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Standard Operating

Procedures

DHC-8

Bridgewater, Virginia

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DHC-8 Standard Operating Procedures PAGE: i

ISSUE DATE: 08/31/12

REVISION: 3

LOG OF REVISIONS Revision: 3.0

Revision Date Revised

Pages

Description Entered

By

2.1 08/01/2011 112 Amendment 1 ATR

2.2 08/20/2011 6, 7, 40, 43,

74,133

Amendment 2 ATR

2.3 9/16/2011 2, 10, 17, 19,

23, 41, 49,

61, 62, 69,

75, 78, 79,81, 83

Amendment 3 ATR

3.0 8/31/2012 ALL Revision 3 ATR / JMS

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DHC-8 Standard Operating Procedures PAGE: ii

Log of Amendments ISSUE DATE: 07/01/13

REVISION: 3

Dynamic Aviation

LOG OF AMENDMENTS

Amendment Date Amended

Pages/Secs.

Description Entered

By

2013-01 07-01-2013 130 Taxi Procedure DAFS

2013-02 08-14-2013 59-68 Stall Recovery DAFS

2013-03 07-01-2013 Section 3.9 Ground Comm DAFS

2013-04 07-01-2013 N/AParking Brake

Pressure DAFS

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DHC-8 Standard Operating Procedures PAGE: iii


REVISION: 3

TABLE OF CONTENTS

Chapter 1

Introduction and Manual Procedures

Chapter 2 Standard Operating Procedures, Maneuvers

and Policies

Chapter 3 Normal Procedures

Chapter 4

Emergency Procedures

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DHC-8 Standard Operating Procedures PAGE: iv


REVISION: 3


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CHAPTER: 1 DHC-8 Standard Operating Procedures PAGE: 1


REVISION: 3

Chapter 1: Introduction and Manual Procedures

1.1 Introduction .............................................................................................. 3

1.2 Distribution and Availability of Manual..................................................... 3

1.3 Maintenance and Ownership of Manual .................................................. 3

1.4

Compliance ................................................................................................ 31.5 Revision and Manual Currency ................................................................. 3

1.6 Content and Philosophy of this Manual .................................................... 4

1.7 Notes, Cautions, and Warnings ................................................................. 4

1.8 Rules of Construction ................................................................................ 5

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REVISION: 3


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REVISION: 3

CHAPTER 1INTRODUCTION AND MANUAL PROCEDURES

1.1 Introduction

This chapter will describe the function and use of this Standard

Operating Procedure manual.

1.2 Distribution and Availability of Manual

This manual will be distributed digitally by Dynamic Aviation through the

online training website (www.dynamicpilots.com). It is the pilot’s

responsibility to review and learn the procedures found in this manual.

1.3 Maintenance and Ownership of Manual

The content of this manual is managed and updated by the Dynamic

Aviation Standards and Flight Training Departments and is considered

the intellectual property of Dynamic Aviation.

1.4 Compliance

All Dynamic Aviation DHC-8 pilots will comply with the policies andprocedures provided in this manual. New or updated standards, policies

and procedures will be communicated by Operations Notices. These

changes should be adhered to until permanently placed in the manual by

amendment or revision.

1.5 Revision and Manual Currency

The most current revision of the DHC-8 Standard Operating Procedures

Manual is posted at www.dynamicpilots.com. Amendments and

Revisions will immediately be posted to the website and all qualified

pilots notified of the change.

http://www.dynamicpilots.com/




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REVISION: 3

1.6 Content and Philosophy of this Manual

This manual is designed to provide specific guidance for a two crew

environment and assign crew duties as appropriate while taking into

account seat and switch position. This manual will also address who is

responsible for completing procedures during all phases of the flight.

1.7 Notes, Cautions, and Warnings

1.7.1 Notes

Notes provide amplified information, instruction, or emphasis (see

example). Notes call attention to methods that enable a crewmember to

perform a job easier or wiser.

N O T E A “NOTE” is identified and

displayed in this type of box.

1.7.2 Imperative Emphasis Note

Imperative Emphasis Notes are used to emphasize the necessity to comply

with the text provided (see example).

An “IMPERATIVE NOTE” is

identified and displayed in

this type of box.

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REVISION: 3

1.7.3 Cautions

Cautions provide information and instructions about hazards that, if

ignored, could result in damage to an aircraft component or system (see

example). Cautions specify methods and procedures that must be followed

to avoid damage to equipment.

A “CAUTION” is identified

and displayed in this type of

box.

1.7.4 Warnings

Warnings provide instructions about hazards that, if ignored, could result

in injury, loss of aircraft control or loss of life (see example).

A “WARNING” is identified

and displayed in this type of

box.

1.8

Rules of Construction

The following apply to the use of certain specific terminology within the

text of this manual-

• As a general rule, items throughout this manual that are presented in

both all capital letters and BOLD font (e.g. GEAR UP) identify a verbal

challenge or response from the pilot or crewmember indicated.

• Gender – In this manual, the male or female gender may be used in a

generic sense to designate both sexes.

WARNING

CAUTION

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REVISION: 3

• Will, Shall and Must – The words “will,” “shall,” and “must” are used in

an imperative sense to state the requirements to accomplish the actprescribed. Compliance is mandatory.

• May – The word “may” is used in a permissive sense to state authority

or permission to do an act. Compliance is not mandatory.

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REVISION: 3

Chapter 2: Standard Operating Procedures, Maneuvers & Policies

2.1 Purpose ................................................................................................... 11

2.2 General .................................................................................................... 11

2.2.1 Adherence ................................................................................. 11

2.2.2 Structure ................................................................................... 11

2.2.2.1 Crew Composition ................................................... 12

2.2.2.2

Flight Crew Experience ............................................ 122.2.2.3 Initial Operating Experience (IOE) ........................... 13

2.2.2.4 Local Area Orientation (LAO) .................................. 13

2.2.3 Flow Patterns & Expanded Procedures ..................................... 14

2.2.3.1 Non-Checklist Flow Items ........................................ 14

2.2.3.2 Diagram ................................................................... 14

2.2.3.3 Flow Items ............................................................... 15

2.2.3.4 Expanded Procedures ............................................. 15

2.2.3.5

Exceptions ............................................................... 152.2.4 Checklists .................................................................................. 16

2.2.4.1 Use .......................................................................... 17

2.2.4.2 Challenge and Response ......................................... 17

2.2.4.3 Division of Duties .................................................... 18

2.2.4.4 Reassigning Individual Items ................................... 18

2.2.4.5 Format Example ...................................................... 19

2.2.4.6 Checklist Order ........................................................ 19

2.2.4.7

Line Items ................................................................ 192.2.4.8 Initiation .................................................................. 20

2.2.4.9 Completion .............................................................. 20

2.2.4.10 Item Naming and Read-backs ................................. 20

2.2.4.11 “As Required” Checklist Items ................................ 21

2.2.4.12 Situational Awareness ............................................. 21

2.2.5 Speed Cards .............................................................................. 21

2.2.5.1 Format ..................................................................... 22

2.2.5.2

Hang Cards .............................................................. 222.2.5.3 Use .......................................................................... 22

2.2.5.4 Takeoff Instructions ................................................ 22

2.2.5.5 Landing Speed Instructions ..................................... 23

2.2.5.6 Modified Aircraft ..................................................... 23

2.2.6 Terminology .............................................................................. 23

2.2.6.1 Push Button ............................................................. 23

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REVISION: 3

A. Position ............................................................ 23

B.

