on ED and observes torque matches the torque bugs “Power Set”

If landing flap 35 selected: “Flap 15”

Selects flap as requested

Maintains a minimum airspeed of not less than VGA.

Observes positive rate “Positive Rate”

“Gear Up, HDG SEL / ALT SEL”

Selects Landing Gear Lever UP, Selects HDG, ALT SEL and confirms correct altitude selected “HDG and ALT SEL Selected” “Acceleration Altitude”

“Alt Hold, Engage Auto-pilot” and accelerates through VFRI

At VFRI

Selects ALT and engages AP “V FRI”

“Flap 0 Selects Flap 0 At VCLIMB

“V CLIMB” “Set IAS V CLIMB, bleeds ON” Sets IAS VCLIMB Selects Bleeds - ON / MAX on operating engine, Confirms MCP power rating on ED Calls “Power Set”

After level off at Missed Approach altitude

DATE: 20th April, 2020

“After take-off checklist” Carry out ‘AFTER TAKE-OFF’ checklist

REVISION: 2

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Single Engine Missed Approach / Rejected Landing Profile

DATE: 20th April, 2020

REVISION: 2

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EMERGENCY EVACUATION Coordination between Cockpit Crews An evacuation must be performed without delay if remaining on board would put the passengers’ health or lives in danger. If a fire is successfully extinguished in the air, there is no need for an automatic evacuation after landing but a precautionary rapid disembarkation maybe carried out as soon as possible. The evacuation drills are split between the Captain and the First Officer. Once the aircraft comes to a complete stop, the Captain sets the Emergency/Parking Brake ON and continue the drill as follows:

Evacuation Drill EVENT Once the airplane has stopped completely

Evacuation required

CAPT. (LH) EMERG Brake………………………………………………… ON Commands on PA: “Cabin crew standby at stations”

EMERG Brake………………………………………………… ON POWER Levers………………………………………………DISC Condition Levers…………………………………… Fuel OFF Pull Fuel/Hyd Off handles (Both) ….………….…. Pull Commands on PA: “Evacuate left/right--- (3x)” Emergency Lights………………………………….……… ON External Power / APU………………………….………. OFF Battery Master………………………….………………… OFF Assist in evacuation as required

F/O (RH)

Access the problem with Captain and carry out appropriate Non-Normal Checklist.

Leaves the flight compartment to assist in the evacuation

The Capt. and F/O leave the aircraft by the best escape route, this may be the escape hatch using the escape rope. The pilots then assist the evacuation. In the event of a pilot being incapacitated prior to or during the Emergency Evacuation, the remaining crew member is to complete all actions.

Coordination between Cockpit Crew and Cabin Crew Automatic immediate evacuation is not recommended after a landing or a rejected takeoff if the aircraft stops on a paved surface (runway, stopway, taxiway, etc.). The cabin crew shall not evacuate without consulting with the cockpit unless loss of life is feared due to fire or smoke inside the cabin. Flight crew must assure the cabin crew and passengers, as soon as possible, that they are in control of the situation. By announcement made using the PA, Interphone to DATE: 20th April, 2020

REVISION: 2

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all stations or by physical means (in that order). Cockpit crew shall establish communication at the earliest but not later than 90 secs after the aircraft has stopped. In the event of a runway excursion after landing or rejected takeoff, cabin crew shall at first try to contact the cockpit by interphone, megaphone or loud voice through the cockpit door. If no assuring communication from the cockpit has occurred in ninety seconds, and all attempts to contact the cockpit have failed, the cabin crew shall commence evacuation. All, or maximum possible cabin emergency exits shall be opened and by judging the outside condition appropriate exits shall be availed. The exact phrase (for all aircraft type) of assurance from cockpit shall be: “Cabin crew standby at stations” After this initial assurance, when the aircraft is adjudged to be out of danger, the Captain must make further announcement in calm voice to remove panic situation in the cabin. This announcement shall at least use the following phrases: “Please be seated. Cabin crew resume normal” In the event the cockpit crews decide that evacuation is the safer choice, the cockpit to cabin communication shall be done using the exact phrase, which is either of: “Evacuate aircraft---- (3x)” or, if appropriate, “Evacuate left/right---- (3x)” The EVAC COMMAND system shall be switched on by any crew member (cockpit or cabin) who has heard the command. NOTE: The ninety-second rule is based on the cockpit actions that may be required to handle the fire, retract spoilers, depressurize, perform EVAC checklist and evaluate evacuation requirement. It may be reminded that in emergency situation 90 seconds appear as a very long time to the people in waiting. Emergency Evacuation shall automatically follow: i) a planned landing on unprepared surface, or ii) planned ditching on a water body, or iii) planned landing with abnormal gear configuration. Evacuation must be immediately carried out by the conscious crew without waiting for any sort of command. In situations of fire/smoke inside the cabin, cracked open fuselage or aircraft ending up on water body after a landing/rejected takeoff, immediate automatic evacuation shall be affected. In these unplanned situations when the automatic evacuation is warranted, the cabin chief should attempt to establish communication with cockpit and vice versa. If a cockpit announcement has been made, the cabin crew must follow the instructions. For further information, please refer to SEEP Manual.

DATE: 20th April, 2020

REVISION: 2

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DIVERSION General An airplane may be considered to have diverted when it proceeds to an airport other than the planned destination. Possible reasons for diversion may include: • • •

Meteorological conditions enroute or at the destination, Technical reasons requiring a landing at the nearest suitable airport, Medical problems.

Diversion Procedure In case of diversion consider the following items: -

-

Confirm diversion airfield weather is suitable, Inform ATC (Intention, endurance and POB), Set route in FMS and update current fuel Note time, Once aircraft is set up at the speeds specified below, use the FUEL PAGE on the FMS to calculate fuel overhead alternate and compare with Final Reserve Fuel (FRF allows 30 mins holding at 1500ft in ISA conditions), Arrange handling agents Inform Biman Ops on 131.6 or via handling agents.