Indication ......................................................... 232.2.6.2 Switch ...................................................................... 24

A. Position ............................................................ 24

2.2.6.3 Checklist .................................................................. 24

A. Multiple Switches ............................................. 24

2.2.7 Power Settings .......................................................................... 24

2.2.7.1 Takeoff Power ......................................................... 25

2.2.7.2 Maximum Continuous Power ................................. 25

2.2.7.3

Max Power .............................................................. 252.2.7.4 Firewall Power ........................................................ 25

2.2.8 Automation and AFCS Procedures ............................................ 26

2.2.8.1 Procedures .............................................................. 26

2.2.8.2 Callouts ................................................................... 26

2.2.9 FMS/GPS Guidelines ................................................................. 27

2.2.10 Manipulation of Gear and Flaps ................................................ 28

2.2.11 Crew Coordination, Communication and Callouts .................... 29

2.2.11.1

Standard Callouts .................................................... 292.2.11.2 Autopilot Callouts ................................................... 30

2.2.11.3 Takeoff Callouts ...................................................... 31

2.2.11.4 Takeoff Briefing ....................................................... 32

2.2.11.5 Approach Callouts ................................................... 36

2.2.11.6 Approach Briefing ................................................... 38

2.2.11.7 Transfer of Controls ................................................ 41

2.2.11.8 Mission Crew Coordination ..................................... 42

2.3

Aircraft Configurations ............................................................................ 442.3.1 Extended Ground Operations ................................................... 44

2.3.2 Standard Lighting Configurations.............................................. 44

2.4 Operations in High Temperature Environments ..................................... 47

2.4.1 Ground Operations ................................................................... 47

2.4.2 WAT Limit .................................................................................. 47

2.4.3 Takeoff Considerations ............................................................. 47

2.5 Mission Equipment .................................................................................. 48

2.5.1 Installation ................................................................................ 48

2.5.2 Air Operation ............................................................................ 48

2.5.3 Automatic Load Shedding ......................................................... 48

2.5.4 Ground Operation ..................................................................... 49

2.5.5 Procedures ................................................................................ 49

2.6 Inflight Maneuvers .................................................................................. 50

2.6.1 Holding ...................................................................................... 50

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REVISION: 3

2.6.2 Special Maneuvers .................................................................... 50

2.6.2.1

Departure Tactical Profiles ...................................... 512.6.2.2 Arrival Tactical Profiles ............................................ 53

2.7 Flight Training Maneuvers ....................................................................... 57

2.7.1 Steep Turns ............................................................................... 57

2.7.2 Stall Recovery ............................................................................ 59

2.7.3 Power On Stall........................................................................... 59

2.7.3.1 Approach to Stall – Power On ................................. 60

2.7.3.2 Power On Stall Recovery ......................................... 61

2.7.4

Power Off Stalls ......................................................................... 612.7.4.1 Stall – Clean Configuration Profile .......................... 62

2.7.4.2 Flaps 0° Recovery Actions & Callouts ...................... 63

2.7.4.3 Stall – Landing Configuration Flaps 15° Profile ............... 64

2.7.4.4 Flaps 15° Recovery Actions & Callouts .................... 65

2.7.4.5 Approach to Stall – Landing Configuration Flaps 35° ...... 66

2.7.4.6 Flaps 35° Recovery Actions & Callouts .................... 67

2.8 Windshear ............................................................................................... 68

2.8.1

Avoidance ................................................................................. 682.8.2 Precautions ............................................................................... 68

2.8.3 Recovery ................................................................................... 68

2.9 EGPWS .................................................................................................... 70

2.10 TCAS Warnings ........................................................................................ 72

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REVISION: 3


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REVISION: 3

CHAPTER 2STANDARD OPERATING PROCEDURES, MANEUVERS & POLICIES

2.1 Purpose

The purpose of Standard Operating Procedures is to provide a standard

flow for normal flight operations. In the following chapters each pilot’s

duties will be outlined and integrated with the other pilot.

The maneuvers and procedures described in this document will serve as

the basis for standardized operation. They will also serve as guidelines to

achieve the highest possible level of proficiency and provide safe operation

of the aircraft. At no time during flight training or operations will the

limitations of the aircraft be intentionally exceeded, nor maneuvers

conducted that would jeopardize safety.

2.2 General

2.2.1 Adherence

All flight crewmembers will follow SOPs during normal operations. The PIChas the authority to deviate from SOPs, but only when an emergency

situation requires him to do so in the interest of safety.

2.2.2 Structure

These SOPs define normal phases of flight and describe procedures that

will accomplish required tasks prior to verification with checklists. SOPs are

organized in a chronological flow with pilot duties delineated and pilotinteraction clearly indicated.

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REVISION: 3

2.2.2.1 Crew Composition

The flight crew consists of a Captain (CA) and a First Officer (FO). For all

operational flights the Captain/PIC and First Officer/SIC must be qualified

Dynamic Aviation pilots. Additional crew may be required in the cabin to

operate sensor equipment.

2.2.2.2 Flight Crew Experience

Combined flight crew experience must be greater than 200 hours total

flight time in the DHC-8 type aircraft (including simulator time). For the

purpose of maximizing experience gained during periods of CONUS training

and Pre-Deployment Operational work-ups, the Captain and First Officer

do not need to meet the requirement above provided each pilot has

completed IOE as defined in section 2.2.2.3 and a designated Training

Captain (TC) is occupying the jump seat for observation/training purposes.

A.

TCs shall be designated in accordance with the GOM. Crew Servicesshall maintain a record of all authorized TCs.

B. Instructor Pilots (IP) designated in accordance with program specific

Ground and Flight Operations Procedures shall be designated as a

TC prior to being designated as an IP.


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REVISION: 3

2.2.2.3 Initial Operating Experience (IOE)

IOE shall provide a method of ensuring that a minimum level of supervised

operating experience is provided to pilots either new to the Dash 8

airframe or new to ISR Flight Operations and Dynamic Aviation.

All Dynamic Aviation Dash 8 pilots shall at a minimum have been exposed

to Flight Operations under the supervision of a designated Training Captain

prior to being released to conduct line operations.

•

One Familiarization Flight observing from the jump

seat.

• Three Flights and at least Ten hours experience

operating from the Captain’s (Left) seat.

• Three Flights and at least Ten hours experience

operating from the First Officer’s (Right) seat.

• The TC shall notify Crew Services in writing of a

candidate’s successful completion of IOE.

Specific order of training may be tailored by the TC based on candidate

experience and TC judgment.

2.2.2.4 Local Area Orientation (LAO)

LAO shall provide a method of ensuring that a minimum level of theater

specific supervised orientation is provided to pilots assigned to a program

and prior to being designated as a PIC.

All Dynamic Aviation pilots shall at a minimum have been exposed to Flight

Operations under the supervision of a designated TC prior to being

released to conduct mission operations as a PIC.

• One Familiarization Flight observing the mission

operation from the jump seat.

•

One Flight operating from the Captain’s (Left) seat.• One Flight operating from the First Officer’s (Right)

seat.

• Approval recorded in the pilot’s training record and

filed at the program location.

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REVISION: 3

2.2.3 Flow Patterns & Expanded Procedures

A flow is a procedure used to set up the aircraft for a particular phase of

flight. Like every other procedure that affects safety of flight, it is

important that it be completed appropriately. The flow must be

completed from memory prior to calling for the checklist. The checklist is

only used to check that the procedures are being completed appropriately.

A flow pattern is established to configure aircraft systems or accomplish

required tasks in an organized manner without reference to a checklist.

2.2.3.1 Non-Checklist Flow Items

An additional function of the flow is to include items that may not

necessarily warrant their own item on a checklist. Certain functions such

as crew comfort or record keeping items are appropriate to include in a

procedure, but do not affect the safety of flight. As such, these items may

be included in the flow for convenience purposes but are not contained inthe checklist.

2.2.3.2 Diagram

A. Structure

Flow pattern diagrams will depict the flow that will be used to

complete the intended procedure. The pilot should reference the

expanded procedure to determine exactly which switches are to bemanipulated throughout the procedure.