The following table is Long Range Cruise Setting for ISA+20°c and FL 80: Weight (lb) 42000 46000 50000 54000 58000 62000 64000

IAS (kt) 212 216 218 220 224 230 231

Torque (%) 34.2 36.3 38.0 39.7 42.6 46.0 47.1

NOTE: - ICE PROTECTION SYSTEM “ON”: Increase Torque by 0.3% - For more accurate information refer to AOM Chapter 5.

DATE: 20th April, 2020

REVISION: 2

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Alternate Planning Conditions: • • •

MINIMUM FUEL FOR ALTERNATE: 1000 lb (90 NM) (Recommendation) Data include 2 min and 49 lb approach and landing allowance Data also include 2 min and 98 lb for missed approach allowance

Alternate Planning Table: Climb Type II, Long Range Cruise, Descent Type II 50 kt Tailwind

Zero Wind

50 kt Headwind

SAD (NM)

FL

TIME (h:min)

FUEL (lb)

TIME (h:min)

FUEL (lb)

TIME (h:min)

FUEL (lb)

50

40

0:15

549

0:18

635

0:21

763

75

80

0:21

734

0:25

851

0:30

1027

100

160

0:27

906

0:31

1034

0:37

1219

125

180

0:32

1052

0:37

1199

0:44

1415

150

200

0:36

1195

0:42

1362

0:51

1607

175

220

0:41

1334

0:48

1519

0:58

1788

200

240

0:46

1468

0:53

1671

1:03

1960

225

240

0:50

1594

0:58

1819

1:10

2141

250

240

0:55

1720

1:04

1967

1:16

2321

50

40

0:15

551

0:17

633

0:21

756

75

80

0:21

734

0:24

849

0:29

1021

100

150

0:26

908

0:30

1038

0:36

1221

125

160

0:31

1058

0:35

1210

0:42

1429

150

180

0:35

1199

0:41

1371

0:49

1618

175

200

0:40

1338

0:46

1528

0:55

1799

200

220

0:45

1477

0:52

1684

1:02

1978

225

220

0:49

1607

0:57

1836

1:08

2165

250

220

0:54

1739

1:02

1991

1:15

2352

50

40

0:15

549

0:17

631

0:20

752

75

80

0:21

734

0:24

847

0:28

1012

100

140

0:26

906

0:30

1038

0:35

1226

125

150

0:30

1063

0:35

1217

0:42

1440

150

170

0:35

1208

0:40

1382

0:48

1631

175

180

0:40

1349

0:46

1545

0:54

1825

200

200

0:44

1488

0:51

1702

1:01

2006

225

200

0:49

1627

0:56

1865

1:07

2202

250

210

0:53

1761

1:01

2019

1:13

2385

DATE: 20th April, 2020

REVISION: 2

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Transit certification by PIC in case of diversion of aircraft In case an aircraft diverts from its scheduled flight route and lands at a station within or outside Biman’s scheduled network, the Pilot in Command (PIC) will carry out the transit check as applicable and sign the aircraft maintenance log, provided: a) No engineering personnel of Biman or authorized Technical Handling Agency is available at the airport to perform the ‘Transit’ or applicable check/service. b) No defect on the aircraft which requires Maintenance Action of any kind before release for flight. c) If any defect exists but is/are covered under MEL and no Maintenance Task of any kind is indicated in the ITEMS REQUIRED column of the MEL for the inoperative system/component, the aircraft may be released under the MEL quoting the applicable reference. d) At the next destination (place of landing) of the aircraft, the ‘Transit’ or applicable check must be certified by an authorized Maintenance Engineer. e) The PIC has been authorized by CAAB to perform ‘Transit’ Certification on the aircraft type.

DATE: 20th April, 2020

REVISION: 2

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EMERGENCY DESCENT General This emergency descent procedure is designed to bring the aircraft down smoothly to a safe altitude in the minimum time following a rapid depressurization. Use of the automated resources (AP/FD) is recommended. The PF flies the descent. If the Captain is not PF at the time of the failure and elects to take over, a positive handover of control must be made. The prime consideration of the flight crew is self-protection, so the airplane can be flown safely to a lower altitude to protect the passengers. An Emergency Descent, if required, is normally carried out at VMO. If the structural integrity of the airplane is in doubt, however, limit the descent airspeed as much as possible and avoid high maneuvering loads. Moving the condition levers to MAX increases drag in order that the descent to lower altitude may be done in a timely fashion. Do not make a steeper descent than the situation warrants. Target should be to descent to an altitude below 10000 ft but recommended initial level-off altitude is 14000 ft or the Minimum Enroute Altitude, whichever is higher. From 14000 to 10000 ft descent must be made at max. of 500 ft per minute or less.

DATE: 20th April, 2020

REVISION: 2

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Emergency Descent Procedure Event First indication of Rapid Depressurization

PF PM Crew Member noting abnormality calls “Cabin pressure” Confirm AP……………………….………………... ON Don oxygen mask ……………….… 100% EMER Passenger Signs………………………….…….… ON

Don oxygen mask ……... 100% EMER Both Audio Panels…………...…. MASK

Altitude Selector…………….……. Set and Arm (Below 14000 ft or MEA whichever is higher) IAS…………………….…. Set VMO or as required (If structural integrity is in doubt, limit airspeed as much as possible and avoid high maneuvering loads) Power Levers……………………….… FLIGHT IDLE Condition Levers………………………………. MAX

ATC……………. Advise “MAYDAY (3x), commencing emergency descent” Transponder……………. Squawk 7700

Command “Emergency descent checklist”

Completes ‘EMERGENCY DESCENT’ checklist.

2000 ft to level off

“2000 feet to go” “Checked”

After level off at safe altitude

Unpressurized flight

Oxygen mask………………………………………. Off Commands on PA: “Cabin crew, descent completed” “Unpressurized flight checklist”

DATE: 20th April, 2020

REVISION: 2

Oxygen mask…………………….……. Off Both Audio Panels…….………. BOOM

Completes ‘UNPRESSURIZED FLIGHT’ checklist.