B. Start

The start of any flow will be depicted using a red letter “ ”

C. Finish

The end of any flow will be depicted using a red letter “ “

D. Path Depiction

The path of a flow will be depicted using red arrows.

S

F

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REVISION: 3

E. Path Deviation

Some flows require that an item be

manipulated out of the normal flow. This

situation often is depicted using yellow

arrows.

F. Flow Pattern Omissions

There are some circumstances where an item will appear in the

expanded procedure but will not be appear to be included on the flow

pattern diagram. These are items that require manipulation at

different times depending on the circumstances and as such are not

included in the flow pattern diagram.

2.2.3.3 Flow Items

Flow patterns are depicted on the diagram and flow items are delineated in

the expanded procedure.

2.2.3.4 Expanded Procedures

Immediately following the flow pattern an expanded procedure will

provide further information and instruction to the pilot. Expanded

procedures may have procedure boxes which describe certain crew

coordination procedures. Certain items found in the expanded procedures

and procedure boxes are presented in all capital letters and BOLD font toidentify a verbal challenge or response from the pilot indicated.

2.2.3.5 Exceptions

Certain flows in this manual may need to be modified slightly between

each aircraft since not all equipment is placed in the same location from

aircraft to aircraft as well as the slight differences that exist between

models of aircraft. Keep in mind that there are certain items that must beaccomplished prior to others where an adjustment to the flow is not

optional, e.g. Autofeather test must be accomplished prior to selecting

Mission Power to On, and Autofeather must be selected Off prior to

adjusting power during initial climb.

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REVISION: 3

2.2.4 Checklists

Checklists are the means for ensuring critical items are accomplished. If an

item can affect flight safety in a direct way, it is included in the checklist.

Checklists are a fantastic tool, but they should not be used as an

instruction card for how to fly the airplane. Checklists are designed only to

ensure that in the process of accomplishing the procedures none of the

critical items were missed. The checklist is to be used as a list of critical

items that must be re-checked after the procedures have been completed.

It is not to be used as a “read-do” instruction list to set up the aircraft.

Often the procedure flow will not follow the same order as the checklist

and this is by design. As such, all items included on the checklist should be

completed as part of the procedure prior to calling for the checklist. As the

checklist is read, the pilot should check that each item is in the correct

position. If a switch needs to be moved during the performance of the

checklist, it is an indication that the procedure flow leading up to that

point was incorrect.


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REVISION: 3

2.2.4.1 Use

Checklists are to be used during all appropriate phases of flight. All

checklists are challenge and response with one crewmember giving the

challenge, and the appropriate crewmember checking the item and stating

the appropriate response. Checklists are not to be started until all of the

actions for that checklist have been performed. Checklists are not to be

held or paused part way through a checklist. If a checklist is interrupted,

the last completed item should be read again, then proceed with the

remainder of the checklist. If there is any confusion, the checklist should

be started over. When indicated, the same person reading the checklist

may also respond. The goal of the checklist is to remind the crew of critical

items, not necessarily to instruct on procedures or even to remind the

crew of every item. With this in mind, some items that were felt to be

non-critical were omitted from the checklist. As an example, noting flight

times and OATs are not checklist items. Those items would be covered in

the flow, because a flow is a procedure. Once the flow is completed, all of

the checklist items should have been covered. At that point the checklist is

called for and is a tool to ensure all of the critical items were completed by

the procedure. It is not to be used as a “do” list.

2.2.4.2 Challenge and Response

All checklists are challenge and response and are read by the Pilot

Monitoring or First Officer as appropriate. The procedures found in

Chapter 3 indicate who reads the checklist in each phase of flight. The

response is read by the person(s) indicated in the bracket next to the

response on the checklist.

For checklist items requiring a response from both crewmembers, the

crewmember reading the checklist will respond FIRST, followed by the

identical response as noted on the checklist by the other crewmember.If an item is inoperative, the response will be “INOP.” For example, if the

nose steering is inoperative, the response would be, “INOP,” and not, “ON,”

as indicated on the checklist.

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REVISION: 3

2.2.4.3 Division of Duties

In most cases the division indicated in the checklist is determined either by

physical location of the item or by appropriate person for phase of flight

(e.g. Pilot Flying completes the takeoff brief). In some cases the division is

simply a matter of cross-check, such as both pilots checking the landing

gear position. This ensures both pilots are involved with the process.

Checklist Duty Abbreviations

CA Captain PF Pilot Flying BOTH Both Pilots

FO First Officer PM Pilot Monitoring ALL All Occupants

Even though the duty is divided, both pilots should still maintain situational

awareness and verify that the response of the other pilot does indeed

match the actual configuration of the aircraft.

2.2.4.4

Reassigning Individual Items

Certain individual checklist items may be reassigned by the Captain. For

instance, if the Captain does the preflight, he or she will simply read the

response to that item even if it is labeled as an FO item on the checklist. If

the crew prefers, the FO may still read the response after verifying the

Captain completed the preflight. Either way is acceptable. The only

exception to this is the items of verification where one crewmember reads

the initial response and the other crew member is required to verify the

action. An example of this would be the landing gear. The response to the

challenge “LANDING GEAR” is 3 GREEN by the PF and VERIFIED by the PM.

In this case each response must be read by the appropriate crewmember.

Each crewmember is assigned specific duties during each phase of flight in

order to create a standard whereby each crewmember understands what

is expected of them. It is unfair, unsafe, and unacceptable to alter this

standard.

The ability to reassign a few individual items

for common sense reasons does not grant the

Captain the authority to completely reorder

the division of duties.

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REVISION: 3

2.2.4.5 Format Example

Battery Master/Main/Aux ...................................................On [CA]

Challenge Response Crew Member

Battery Master/Main/Aux On Captain

2.2.4.6 Checklist Order

Whenever possible, checklist items are ordered in a manner that will cause

the pilot to complete checklist items in the same order as they appear in

the cockpit. Thus if two switches are physically located next to each other,

they will appear sequentially on the checklist. This expedites completion

as well as reduces omission by drawing attention to a break in the flow if

an item is missed. All items on a given checklist must have been

completed in the flow prior to calling for the checklist. The checklist is to

be used to check that all of the items have been completed.

2.2.4.7

Line Items

A line within the checklist divides checklist items based on time of

completion. The landing checklist, for instance, places a line between

items that can be completed immediately after the gear is lowered and

those items that may wait until short final. The line allows the completion

of checklist items at more appropriate times by dividing the duties into

more manageable units that integrate better with real world flying. The

line helps comply with this idea by allowing for some variation in the flight

profiles. Sometimes you may be fully configured for landing very soon

after extending the gear; sometimes you may elect to extend additional

flaps. In either case, you can begin the landing checklist at the same

prompt every time, namely gear down. If you are fully configured you

would simply read the checklist all the way through. If not, you would call

for LANDING TO THE LINE. The PM would read the items above the line,

then state LANDING TO THE LINE. Notice the PM does not include the

word “complete” when only accomplishing those items above the line.

When ready to continue, the PF would call LANDING BELOW THE LINE and

the PM would continue the checklist until completion. Only at this point

would the PM state LANDING CHECKLIST COMPLETE.

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REVISION: 3

2.2.4.8 Initiation

The Captain or Pilot Flying (when applicable) shall call for the checklist by

name to initiate the appropriate procedure and checklist. When calling for

the appropriate checklist the crew member shall state the name of the

checklist. If the checklist contains a line, the Captain or Pilot Flying may

choose to state the checklist name and “TO THE LINE” to request that the

checklist and procedure only be completed “TO THE LINE”. This flexibility

will aid in crew coordination.