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Emergency Descent Profile

DATE: 20th April, 2020

REVISION: 2

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EGPWS General The EGPWS is a terrain awareness and alerting system providing terrain alerting and terrain display functions. It provides alerts for excessive glideslope deviation, flaps or landing gear not in landing configuration and provides bank angle and altitude callouts. Additionally, the EGPWS uses internal terrain, obstacles and airport databases to predict a potential conflict between airplane flight path and terrain or an obstacle. Terrain / Obstacle Displays The terrain Awareness Alerting and Display function maintains a Background Display of local terrain forward of the airplane for optional flight compartment display. The background terrain is depicted as variable dot patterns in green, yellow or red. The density and color being a function of how close the terrain or obstacle is relative to airplane altitude.

EGPWS Standard Terrain Background Display

DATE: 20th April, 2020

REVISION: 2

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In-Flight Procedures EGPWS data is to be displayed on at least one MFD at all times when operating in areas of high terrain and when at or below MSA. EGPWS CAUTIONS

PILOT RESPONSE

“SINK RATE” “TERRAIN ,TERRAIN” “DON’T SINK” “TOO LOW – FLAPS” “TOO LOW – GEAR”

Take appropriate action to correct the unsafe condition

“CAUTION TERRAIN” “CAUTION OBSTACLE” “BANK ANGLE” “GLIDESLOPE” EGPWS WARNINGS “TOO LOW – TERRAIN”

PILOT RESPONSE

“TERRAIN PULL UP” Immediately initiate ‘Terrain Recovery Procedure’ “OBSTACLE PULL UP” “PULL UP”

DATE: 20th April, 2020

REVISION: 2

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Terrain Recovery Procedure PF

PM

Commands “Terrain recovery” Simultaneously: • • •

• • •

• • •

•

• •

Selects GA Advances Power Levers to detent Smoothly rotates aircraft to go-around attitude

• • • •

Sets Condition Levers to MAX Confirms NTOP power on ED Calls “Power Set” Monitors radar altimeter and calls “Terrain closing” If separation from the ground is still decreasing

If Aircraft Still Closing on Terrain Advances Power Levers to maximum available power (firewall) Increases pitch attitude sufficient to obtain positive separation from terrain Do Not allow airspeed to decrease below V2 / VGA If Stick Shaker Occurs and / or Airspeed Tape Turns Red Immediately reduces pitch attitude to silence shaker Achieves an airspeed above the low speed cue Adjusts pitch to return to V2 / VGA Aircraft Climbing Away from Terrain Continues climb as required to safe altitude • Monitors radar altitude and baro altitude to determine when airplane is safely clear of obstacles or terrain • Calls “ feet” Once Clear of Terrain Reduces power and pitch attitude appropriate to • Calls “Clear of terrain” the phase of flight • Advises ATC of any deviation to Reconfigures aircraft as necessary clearance

Do Not change gear or flap configuration until aircraft is clear of terrain. The Low Speed Cue on the Q400 aircraft has been designed to overcome the Limitations associated with the stick shaker at high power settings and function as a visual airspeed barrier. The cue will always display an appropriate minimum airspeed for control of the aircraft regardless of weight, flap or power setting. As a result, terrain recoveries can be flown using the low speed cue as an aid to prevent an unacceptable low airspeed condition.

DATE: 20th April, 2020

REVISION: 2

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TCAS General To monitor the traffics, it is recommended to keep one of the MFD’s range below 40 NM and TCAS display ON at all time when airborne and when on the Runway. Selection of Surveillance Area Phase Takeoff and Climb Cruise, Descent, Approach and Landing

Selection Above Below

Traffic Advisory (TA) Announcements “TRAFFIC, TRAFFIC” • Conduct visual search for the intruder. Resolution Advisory (RA) Announcements 1. “CLIMB, CLIMB” • Climb at rate shown on the green arc of the IVSI / PFD. 2. “DESCEND, DESCEND” • Descend at rate shown on the green arc of the IVSI / PFD. 3. “ADJUST VERTICAL SPEED, ADJUST” • Adjust rate of descent or climb to that shown on IVSI / PFD. 4. “MONITOR VERTICAL SPEED” • Monitor present vertical speed to prevent entering restricted red arc speed. 5. “CLEAR OF CONFLICT” • Range is increasing and separation is adequate return to previous ATC assigned altitude. 6. “CLIMB, CROSSING CLIMB, CLIMB, CROSSING CLIMB” • Safe separation will be best achieved by climbing through the intruder’s flight path. 7. “DESCEND, CROSSING, DESCEND, DESCEND, CROSSING DESCEND” • Safe separation will best be achieved by descending through the intruder’s flight path. 8. “MAINTAIN VERTICAL SPEED, MAINTAIN” • Maintain present vertical speed to prevent entering restricted red arc speed. 9. “MAINTAIN VERTICAL SPEED, CROSSING MAINTAIN” • Maintain present vertical speed to prevent entering restricted red arc speed. Indicates that own flight path will cross that of intruder. The following voice messages are announced when the initial RA does not provide sufficient vertical separation from an intruder: 1. “INCREASE CLIMB, INCREASE CLIMB” (received after “CLIMB” advisory) • Additional climb rate is required. 2. “INCREASE DESCENT, INCREASE DESCENT” (received after “DESCEND” advisory) • Additional descent rate is required. 3. “CLIMB-CLIMB NOW, CLIMB-CLIMB NOW” (received after “DESCEND” advisory) DATE: 20th April, 2020

REVISION: 2

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•

A reversal from a descent to a climb condition is required to provide adequate vertical separation. 4. “DESCEND-DESCEND NOW, DESCEND-DESCEND NOW” (received after “CLIMB” advisory) • A reversal from a climb to a descent condition is required to provide adequate vertical separation.