2.2.4.9 Completion

When a checklist is completed, the pilot reading the challenges will

announce the name of the checklist, followed by the word “COMPLETE”.

This will communicate to the other pilot the status of the checklist. For

those checklists divided by a line, the pilot will read the name of the

checklist followed by “TO THE LINE”. These statements are written on the

checklist and should be read aloud.

2.2.4.10 Item Naming and Read-backs

To a large extent names of checklist items closely match the actual names

as they are depicted in the cockpit for clarity of communication. Read-

backs are also taken from the actual condition or selector position labeling

in the aircraft and should be read back exactly as given on the checklist.For example, the response for Main Bus Tie is TIE, rather than On, since the

Bus Tie switch position is labeled TIE.


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CHAPTER: 3

DHC-8 Standard Operating Procedures PAGE: 21

Amendment No. 2013-01 ISSUE DATE: 07/01/13

REVISION: 3

REPLACES PAGE 21 OF THE DASH 8 SOP

2.2.4.11 “As Required” Checklist Items

The only response that is not appropriate for an “as required” checklist

item is “as required”. Anytime you see “as required” the response should

be the actual switch position(s) or configuration.

For example, the Approach checklist item “Ice Protection…As Required

[PM]”. In this case the PM would read back ON or OFF to indicate the

actual condition of the Ice Protection system depending on flight

conditions. He would not say “as required” for the response since that

response would not communicate to the other pilot the actual condition of

that system.

2.2.4.12

Situational Awareness

Checklists are organized to increase situational awareness during specific

phases of flight. For instance, the Taxi Checklist includes only two items,

minimizing the amount of eyes-inside time required. This is obviously to

reduce distraction during a critical phase of flight.

Generally speaking, the checklist should be held just below the level of the

glare shield so as to not cover flight critical instruments or the windshield.

This is so that the pilot is able to keep his or her eyes up and still use

peripheral vision while reading the checklist. The pilot reading the

checklist should additionally continue to monitor surroundings to the best

of their ability. At no point should the checklist be placed in the lap or on a

kneeboard while it is being referenced. This puts the head down and takes

the pilot reading the checklist completely out of the game.

2.2.5 Speed Cards

Speed Cards are a Flight Deck tool used for referencing appropriate speeds

and power settings for a given configuration and condition.

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CHAPTER: 3



REVISION: 3

2.2.5.1 Format

Speed Cards are a spiral bound “flip card” type document designed for

easy access and reference. The document is formatted to provide a

readable presentation of comprehensive information for each

configuration and condition.

2.2.5.2 Hang Cards

The Speed Card book also provides “hang cards” for use as a reminder tool

when an operation of a temporary nature is being conducted or for display

if the aircraft has a part/system deferred IAW the MEL.

Hang Cards

PTU MEL EXT. GRND OPS FUEL XFER

Power Transfer

Unit is operating

or required tobe used

Minimum

Equipment List

item deferredwith aircraft

limitation

Aircraft is in the

extended

ground opsconfiguration

Fuel is transferring

between tanks

(main or aux)

2.2.5.3 Use

Speed Cards shall be referenced for correct speeds and power settings

during takeoff, climb, cruise and landing. Utilize the “hang cards” for

temporary operations.

2.2.5.4

Takeoff Instructions

A. Use the actual takeoff weight rounded to the nearest 1,000 lb

increment for takeoff speed determination. Use the white pages for

non-icing conditions and the blue pages for icing conditions.

B. Make V1 and VR density altitude adjustments from the V1/VR

Additives table located on each page using the temperature at

which power will be set (use the assumed temperature if making a

reduced thrust takeoff).

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REVISION: 3

C. If V2 is red, make V2 density altitude adjustments from the Minimum

V2 Additives table located on the corresponding weight page. Use

the actual OAT and pressure altitude to read the required V2

additive.

D. Adjust V1, VR and V2 for Type I, II or IV Icing Fluids if required.

E. If V2 is less than VR, set V2 equal to VR.

2.2.5.5 Landing Speed Instructions

Use the actual landing weight rounded to the nearest 1,000 lb increment

for VREF determination.

2.2.5.6 Modified Aircraft

For modified aircraft, speeds are derived from the associated AFMS and

displayed in the Speed Card book.

2.2.6

Terminology2.2.6.1 Push Button

Push buttons are often used as switches.

A. Position

In the case of an actual indication when the button is in the desired

position that indication will be delineated, otherwise position will be

IN, Guarded, or OUT. “Guarded” indicates the guard is in place andthe underlying switch light is OUT and dark (i.e. normal flight

position).

B. Indication

Will be either dark (and button position delineated by IN, Guarded

or OUT) or illuminated with the appropriate indication described.

N O T E At times the associated system’s condition will

be indicated (ex. “Off”) rather than the push

button position.

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REVISION: 3

2.2.6.2 Switch

A.

Position

To the greatest extent possible a switch position will be delineated

either by the actual labeled switch position or by the associated

system’s condition.

N O T E

At times the actual labeled switch position is

difficult to enunciate. In these cases the

associated system’s condition will be indicated

rather than the labeled switch position.

• Labeled switch position

o Position will be indicated in all capital letters

o E.g. “TIE” is a position for the Main Bus Tie switch

• Associated system’s condition

o Position will be indicated with the first letter

capital and all following letters lower caseo E.g. “On” for the DC Generator 1 and 2

2.2.6.3 Checklist

A. Multiple Switches

When multiple switches for a single system are referenced under

one line item this will be indicated by the word “Both” immediately

preceding the word to indicate that two switches are to be

manipulated.• Example

AC Generators .............................................................Both OFF

2.2.7 Power Settings

There are numerous power settings to be used to accomplish tasks

specified in this manual. The following descriptions are standardized

callouts and are intended to reduce confusion as to what a specific

power setting is.

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REVISION: 3

2.2.7.1 Takeoff Power

Also referred to as Normal Takeoff Power (NTOP). This power setting is

referenced in the performance section of the QRH for Takeoff.

2.2.7.2 Max Continuous Power

This power setting, also referred to as MCP, can be found in the

powerplant limitations section of the AFM.

2.2.7.3

Max Power

Also referred to as Maximum Takeoff Power (MTOP). This power setting is

referenced in the performance section of the QRH and is used for

abnormal and emergency situations described in this manual.

2.2.7.4 Firewall Power

Firewall Power simply means advancing the power levers to the physicallimits without regard to published limitations. Firewall Power is not

charted in the performance section and should only be used in an extreme

emergency situation at the discretion of the PIC. Power will be reduced

immediately after the imminent threat has passed and the aircraft can

return to normal operation. Whenever possible after using this setting

make note of maximum torque and ITT as well as duration for

maintenance purposes. Use of this power setting requires a return to thenearest suitable airport for maintenance inspection of the engines.


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REVISION: 3

2.2.8 Automation and AFCS Procedures

2.2.8.1

Procedures

When making autopilot system inputs the following apply –

• Confirm FMS inputs with the other pilot.

• Activate the input.

• Monitor mode annunciations to ensure autoflight system

performs as desired.

• Intervene if necessary

Automation Workload Tasks

Condition AFCS Mode Control

Selection

FMS Inputs

On Autopilot Low Workload PF PF

High Workload PF, or PM on command

of PF

PM on command

of PF

Manual Flight PM, or PF when PM

is task saturated

PM on command of

PF

PF – Pilot Flying

PM – Pilot Monitoring

2.2.8.2 Callouts

N O T E Autopilot callouts are

found in section 2.2.11.2


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REVISION: 3

2.2.9 FMS/GPS Guidelines

Prior to each flight all FMS units should contain the desired

flight plan for the cleared or expected route. Whenever a

flight plan has been entered into an FMS unit both Flight

Crewmembers shall review the flight plan pages and ensure it

conforms to the ATC clearance or the anticipated route of

flight. All FMS programming shall be confirmed by both pilots.

Whenever possible, confirmation should be made prior to

any cross-fill/sync operation.

The First Officer will normally install and make changes to the

flight plan while on the ground. Changes to the Flight Plan in

flight will normally be made by the Pilot Monitoring. Ref.

Section 2.2.9.1 for further guidance.

2.2.9.1

General GuidanceA. If a POSITION UNCERTAIN message is displayed, consider the

FMS unreliable for navigation. Do not use.

B. If a disagreement occurs with a current chart and the FMS data

base, the current chart takes precedence.

C. Only one crewmember at a time should make FMS changes.

D. With the autopilot engaged either pilot may make FMS changes;

ensure that both pilots are not heads down at the same time. E. When changing NAV sources verbally state the changes.

F. All FMS flight planning should be confirmed by both

crewmembers prior to initiating any X-FILL/SYNC operation.

G. The appropriate approach charts will be visible to each pilot.

2.2.9.2 Flight Plan Creation

A.

Placing a departure airport on the flight plan is required in order

to select a SID

B. A departure is created through FPL MENU key by selecting

DEPART.

C. The LIST function requires a reference waypoint.

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REVISION: 3

D. Airways are selected through the LIST function.

E.

Placing a destination airport in the flight plan is required to

select a STAR or approach.

F. A STAR and approach is selected through the FPL MENU key by

selecting ARRIVE.

G. A STAR need not be entered for an approach to be selected.

Pressing APPR will bring up the available approaches for that

airport.

H.

When selecting an approach, selecting a transition for theapproach is recommended.

2.2.9.3 Flight Plan Review

A. Press FPL>MENU>CLEARANCE- To display the waypoints used to

define the route.

B. Edit flight plan as required.

C.

Resolve any NO LINK displayed in flight plan. • A NO LINK indicates a break in a flight plan.

o Remove if an uninterrupted path between

segments is desired.

o If not, leave NO LINK.

If NO LINK left in flight plan, highlight to

stop flashing.

2.2.10

Manipulation of Gear and Flaps

In flight, the pilot monitoring (PM) will normally move the landing gear and

flap controls upon the command of the pilot flying (PF). Prior to moving

the landing gear or flap handle, the PM will check the airspeed to ensure

that it is in the normal operating envelope for the aircraft configuration.

After checking the airspeed, the PM will verbalize SPEED CHECKS, repeat

the command, and then select the landing gear or flaps to the commanded

position.

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REVISION: 3

2.2.11 Crew Coordination, Communication and Callouts

If the PF does not immediately respond to and correct a deviation announced by

the PM the PM shall restate the appropriate callout. If the PF again does not

respond the PM will restate the callout a third time and if there is no response or

correction the PM shall assume control of the aircraft.

2.2.11.1 Standard Callouts

Condition PM Call PF Response

All Phases of Flight

Bank exceeds 300

or

briefed

BANK

CORRECTING

Altitude deviation morethan 100’

ALTITUDECORRECTING

Climb/Descent

Approaching Transition

Level

TRANSITION LEVEL

SET _____ R/L

_____ SET L/R

Climb or Descent 1000 TO GO

500 TO GO

100 TO GO

CHECK

CHECK

CHECK


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REVISION: 3

2.2.11.2 Autopilot Callouts

Autopilot

Condition PM Call PF Response

All Phases of Flight

Changes to Autopilot/FD

Modes

Call out all mode

inputs or changesExample: NAV, VS,

ALT SEL

CHECK

FMS configured and NAV

mode available for use

NAV AVAILABLE

CHECK ENGAGE

ALT Star (ALT*) displayed ALT STAR

CHECK

ALT mode capture ALT CAPTURE

CHECKNAV mode capture NAV CAPTURE

CHECK

N

O T E Roles may shift depending

on crew workload, ref.

section 2.2.8.1


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REVISION: 3

2.2.11.3 Takeoff Callouts


PF PM

Advance Power Levers to approximately

60% TQ

SET TAKEOFF POWER, guards power

levers until V1 is reached

AUTOFEATHER ARM

Sets Briefed Takeoff Power

TAKEOFF POWER SET

CHECK

60 KTS

Confirms airspeed, removes hand from

Power Levers and rotates

V1 ROTATE, guards power levers with

hand

GEAR UP

POSITIVE RATE

Selects gear upGEAR UP

Accelerates to VFRI

FLAPS ZERO, CLIMB TO THE LINE

SAFE ALTITUDE

VFRI

Sets Flaps to Zero, Performs Climb

Flow

SET IAS ____ Sets IAS ___

IAS SET ___

Reads Climb Checklist

CLIMB TO THE LINE

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REVISION: 3

2.2.11.4 Takeoff Briefing

A.

General

To ensure both crewmembers understand the key elements related

to the takeoff and departure. The takeoff briefing is always done by

the Pilot Flying. If a quick taxi from the parking spot to the

departure runway is expected, the takeoff brief may be conducted

just prior to calling for and receiving initial taxi clearance. Critical

items shall briefly be reviewed prior to taking the active runway for

departure.B. Components

• Power setting for takeoff

o Weight, Altitude, Temperature Considerations

o Maintenance Considerations MEL, CDL

• Aircraft configuration for takeoff

• Accelerate/stop distance

• Decision speeds

•

Type of departure

• Significant weather

• Emergency return plan

• Crew coordination

C. Power Settings for Takeoff

Utilize QRH to reference appropriate power settings for normal

takeoff power given altitude and temperature considerations. Brief

appropriate maximum power setting available for emergencypurposes.

D. Flap Configuration for Takeoff

• Flaps 0 – This takeoff configuration is approved for

the -202 and -315 series aircraft and shall be used

when conditions require.

• Flaps 5 – This is the normal flap setting for takeoff.

• Flaps 15 – Used only at VBW to achieve

accelerate/stop. Any other use of Flaps 15 requires

approval by the Chief Pilot or Director of Flight

Operations.

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REVISION: 3

E. Accelerate-Stop / Takeoff Distance

The PIC shall verify and brief that Accelerate Stop and Takeoff

Distances exist for the conditions of flight using the tables found in

the AFM and appropriate AFM Supplements. Discuss runway

contamination and hazards if applicable.

F. Decision Speeds

N O T E

Ensure using Icing Speedsif departing into known

icing conditions

.

• A Decision Speed defines the point between when the

aircraft can safely abort the takeoff and when the aircraft

should continue the takeoff with an engine failure. While

decision speed is primarily based on an engine failure

scenario, it also applies to most significant abnormalities.

The primary purpose of the decision speed is to provide the

pilots with known and predictable outcomes for go/no-go

decisions based on proven performance data, thus

simplifying decision making during high risk and high

workload operations. Additionally, the procedures for using

decision speeds are trained for and therefore familiar to the

pilot. Deviations from decision speed procedures place the

pilot at greater risk by placing the aircraft in an unfamiliar

and unproven flight regime.


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REVISION: 3

• V Speeds

o

V1 is the takeoff decision speed. This is the speed atwhich, due to an engine failure or other causes, the

pilot may elect to stop or to continue the takeoff.

o VR is the rotation speed. This is the speed at which

rotation is initiated during takeoff to attain V2 at or

before a height of 35 feet above the runway. V1 and VR

are the same under most conditions.

o V2 is the takeoff safety speed - target climb speed to be

attained at or before a height of 35 feet above therunway during a continued takeoff following an engine

failure. V2 should be maintained until reaching the Safe

Altitude.

o VFRI is the Flap Retraction Initiation speed. At this speed

the PM announces VFRI and the PF commands FLAPS

ZERO.

o VCLIMB is the minimum speed to be flown in a clean

configuration following an engine failure and should bemaintained from flap retraction to at least 1,500’ AGL.