Traffic Collision Avoidance Procedure Event Traffic Advisory (TA)

PF -Locate the traffic on the MFD and may consider change the flight path.

Resolution Advisory (RA) -Take whatever Resolution Advisory climb or descent is directed by the TCAS. - Disconnect the autopilot and immediately adjust the flight profile.

Clear of the conflict and the RA is cancelled

- Return the airplane to the original assigned altitude as promptly as possible. AP……………………………… Engage

PM -Look outside for the traffic. Landing lights………………………….…... ON ATC………………….... Inform TA and flight path change Seat belt sign………………………….…… ON Advise ATC: “TCAS RA”

-Continue to look for the traffic and ensure the PF has met the RA directed by TCAS. Advise ATC: “Clear of conflict, returning to (assigned clearance)” or “Clear of conflict (assigned clearance), resumed” Landing lights…………………………….... Off Seat belt sign…………………….... As Req’d

DATE: 20th April, 2020

REVISION: 2

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WAKE TURBULANCE General Wake turbulence is caused by wing tip vortices. The vortices are strongest behind a heavy, slow and clean airplane (flaps and slats retracted); they can induce powerful rolling moments and pitch disturbances. Vortices produced near the ground sink and attach themselves to the surface; in light winds, especially quartering tail winds, they will linger on or near the runway for some time. ATC will provide separation between aircraft, but it is still the pilots’ responsibility to avoid wake turbulence. The following considerations will help avoid encounters: • • • • • • • • •

Be aware of wake turbulence when holding near a runway. Before crossing a runway, wait a few minutes after a large airplane has taken off or landed. When taking off behind a larger airplane plan to rotate before the larger airplane’s rotation point. Climb above and upwind of the larger airplane’s climb path until clear of its wake. Do Not fly below and behind a large airplane’s flight path. If landing after a departing airplane, touchdown before its rotation point. If landing after a large airplane, stay above the other airplane’s path and land after its touchdown point. A go around maybe considered if encounter wake turbulence on approach. When landing after a large airplane on a parallel runway closer than 2500 ft (800 m), beware of possible drifting of the vortex to your runway.

Wake Turbulence Category and Separation Wake turbulence category of Dash8 Q400 is ‘Medium’ as per ICAO and ‘Large’ for FAA. When departing behind, the separation time starts from the rotation of the preceding aircraft. Following are the minimum separation time and distance between Dash8 and other aircrafts: Follower Leader Super Heavy Medium Light

DATE: 20th April, 2020

Full RWY 3 mins 2 mins -

Medium (Dash8 Q400) Departure Intermediate part 3 mins 3 mins -

REVISION: 2

Arrival 7 NM 5 NM -

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WINDSHEAR General Windshear is defined as a sudden change in air mass direction and speed lasting for a measurable period of time (as opposed to simple turbulence). While many windshear encounters have been related to weather fronts, strong surface winds, mountain waves etc., the worst encounters have involved wet microburst / downburst phenomena associated with thunderstorms. A microburst or downburst is a shaft of high velocity air moving down from the core of a convective cloud to the ground where it spreads out in a gust front in all directions. The wind component is mostly horizontal at altitudes below 500 ft. When windshear is suspected, avoid large power reductions and excessive trim changes in response to sudden airspeed increases as these may be followed quickly by sudden decreases. Crew actions are divided into 3 areas: Avoidance, Precautions and Recovery. 1. Windshear Avoidance: Avoid areas of known severe windshear. If severe windshear is indicated, delay take-off or do not continue an approach until conditions improve. 2. Windshear Precautions: - Takeoff: Do Not use a reduced power take-off; use normal take-off power if there are any reports of windshear in the area. Use the longest suitable runway, provided it is clear of areas of known windshear. Be alert for airspeed fluctuations during take-off and initial climb. Airspeed fluctuations may be the first indication of windshear. Rotate at the normal pitch rate to the normal take-off pitch attitude. Minimize reductions from this initial attitude until terrain and obstacle clearance is assured. - Approach: Select the minimum approach / landing flap position consistent with field length and WAT (Weight Altitude Temperature). Limit and add an appropriate wind correction to VAPP (correction applied in the same manner as gust correction). Avoid large power reductions or trim changes in response to sudden airspeed increases as these may be followed by airspeed decreases. Closely monitor the vertical flight path instruments, specifically vertical speed, altimeters and glideslope indicators - increasing the normal cross check between these instruments and the flight director commands. 3. Windshear Recovery: The flight crew must make the determination of marginal flight path control using all the information available in the flight compartment and react promptly. This determination is subjective and based on the pilots' judgment of the situation. As a guideline, marginal flight path control may be indicated by uncontrolled changes from normal steady state flight conditions in excess of: • 10 kt indicated airspeed • 500 ft/min vertical speed • 5° pitch attitude • 1 dot displacement from the glideslope

DATE: 20th April, 2020

REVISION: 2

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The following action is recommended when preventative action is not successful, or whenever flight path control becomes marginal below 500 ft above the ground on take-off or landing: • Initial response - Apply NTOP (detent) power / Rotate to known GA (Go Around) attitude Provides a fixed pitch target in turbulence • Do Not change configuration unless flight path under control. Aircraft still descending: • Increase thrust and pitch attitude - Firewall power - Increase pitch target sufficient to stop descent, but Do Not allow airspeed to decrease below V2 / VGA - Maintain the pitch attitude that achieves V2 / VGA airspeed • Stick shaker activates and / or airspeed tape turns red: Should the stick shaker activate and / or airspeed tape turn red in turbulence (Alternate Symbology aircraft), immediately reduce the pitch attitude sufficient to silence the shaker and achieve an airspeed above the low speed cue. In the event this should occur close to the ground, maintain the pitch attitude which silences the shaker, until terrain contact is no longer a factor, then allow the aircraft to accelerate back to V2 / VGA. • Continue climb until clear of terrain. Clear of terrain: • •

Reduce power and pitch attitude appropriate to the phase of flight. Reconfigure aircraft as necessary.