• Any Significant Abnormality on Takeoff

o The decision/rotation speeds, V 1 /V R, vary with weight

and flap setting as per the Speed Cards.

o Below the decision speed, V 1 - If the aircraft exhibits any

significant abnormality the crew will abort the takeoff

using the procedure given in the Emergency Section of

this document. In an engine failure event, reverse onthe good engine should be used cautiously with

attention given to directional control.

o At the decision speed, V 1 - If the aircraft exhibits any

significant abnormality the pilot will continue the

takeoff. It is crucial that the malfunction be correctly

identified by both pilots and the correct memory items

executed at the direction of the Pilot Flying.

G.

Type of Departure• VFR Departure

o For VFR departures the pilot should brief initial altitude

and direction of flight. Other pertinent information may

include airspace concerns and ATC frequencies that may

be required soon after departure.

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REVISION: 3

• IFR Departure

o

For IFR departures the pilot should brief the assignedheading, departure procedure, initial fix, and altitude.

Airspace and terrain conflicts should be identified.

H. Significant Weather

• Heavy Precipitation

• Icing Conditions

o Consider contaminated runway, reduced braking action,

effects of deice fluid on the airframe.• Possible Windshear

• Heavy Dust Storms

• Any other weather the pilot feels is pertinent to the flight

I. Emergency Return Plan

• Where will the aircraft land if an emergency occurs during

the takeoff phase?

• What approach is expected, do you meet minimums?

•

Any other contingencies to consider?• Departure Alternate

• Obstacle Avoidance Plan

J. Crew Coordination

• Verify that each crewmember is aware of all aspects of the

departure. Coordinate with the Cabin Crew.

K. Example Takeoff Brief

This will be a Flaps 5, Normal power takeoff from Runway Three via

the Mirab 2 departure, we have a Accelerate Stop and Takeoff

Distances, speeds are (V 1 /V R , V 2 , V FRI , V CLIMB ). Any malfunction prior

to V 1 , either pilot will call ABORT ABORT ABORT, and I will abort the

takeoff. After V 1 we will continue the takeoff and execute memory

items airborne. Emergency return shall be to Runway Three via the

Obstacle Avoidance Plan and the ILS Runway Three.

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REVISION: 3

2.2.11.5 Approach Callouts

CONDITION PM PF

Course Needle Alive COURSE ALIVE

CHECK

AP/FD Course Captured COURSE CAPTURED

CHECK

Glideslope Alive SLOPE ALIVE

CHECKSlope Captured

(Landing Flow Begins)

SLOPE CAPTURED

CHECK

Localizer exceeds 1 dot LOCALIZER

CORRECTING

Glideslope exceeds 1 dot SLOPE

CORRECTING

Good RAIM check on

RNAV Approach

RAIM CONFIRMED

CHECK500’ above minimums 500, ON SPEED, SINK___

CONTINUING

100’ above minimums APPROACHING MINS

CONTINUING

Minimums RUNWAY IN SIGHT, GO

VISUAL

LIGHTS IN SIGHT, CONTINUE

GO AROUND

CONTINUING

CONTINUING

GO AROUND…

Leaving MDA on a Circle

to Land CHECK

LEAVING MDA

At MDA MDA

CHECK

Missed Approach Point GO AROUNDGO AROUND

Airspeed deviation

greater than +/- 10 KIAS

AIRSPEED

CORRECTING

VSI exceeds 1000 fpm SINK RATE

CORRECTING

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REVISION: 3

A. 500, ON SPEED, SINK _____

•

500 feet above minimums.• Deviations of 10 knots or more will be called out as

SPEED PLUS ___, SPEED MINUS ___, etc.

• Descent rate will be called out as a single number

closest to the nearest hundred such as SINK SEVEN

for a 700 fpm descent. Momentary sink rates in

excess of 1000 feet per minute must be corrected

immediately. If sink rate is consistently in excess of

1000 feet per minute, the approach must beterminated and a go around to missed approach

performed.

B. APPROACHING MINS

• 100 feet above minimums

• Precision: Pilot flying will maintain glideslope and

mentally prepare for go-around.

C. LIGHTS IN SIGHT, CONTINUE

•

Aircraft may only continue as long as (ref. FAR91.175):

o Aircraft is continuously in a position to land

using normal maneuvers.

o Required visibility is met.

o If any of the above criteria are lost at any point,

a go around to missed approach must be

accomplished.

o

Aircraft may only continue to 100 feet abovetouchdown until runway, red terminating bar,

or red side row bars are visible.

o This situation only has two outcomes,

RUNWAY IN SIGHT, GO VISUAL or GO

AROUND. D. RUNWAY IN SIGHT, GO VISUAL

• PF will adjust scan to acquire the runway

environment visually. • Airspeed should be 120 knots from the approach

when visual contact occurs then gradually reduced

to VREF over the runway threshold.

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REVISION: 3

E. GO AROUND

•

The PF will immediately execute a go around andtransition to the missed approach.

• Either pilot may call for a go around at any point.

The result will be the immediate execution of the

go around. If there is any question as to the reason

for the go around, it will be discussed later when

workload permits.

2.2.11.6

Approach Briefing

• Identifying the proper approach procedure.

• NAV frequencies set for the active and standby

• Set bearing pointers if necessary

• Final Approach Course

• Initial and Final Altitude

• Reported Weather

•

Runway Conditions• Missed Approach Procedure

• Flap Setting

• V Speeds

A detailed description of each item is below followed by a sample

brief at the end of this section.

A.

Identifying the proper procedure• Identify the approach based on runway assignment and ATC

instructions. Ensure that this is verbalized and that both

crewmembers agree that the correct approach is being

briefed.

B. Navigation Frequencies

• Identify, brief and set the appropriate navigation

frequencies into the NAV radios.

C.

Bearing Pointers• Set the bearing pointers to the appropriate Navigation Aids,

or turn them off if not needed.

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REVISION: 3

D. Final Approach Course

•

Identify, brief and set the CDIs on the EHSI as required.• If the aircraft is currently navigating via FMS guidance:

o Select HDG mode on the Autopilot

o Select V/L

o Set CDI

o Select AUX

o Select NAV mode on the Autopilot

E. Initial and Final Altitudes

•

Brief the appropriate Initial altitude and final altitude basedon type of approach being conducted, applicable category,

and authorized minimums.

F. Reported Weather

• Brief the reported weather based on the most current

ATIS/ASOS/AWOS information provided.

• Note altitude at which you expect to break out of the clouds

based on reported weather.

G.

Runway Conditions• Note runway conditions and any applicable distances and

speeds that must be factored.

H. Missed Approach Procedure

• Brief the entire Missed Approach Procedure, paying special

attention to the initial heading and altitude. When the

aircraft is established in a descent to the DA or after arriving

at the MDA the Altitude Selector/Alerter shall be selected to

the initial missed approach altitude.I. Flap Setting

• Based on runway and weather conditions and descent

profile decide on and brief the flap setting for arrival.

J. V Speeds

• Determine VREF, VGA, VFRI, and VCLIMB for the flap setting and

landing weight. Bug these speeds as necessary.