DATE: 20th April, 2020

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Windshear In-Flight Recovery Procedure PF Commands “WINDSHEAR” Simultaneously select GA, advance Power Levers to detent and smoothly rotate aircraft to GA attitude

PM

Sets Condition Levers to MAX Confirms NTOP power on ED Calls “Power Set” Monitor radio altimeter and IVSI, Calls “ feet climbing” or “ feet descending”

Aircraft still descending Advance Power Levers to maximum available power (firewall) Increase pitch attitude sufficient to stop descent. Do not allow airspeed to decrease below V2 / VGA If Stick Shaker occurs and / or Airspeed tape turns red Immediately reduce pitch attitude to silence shaker and achieve an airspeed above the low speed cue then adjust pitch to return to V2 / VGA Aircraft climbing away from terrain Continue climb as required to safe altitude Monitors radar altitude and baro altitude to determine when airplane is safely clear of obstacles or terrain Calls “ feet” Once clear of terrain Reduce power and pitch attitude appropriate to the phase of flight Calls “Clear of terrain” Reconfigure aircraft as necessary Advise ATC of any deviation to clearance

• •

Do Not change gear or flap configuration if the vertical flight path is not under control. Unlike a jet aircraft, it is not permissible to continue to increase pitch attitude until stick shaker occurs. Windshear recoveries can be flown using the low speed cue as an aid to prevent an unacceptable low airspeed condition.

DATE: 20th April, 2020

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WET RUNWAY OPERATION Definition Wet Runway: A runway is considered wet when there is sufficient moisture on the runway surface to cause it to appear reflective, but without significant areas of standing water (or equivalent).

Limitations: • • • •

Maximum crosswind for takeoff and landing is 32 kts Takeoff with Anti-skid brake system not permitted, Takeoff with inoperative Flight Spoilers in ground mode is prohibited. Aquaplaning Speeds: - For Takeoff = 107 kts GS - For Landing = 92 kts GS

V1 Correction when Taking Off from a Wet Runway: When using the V1 = VR concept, or when using a V1/VR-ratio other than 1, the V1 speed for a wet runway shall be reduced by: 8 kts – 0.1 kt for each kt headwind or 8 kts + 0.3 kt for each kt tailwind However, the minimum V1 shall never be less than: • • •

97 KIAS for 5° flaps take-off 96 KIAS for 10° flaps take-off 96 KIAS for 15° flaps take-off

Takeoff and Landing procedure on Wet Runway Eng Intake Bypass doors………………………OPEN/HTR Beware of hydroplaning on the runway. A positive touchdown is recommended.

DATE: 20th April, 2020

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CONTAMINITAED RUNWAY OPERATION Definition Contaminated Runway: A runway is considered to be contaminated when more than 25% of the runway surface area (whether in isolated areas or not) within the required length and width being used is covered by following: • • • •

Standing water, Slush, Loose snow, Snow which has been compressed into a solid weight which resists further compression and will hold together or break into lumps if picked up (= COMPACTED SNOW), or • Ice, including wet ice (braking effectivity is expected to be very low). NOTE: Runways with water depths, slush or loose snow less than 3 mm (0.125 in), may be considered not contaminated provided braking is considered good.

Limitations • •

Take-off with reduced power is prohibited, Operation from runways contaminated with standing water, slush or loose snow - Maximum operating altitude for take-off and landing is 6000 ft ASL - The maximum permitted WED of contaminate is 15 mm (0.59 in) - The maximum permitted depth of contaminate is 6 cm (2.4 in) - For WED greater than 3 mm (0.125 in), selection of power levers aft of DISC is prohibited - The maximum crosswind component for take-off and landing is 14 kt • Operation from runways contaminated with compacted snow - The maximum crosswind component for take-off and landing is 20 kt Caution: Operation in crosswinds on runways contaminated with wet ice is not Recommended

Performance For performance calculation refer to AOM 4.1.4.

Taxi on Low Friction Surfaces When taxying on low friction surfaces maintain a low forward speed. Use nosewheel steering for directional control, supported by gentle use of asymmetric braking and asymmetric thrust. If the nosewheel steering is moved rapidly or selected to large angles, nosewheel skidding can occur; reducing the nosewheel steering demand restores nosewheel adhesion.

DATE: 20th April, 2020

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Take-off A layer of contaminant will increase wheel drag during the take-off roll, particularly at higher speeds. Consequently, the distance required to accelerate will be increased. The maximum allowable water equivalent depth of contaminant allowed for take-off is 15 mm. a continuous layer of very dry snow (density 0.2 kg/litre or less) must not exceed 60 mm. Take-off Procedure on Contaminated or Low Friction Runways: • Flight Spoilers and Anti-skid brakes must be serviceable. • Reduced Power must not be used. • Keep Engine Intake Bypass Doors OPEN/HTR • The take-off flap setting must be the Optimum as shown on the GWC • A rolling take-off should be used on low friction surfaces. • Maintain control column slightly forward of neutral on a low friction surface. • Delay gear retraction if performance is not limiting to remove contaminant. Anticipate a lag in nosewheel steering and the possibility of nosewheel skidding. Apply corrections as necessary. Use aerodynamic control as soon as it becomes available. Ailerons can increase directional control in the range 60 to 100 knots. Avoid large rudder inputs.

Landing Use full DISCing; the use of reverse thrust is not recommended unless absolutely necessary to stop the aircraft in the remaining runway available Do not be tempted to take a high -speed turnoff at excessive speed. Taxiways are often more slippery than runways. Landing Procedure on Contaminated Runways • • •

The preferred landing flap setting is 15°, Land at the correct speed, Aim for a positive touchdown and immediately retard the Power Levers into DISCing then lower the Nose wheel. • Leave the runway at low speed NOTE: No additional approach and landing speed increments are to be added to VREF-ICING. Speeds in excess of VREF-ICING may result in exceeded brake energy limits, Tire speeds and design landing loads, in addition to delays in WOW system operation. The Flap 35 landing field length on a contaminated runway must be increased by 400ft. Wet runways can cause aircraft hydroplaning. The factors that influence the occurrence of this phenomenon are high speed, standing water and poor runway macro-texture. When hydroplaning occurs, it causes a substantial loss of tire friction and wheel spin-up may not occur. Icy runways can be very slippery at all speeds depending on temperature. Stopping the aircraft with the least landing run must be emphasized when landing on wet or slippery runways. Apply brakes with moderate-to-firm pressure, smoothly and symmetrically, and let the anti-skid do its job. DATE: 20th April, 2020

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COLD WEATHER OPERATION General ICING CONDITIONS exist when: • • • • •

the Static Air Temperature (SAT) on the ground and for take-off is 10°C (50°F) or below, or the SAT in flight is 5°C (41°F) or below, and visible moisture in any form is present (such as clouds, fog with visibility of one statute mile or less, rain, snow, sleet or ice crystals). ice accretion on aerodynamic surfaces is not considered to exist at temperatures of - 40°C or below.

Icing Conditions also exist when: •

the SAT on the ground and for take-off is 10°C or below when operating on ramps, taxiways or runways where surface snow, ice, standing water or slush may be ingested by the engines or freeze on engines, nacelles or engine sensor probes.

WARNING: SEVERE ICING CONDITIONS: Flight into freezing rain, freezing drizzle or mixed icing conditions (super-cooled liquid water and ice crystals) may result in ice build-up on protected surfaces, exceeding the capability of the ice protection system or may result in ice forming aft of the protected surfaces. This ice may not be shed using the ice protection systems and may seriously degrade the performance and controllability of the airplane.

Ground De-icing / Anti-icing Air regulation stipulate that take-off is prohibited when frost, ice or snow is adhering to any critical surface of the airplane. This principle is referred to as “the clean airplane concept” and is essential to the maintenance of flight safety. Regardless of the de-icing and anti-icing procedures used, the only method of ensuring flight safety in icing conditions is by inspecting critical airplane surfaces and ensuring that they are clean before takeoff. The PIC has the ultimate responsibility to determine whether or not the airplane is safe to fly. Frost less than 3 mm in depth is permitted on the underside of the fuel tank area of the wing. This poses no concern. The frost accumulation will dissipate as of post engine start, due to heat transfer from the fuel tanks. A thin layer of hoar frost on the upper surface of the fuselage is not considered to be critical and can remain on the fuselage for take-off. Provided all vents and ports are clear of the frost and it is possible to distinguish fuselage surface features (markings and lines). DATE: 20th April, 2020

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Holdover Times (HOT): Holdover Time is the estimated time which anti-icing fluid will prevent ice, snow and / or frost from forming or collecting on the treated surfaces of the airplane. Biman technical department publish a circular regarding ‘Holdover time guideline’ every year. DE-ICING: De-icing is a procedure by which frost, ice or snow is removed from the airplane by applying hot water or a hot mixture of water and de-icing / anti-icing fluid. ANTI-ICING: Anti-icing consists of the application of a mixture of an anti-icing fluid or a mixture of antiicing fluid and water to the airplane to protect against the accumulation and adherence of frost, ice or snow to airplane surfaces before the condition exists. TYPE I FLUIDS: are used for de-icing and anti-icing but provide very limited anti-icing protection. TYPE II FLUIDS: TYPE II fluids are used for de-icing (when heated) and anti-icing and provide greater protection than do TYPE I. Because of its flow-off characteristics it is not considered suitable for airplane with rotation speeds < 100 kt. TYPE III FLUIDS: are a “thickened” fluid that has properties that lie between TYPES I and II. Because of its flow-off characteristics it is considered acceptable for airplane with rotation speeds below 100 kt TYPE IV FLUIDS: are similar to TYPE II fluids with a marked increase in holdover time capabilities. ONE-STEP DE-ICING / ANTI-ICING consists of the application full strength or water diluted de-icing / anti icing fluid, heated as necessary considering the ambient temperature and weather condition, to both remove and protect the surfaces from frost, ice or snow adherence and accumulation. TWO-STEP DE-ICING / ANTI-ICING consists of de-icing with hot water only or a hot mixture of water diluted de-icing / anti-icing fluid, followed immediately by anti-icing with an overspray of anti-icing fluid.

De-Icing Procedures Pre-Fluid Application Engines……………………………………………………………………………………………………………. Shutdown (if possible) If engines running: BLEED Air………………………………………………………………………………………………………………………………………. OFF De-icing Operator……………………………………………………………………………………………………………………. Advised • Engine must not ingest de-icing fluid. • Avoid direct spray on the following: - Intakes and exhausts, vents and drains - Air data probes and sensors / ports and AOA vanes - Windshields and all windows - Antennas • Do not spray hot fluid directly on cold windows. • Do not spray high-pressure fluid perpendicular to airplane surfaces. • Avoid forcing snow / ice into parings around flight control surfaces.

DATE: 20th April, 2020

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Configuration During Anti-Icing / De-Icing Procedures Two possible options are delaying flap deployment until just prior to take-off or deploying the flaps prior to de-icing / anti-icing so that the surfaces under these flaps are treated. With the second option, the holdover time and allowance time will be reduced due to the steeper angles of the flap in the deployed configuration. Delaying the flap deployment may be the preferred option for optimum protection from ice buildup. If it is necessary to remove contamination from the flaps, it may be best to deploy the flaps for de-icing and anti-icing and then retract them prior to taxi.

Post-Fluid Application Critical Areas……………………………………………………………………………………………………………………………. Inspect Flight Controls……………………………………………………………………………………………………………………Check / Free Following the application of de-icing or anti-icing fluids, it is strongly recommended that the pilot conduct a slow control throw of the elevator and aileron / spoiler control circuits. Move the control column and control wheel in both directions to the control stops. Should a restriction of the controls or an unusual control force be noted, a take-off must not be conducted until the affected control inspected for ice contamination and if required, another application of de-icing or anti-icing fluid is applied. • Ensure the following: - Airplane free of snow, ice and frost - Control surfaces clean - Protective covers removed - Engine inlets, pitot static ports, fuel tank vents, air conditioning inlets / exits, landing gear doors clear of snow / ice. NOTE: Refer to Biman Technical notice regarding ‘HOLDOVER TIME Guidelines’.