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REVISION: 3

Example Approach Brief:

This will be an ILS Approach Runway 5 at KSHD. The Localizer

Frequency is 109.5 , set on the left/right, the STAUT LOM is 375. Final

Approach Course is 047 . Initial Altitude will be 3,600’ outbound at the

LOM and the final altitude will be 1,384’ at DA. Reported weather is

300’ overcast and ¾ of a mile visibility with light rain. Runway

conditions are wet , landings distances have been calculated and

are____. The missed approach procedure is an initial climb to 2,600’on runway heading. Flaps setting will be 15 . VREF is _______, VGA is

_______, VFRI is ______ and VCLIMB is ______. Are there any questions?


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REVISION: 3

2.2.11.7 Transfer of Controls

According to FAA AC61.115, aviation accident and incident reports show

that there is a need to place special emphasis on the procedure used when

exchanging flight controls. Numerous accidents have occurred due to a

lack of communication or misunderstanding as to who actually had control

of the aircraft. When exchanging flight controls the pilot flying will at a

minimum communicate to the pilot taking the controls:

•

Heading or Course

• Altitude

• Current Clearance, Initial Route or Airspace Clearance

A. Example

PF PM

HEADING 150, FL190, DIRECT SOGUM,YOU HAVE THE FLIGHT CONTROLS

YOU HAVE THE CONTROLS

Releases the flight controls.

HEADING 150, FL190, DIRECT

SOGUM, I HAVE THE FLIGHT

CONTROLS

Takes the flight controls.


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REVISION: 3

2.2.11.8 Mission Crew Coordination

This section provides specific guidance on Cabin and Mission Crew

configurations during a standard flight. The conditions described shall be

the standard terminology used between the Flight Deck and Mission

Commander to coordinate configuration or condition changes. Conditions,

procedures and callouts detailed below shall be used for normal and

emergency operations and verbiage shall be used as described in BOLD. In

limited cases such as moderate or greater turbulence where it is more

appropriate to have the crew seated and belted for safety reasons, a

modified condition may be set allowing the crew to continue their duties

but to put additional safety measures in place. A modified condition is the

exception and not the rule.


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REVISION: 3

Condition Aircraft Status MSN Crew Action / Position

CONDITION ONE -Cabin Door, Cargo Hatch

and Emergency Exits

closed and secured.

-Engine Start and all

Ground Movement

Operations.

-All aircrew are onboard

-Aircrew ready for engine

start/ground movement.

CONDITION TWO Aircraft is in Condition

for:

-Takeoff/Landing

-Operations below 4,000’

AGL and all

-Emergency Situations.

All aircrew at their crew stations:

-Harnesses fastened

-Station monitors turned off

-Window shades down (open)

-Observation/callout readiness at

100%

-Sterile aircraft procedures

-Intercom panels tuned to

Intercom (IC) Net/All Common

-Survival equipment ready for

immediate egress.

CONDITION THREE Aircraft is in Condition

for normal operations:

-Above 4,000’ AGL (or

higher altitude as

determined by the PIC).

Window shades up (closed):

-Station monitors on

-Intercoms set to mission

channels

-Crew movement at discretion of

the Mission Commander

-Integrity check has been

accomplished.

“MODIFIED”

CONDITION ____

MSN Crew actions/positions

specifically designated by the PIC

to account for the reasons to

modify the condition

(Turbulence, etc.)

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REVISION: 3

2.3 Aircraft Configurations

2.3.1

Extended Ground Operations

Due to the nature of Dynamic Aviation special missions, extended ground

operations are frequently necessary. These ground runs are used by the

Mission Crew to power up and properly align the mission equipment on

the aircraft. These operations cause additional wear and tear on certain

condition/life limited components that are not otherwise exposed to

extended operations. Therefore, pilots shall make every effort to reducewear and tear during extended ground operations by configuring the

aircraft in accordance with the procedure detailed below. The Extended

Ground Operations Hang Card includes a list of the items that must be

turned off. If the items on the card are covered, no additional checklist is

required to be run.

2.3.2 Standard Lighting Configurations

The guidance provided below shall serve as a standard for configuring

Exterior Aircraft Lighting. During specific operations, lighting

configurations may be altered in accordance with local procedures,

Special Instructions (SPINs) or as the PIC determines the need.

Flaps ............................................................................... Set/Indicating 0°

Standby Hydraulic Press ................................................................ NORM

Tank Aux Pumps ........................................................................ Both OFF

Ice Protection (above +10°C) ............................................................. OFF

Speed Card ........................................................... Display EXT GRND OPS

Prior to Taxi

Flaps ........................................................................... Set/Indicating ___°Standby Hydraulic Press ........................................ Both On and Checked

Tank Aux Pumps ......................................................................... Both On

Ice Protection (above +10°C) .................................. 4 or 5 Hot/Warm Up

Speed Card ....................................................................................... Stow

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REVISION: 3

2.3.2.1 Taxi

Position Lights ..................................................................................... On

A/COL Lights ...................................................................................... RED

Taxi Light ............................................................................................. On

Inspection/Logo Lights ......................................................... As Required

2.3.2.2 Takeoff/Initial Climb

Position Lights ..................................................................................... OnA/COL Lights .................................................................................. WHITE


Approach Lights ................................................................................... On

Flare lights ........................................................................................... On

Pulse Lights ................... Authorized in lieu of Approach and Flare Lights

during daylight operations

2.3.2.3

Climb (above 10,000’)


A/COL Lights .................................................................................. WHITE

2.3.2.4 Cruise



2.3.2.5 Descent/Approach



Pulse Lights (below 10,000’ MSL) ........................................................ On


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REVISION: 3

2.3.2.6 Landing




Approach Lights ................................................................................... On

Flare Lights .......................................................................................... On

Pulse Lights ................... Authorized in lieu of Approach and Flare Lights

during daylight operations


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REVISION: 3

2.4 Operations in High Temperature Environments

When operating in high ambient temperature conditions it is important

to take operating limitations, engine parameters and performance into

consideration.

2.4.1 Ground Operations

Power Levers ........................................... FLT IDLE (except when taxiing)

Engine Intake Bypass Doors ........................................................ CLOSEDPosition aircraft into the wind

Windshield Heat ................................................................. OFF until Taxi

Ice Protection ..................................................................... OFF until Taxi

2.4.2 WAT Limit

Reference applicable AFM or Supplemental Performance Data

2.4.3 Takeoff Considerations

Reference applicable AFM or Supplemental Performance Data

The Captain shall ensure that Accelerate Stop

distance and Takeoff Distance (Accelerate Go)

are available for the planned departure runway.


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REVISION: 3

2.5 Mission Equipment

2.5.1

Installation

Power for mission equipment is supplied from the aircraft engine-driven

3-phase 115/220 VAC variable frequency AC generators in air operations

and an external mission power ground plug connected to a standard 3-

phase 115/220 VAC 400 Hz GPU for operations on the ground. The

aircraft’s original AC generation control, safety, indication and

distribution systems are not changed. Current AC generation operatingprocedures are not changed.

2.5.2 Air Operation

Mission power bus on/off control is by a switch mounted in the AC

control panel in the cockpit. The pilot can select GROUND or FLIGHT

operation of the mission power bus by selecting switch position. In the

FLIGHT position, with engines running, the switch energizes the L/H andR/H mission bus contactor mounted in the AC junction box of each

nacelle. Once energized for FLIGHT operations, the L/H and R/H mission

power buses are split and supplied with power from the respective L/H

or R/H aircraft AC power bus through circuit breakers.

2.5.3 Automatic Load Shedding

An automated circuit in the mission power system monitors each AC

generator bus and will automatically shed the mission power load if

either or both AC generators fail. In the case of a generator failure

before activation of the mission power system, the monitoring circuit

will not allow the mission power bus to be energized.


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REVISION: 3

2.5.4 Ground Operation

For ground operations without engines running, power is supplied from

the mission power ground plug through a circuit breaker. It is controlled

manually from the cockpit by selecting the mission power switch to the

GROUND position. In the GROUND position, the switch energizes the

mission bus external power contactor installed above the wardrobe

behind the cabin light control panel. Once energized for GROUND

operations, the L/H and R/H mission power buses are isolated from the

L/H and R/H AC power buses and tied to the external ground mission

power plug by the mission bus external power contactor. During ground

operations, the L/H and R/H mission power buses are tied together and

supplied with power from a standard 3-phase 115/220 VAC 400Hz GPU.