Taxi •

Ensure the following anti-ice systems are selected PITOT STATIC STBY, 1 & 2………………………………………………………………………………………… ON ENG INTAKE BYPASS DOORS……………………………………………………………………... OPEN / HTR

•

During taxi on slush covered surfaces, where possible, minimize taxi speeds to below 10 kt. Faster taxi speeds increase the chance of slush / contaminate entering the nose wheel bay. Where possible, avoid taxiing through deep slush. • Avoid using excessive power to taxi airplane as this may tend to displace any anti-icing fluid applied. • Avoid using reverse power on snow or slush covered runways, taxiways or ramps unless absolutely necessary, as snow, slush or water can become airborne and adhere to wing surfaces. • Allow a greater than normal distance between airplane to account for poor braking and turning performance on slippery surfaces. This will also reduce the possibility of snow or slush being DATE: 20th April, 2020 REVISION: 2 Page 174

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blown back into the airplane or hot exhaust gases melting snow on your airplane from which refreezing may occur.

Take-Off •

Before take-off into icing conditions, select all anti-ice systems, except airframe de-ice, as follows: ENG INTAKE BYPASS DOORS…………………………………………………………………….…. OPEN / HTR PROP TMR………………………………………………………………………………………………………………… ON DEICE PRESS…………………………………………………………………………………………. Check 18 ± 3 psi WINDSHIELD HEAT……………………………………………………………………………………………… NORM

•

• •

Selection of the REF SPEEDS switch raises the stall warning threshold; therefore, airspeed must be INCREASED to maintain adequate margin over stall warning following take-off and prior to selection of the switch to ON at 400 ft AGL. Before moving into position, re-check that the airplane is free of ice, snow or frost. Before brake release, check for stable engine operation. After setting take-off power, check to see that flight compartment indicators are normal. NOTE: The following performance implications must be considered for take-offs into icing conditions:

-

-

The AC generator electrical demand by the anti-icing systems takes power away from the propeller gear box, reducing net engine power available to the airplane. This results in increased take-off field lengths and reduced climb gradients and MAT limits. In addition to the reduction in net engine power due to electrical loads, the increased take-off speeds above 400 ft due to stall warning margins also degrade airplane performance. The combination of these factors results in decreased Final Take-off Climb gradients and increased 3rd segment distances.

•

For take-off on slush covered surfaces, accelerate through 40 kt IAS as rapidly as possible

Enroute, Climb, Cruise and Descent Before entering icing conditions or when “ICE DETECTED” message appears on the ED select all anti-ice systems and REF SPEEDS to INCR. In Icing Conditions monitor accumulation of ice on the airframe. Operate the airframe de-ice system in FAST or SLOW depending on the rate of accumulation. Do not wait for ice to build up before selecting airframe de-ice. Climb no slower than Enroute Climb Speed (VCLIMB) + 20 KIAS and, cruise and descend no slower than Flap 1.23 VS + 25 KIAS to account for the increase in stall speed of the airplane with ice accumulated on the boot surfaces between cycles and on unprotected surfaces. DATE: 20th April, 2020 REVISION: 2 Page 175

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These speed increments must be added whenever the REF SPEEDS switch is selected, regardless of whether or not ice has actually accumulated on the airplane. Monitor airplane climb rate and airspeed closely. Be prepared to increase propeller RPM and engine power if a significant loss of performance is noted. After flight in icing conditions leave the airframe de-ice system operating. Monitor the left and right wing leading edges and wing tips. The airplane is not considered to be aerodynamically clean until all ice is removed from the visible leading edges and wing tips. Once ice is no longer visible deselect de-icing and anti-icing systems and select the REF SPEEDS switch OFF

Holding and Approach Before entering the hold or commencing approach, re-confirm all anti-icing systems are selected. The AIRFRAME selector must be selected to FAST for the entire hold, approach and landing. When holding in icing conditions: -

The landing gear must be retracted, flaps at Flap 0° setting, and hold at an airspeed no slower than 190 KIAS.

Prior to commencing approach, revised approach, landing and go-around speeds must be calculated. Accumulated ice on the airframe extracts a small mass penalty on the airplane and combined with the increased approach and landing speeds, result in an increase in Landing Field Lengths and Brake Energies. The mass penalty on the airplane, as well as decreased net engine power due to electrical loads, combined with the increased go-around speed result in a reduction in Landing MAT limits and Approach and Balked Landing Climb gradients.

Landing The airplane should be flown to a firm touchdown at the aiming point. Immediately after main wheel touchdown, retard the Power Levers to DISC and lower the nose wheel to the runway to enhance directional control. Apply anti-skid brakes as required. On landing on slush covered surfaces, decelerate through 40 kt IAS to taxi speed 10 kt, as rapidly as possible. Let the anti-skid system do its work. Do Not pump the brake pedals. The anti-skid system will monitor the onset of tire skidding and modulate brake pressures to achieve maximum braking. Avoid the use of reverse thrust on icy or slippery runways. If reverse thrust is used in a crosswind, be prepared for a possible down-wind drift on slippery runways. To correct back to the runway centerline, advance the Power Levers toward Flight Idle and reduce braking. DATE: 20th April, 2020

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After regaining directional control, increase braking and select DISC. Do Not select reverse thrust unless required. If the Water Equivalent Depth (WED) of contaminant on the runway surface is greater than 3 mm (0.125 in), selection of Power Levers aft of DISC is prohibited to avoid ingesting contaminant into the engines and suffering a possible flame-out. Do Not attempt to turn off the runway until speed has been reduced to a manageable level.

Parking 1. Remove the snow, slush, or ice from the area where you will park the airplane. NOTE:

If this is not possible, remove the contamination around the tires of the main and the nose landing gear only. If you do not do this, the tires can freeze to the ground

2. Park the airplane. 3. Remove all snow, slush, or ice from the engine intakes and exhausts. 4. Install all plugs and covers supplied for the airplane. NOTE:

In very cold weather, apply a thin brush layer of anti-icing fluid to the covers or they can freeze to the airplane.

5. If you will park the airplane in the cold for a long time, do the steps that follow: a) Drain the fluid from the lavatory tank and the warm water wash system. b) Drain the galley liquid containers. c) Close all airplane doors. 6. If you park the airplane in ambient temperatures lower than - 20°C (- 4°F), the battery temperatures shown on the electrical page of the multi-function display (written as the “MFD” in this procedure) must be equal to or greater than - 20°C (- 4°F) prior to dispatch. NOTE:

There is no battery temperature limitation to start the engines or the auxiliary power unit.

7. If you park the airplane in temperatures lower than - 15°C (5°F) for longer than 3 h, you must permit a warm-up period for the displays that follow before they become functional: PFD, MFD, ED, ARCDU, STBY VHF#1, FMS.

DATE: 20th April, 2020

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PILOT INCAPACITATION General Incapacitation occurs in many forms ranging from sudden death to subtle, partial loss of mental or physical performance. Subtle incapacitation is the most dangerous and is the most common type encountered. One of the keys to early and effective recognition of pilot incapacitation is the strict adherence to standard operating procedures, call-outs and flight profiles. Suspicion of some degree of incapacitation should be considered when a crew member does not respond to verbal communication associated with a significant departure from a standardized procedure or profile. Incapacitation must be suspected when a Flight crew member does not respond to : -

Two verbal communications when above 1000 feet AAL. One verbal communication when below 1000 feet AAL. Any verbal communication associated with a significant deviation from the intended flight path. A system malfunctions.

Whenever the PM advises the PF of a deviation from the intended flight profile, the PF shall take immediate action and announce, “Correcting”. If the PF does not respond immediately, the PM shall call the deviation a 2nd time, and if there is still no response from the PF, the PM shall assume pilot incapacitation, assume immediate control of the airplane and announce, “I have control”.

Action in the event of pilot incapacitation Whenever Pilot incapacitation may be suspected or is obvious, the following steps shall be taken by the other pilot: -

Assure a safe condition of flight. Take over the controls immediately. Engage the autopilot. Summon a cabin crew member immediately for assistance Remove the incapacitated Pilot from the controls and secured (if possible). Analyze flight operational aspects i.e.: • The condition of the incapacitated Flight crew member • The remaining flight time of the planned flight leg • The suitability and knowledge of enroute airfields for an emergency landing

In general, the aircraft must land, after declaring an emergency, as soon as practicable. Where possible the diversion airport should have weather conditions at or above CAT 1 minima. Should incapacitation occur during an approach to land, the remaining pilot may continue the planned approach if he considers that the approach and landing can be completed safely. DATE: 20th April, 2020

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Medical assistance, in-flight and after landing should be arranged for the incapacitated crew member. After landing get the incapacitated Flight crewmember off-loaded and to the ambulance at a suitable location and as quickly as possible. The remaining pilot shall fly the aircraft from his normal position. No seat change is permitted and consider the following items: -

Prepare the flight deck for landing. Request whenever possible a long, straight-in approach. Perform the approach checks earlier than normal. If required, take cabin crew assistance in reading checklist. Request radar vectoring whenever possible.

Arrange parking of the aircraft. F/O or RH is not permitted to park the aircraft. So, in case of Capt. or LH incapacitation, the aircraft shall be stopped on the runway then towed to the bay.

DATE: 20th April, 2020

REVISION: 2

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INADVERTENT SELECTION of Both CONDITION LEVERS to START/FEATHER in Flight If the Condition Levers are both inadvertently selected to START/FEATHER after takeoff (or at any stage in flight), and then reselected to MIN/850 or above with the power still set high, this will activate the Automatic Underspeed Protection Circuit (AUPC) during transition out of feather. This will result in both propellers running under Over Speed Governor (OSG) control. When the conditions for activation of AUPC occur, the AUPC overrides the normal control of the propellers for the remainder of the flight. This illuminates the PEC caution lights and the POWERPLANT advisory of the Engine Display (ED). The AUPC drives the propeller blades towards fine pitch, increasing the propeller speed, until the speed reaches the OSG governing speed. At that point the propeller speed is controlled hydro-mechanically by the OSG. The electronic beta control mode of the propeller also becomes unavailable and the in-flight pitch limiting is achieved by hydraulic flight fine stop. After AUPC activation, the only variable control of blade pitch is through the OSG, maintaining speed governing at about 1070 rpm by varying blade pitch within the available range between the hydraulic fine pitch stop of 16 degrees and the feather stop. Propeller pitch control below Flight Idle is not available on the ground and the only other available pitch setting is feather. The propeller can be feathered with the Condition Levers and with the ALT FTHR pump as per AFM procedures. Once feathered, the propeller will not come out of feather following AUPC activation. Power Lever movement can still control engine power, as the FADEC is not affected by AUPC activation. During flight, when the OSG is providing propeller speed governing by controlling blade angle, an increase in Power Lever angle will increase engine power. The OSG will respond by increasing blade angle to maintain the governed speed, and the increase in power will show as an increase in torque (as well an increase in the other engine parameters affected by power changes). The opposite happens on decreasing Power Lever angle. Normal engine power management is available with speed governing through the AUPC. However, for any given Power Lever position, propeller rpm will be slightly higher, and the engine torque will be slightly lower. Engine shaft horsepower is essentially the same. ‘DUAL PROPELLER OVERSPEED’ checklist provides pilot procedures for managing the aircraft following AUPC activation.

DATE: 20th April, 2020

REVISION: 2

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