2.5.5 Procedures

For ground operations utilizing a ground power source, place the AuxPower Switch in the GROUND position. During all operations in which

the aircraft AC generators are to supply mission power, place the Aux

Power Switch in the FLIGHT position. This will ensure that the fault

protection circuits are online and monitoring the system.

Normal operations require the ship’s AC Generators to be online prior to

turning Aux Power ON. This will have to be delayed until the propellers

are placed in the MAX position and the AC Gens turned ON. At this point,

the Aux Power switch may be placed in the FLIGHT position. Mission

Power application should be delayed until the aircrafts electrical systems

are online and have been verified.

In any kind of emergency, safety is priority and if the Captain determines

that the Mission Power should be turned OFF, immediately inform the

Mission Equipment Operators (if time and circumstances allow) and then

turn the Mission Equipment off by placing the Aux Power Switch in the

OFF position.

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REVISION: 3

2.6 Inflight Maneuvers

2.6.1

Holding

2.6.1.1 Procedure

A. When within three minutes of the holding fix begin reducing

airspeed so as to cross the fix at 200 KIAS or less at or below

6000ft MSL and 230 KIAS or less above 6000ft MSL up to and

including 14,000ft MSL.

B. The recommended holding speed is 150 KIAS. Flaps must be set

to 0°.

When in icing conditions, holding

speed shall not be less than 150

KIAS and the flaps MUST be set to

0°.

C. Required inbound leg timing is one minute at or below 14,000ft

MSL, 1.5 minutes above 14,000ft MSL, as specified in the

clearance or published on the chart.

2.6.2 Special Maneuvers

Operational requirements may dictate non-standard departure andarrival patterns and profiles. Non-standard departures and arrivals shall

only be conducted in Day Visual Meteorological Conditions and under

Visual Flight Rules. Departures and arrivals are also subject to local ATC

procedures and policies. In no case shall a flight crew deviate from local

procedural requirements. The following profiles are included for

reference and general guidance.

WARNING

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REVISION: 3

2.6.2.1 Departure Tactical Profiles

A.

Limitations

Flight Conditions Day VMC/VFR Only

Speed Type III Climb

Power MTOP/MCP then Type III Climb Torque

Np 1050 Np

Bank Not to exceed 45°

Bleeds OFF/MIN until safe altitude

B. Random Steep or Spiral Procedure

• Set Power to MTOP

• Utilize Type III Climb Speed

•

Passing 400’ AGL, initiate turn towards planned departure

route

• Passing 1,000’ AGL or crossing the airfield boundary, select

ALE-47 to AUTO and set Climb Power

• Set Exterior Lighting in accordance with local area

procedures and SPINs.

N O T E Reference Type III Climb Torque and

Speeds in applicable Operating Data

Manual or Flight Manual Supplements


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REVISION: 3

•

S e t MT OP pr i or t o b

r ak er el e a s e

•

N or m al T ak e of f / C l i m

b pr o c e d ur e s t h r o u gh

r o t a t i on an d S af eA l t i t u d e

•

A f t er r o t a t i on , pi t c h

t oT y p eI I I C l i m b S p e e d

•

P a s s i n g S af eA l t i t u d

e , b e gi n s pi r al / r an d om c l i m b

•

P a s s i n g1 0 , 0 0 0 f e e t

A GL ( or c l e ar of t h r e a t ) ,r ol l

o u t of t ur n , a c c el er a

t e an d r e s um en or m al c l i m b .

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REVISION: 3

2.6.2.2 Arrival Tactical Profiles

A.

Limitations

Flight Conditions Day VMC/VFR Only

Speed Clean: VMO Maximum

Landing Configuration: VLE Maximum – 5 KIAS

Power As Required

Np 1050 N

p

Bank Not to exceed 45° (Spiral) or 30° (Curvilinear)

Bleeds As Required

Configuration Aircraft configured for landing before reaching

2,000’ AGL and/or midfield downwind,

whichever happens first

N O T E Maintain Stabilized Approach Criteria

as delineated in section 3.19.2

B. Spiral Procedure

• From any planned direction, fly toward airfield at 10,000’

AGL or previously assigned altitude.

• Plan to arrive overhead at 200 KIAS

• Configure for Landing overhead the airfield

• Initiate random/spiral descent at VLE - 5 KIAS

• Plan pattern to arrive at a 2 NM final at 600’ AGL

• Continue stabilized normal Visual Approach to landing

N O T E Reference Type III Climb Torque and

Speeds in applicable Operating Data

Manual or Flight Manual Supplements

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REVISION: 3

•

O v e r h e a d ,1 0 , 0 0 0 ’ A G L

( o r a s s i g n e d )

•

G e a r D o w n , F l a p s 1 5

•

V L E – 5 K I A S

•

N o r m a l g l i d e p a t h a t 2 N

M f i n a l

•

T r a n s i t i o n t o n o r m a l l a n

d i n g

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REVISION: 3

C. Curvilinear Procedure

•

Curving visual approach flown from any position other thana normal straight-in or downwind.

• From random position, altitude, distance, initiate a

descending turning track.

• Configure for Landing

• Plan pattern to arrive at a 2 NM final at 600’ AGL

• Continue stabilized normal Visual Approach to landing


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REVISION: 3

2 , 0 0 0 ’

•

C o n f i g u r e d F l a p s A p p r o

a c h , G e a r D o w n

•

F r o m r a n d o m p o s i t i o n , a l t i t u d e ,

d i s t a n c e

•

I n i t i a t e d e s c e n d i n g t u r n i n g t r a c k

•

C o n f i g u r e

n o r m a l l y

•

N o r m a l g l i d e p a t h a t 2 N M f i n a l

•

T r a n s i t i o n

t o n o r m a l l a n d i n g

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REVISION: 3

2.7 Flight Training Maneuvers

The maneuvers outlined in this chapter are for use in FLIGHT TRAINING

ONLY. These maneuvers are not authorized in aircraft outside of

company approved flight training events. All VFR maneuvers will be

performed in the Simulator or at approximately 5,000 AGL or above.

Any departure from these limitations must be cleared through the Chief

Pilot or VP of Flight Operations. Some maneuvers conducted to meet

the Part 142 requirements during Simulator Training are not detailedhere, but will be thoroughly briefed by the instructor prior to the flight.

2.7.1 Steep Turns

Upon reaching the appropriate altitude, the aircraft will be configured.

The heading bug should be used for heading reference to complete the

turn if available. Rolling through 30° of bank the PM shall add

approximately 5-10% torque. Increase pitch to approximately 4° nose

up. Steep turns will be completed with reference to the flight

instruments. The PM shall call out 30o prior to rollout heading. As the

PF rolls out of the turn, the PM shall decrease the power and the PF will

release the back pressure that was held during the turn. Once stabilized

in level flight the PM shall set the FD to HDG/ALT SEL and engage the

autopilot at the PFs direction.


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REVISION: 3

M a i n t a i n 4 5 o

o f B a n k

1 .

A d j u s t

p i t c h a n d p o w e r a s n e c e s s a r y

P a s s i n g t h r o u g h 3 0 o

o f b

a n k

1 .

P M - A d d a p p r o x i m

a t e l y 5 -1 0 % t o r q u e

2 .

P F - S e t p i t c h t o a p p r o x i m a t e l y 4 °

n o s e u p

R o l l o u t t h r o u g h 3 0 o

1 .

R e d u c e P o w e r

2 .

R e l e a s e b a c k p r e s s u r e o n y o k e

3 .

T r i m f o r l e v e l f l i g h t

4 .

H D G , A L T S E L , A P e

n g a g e d

I n i t i a l C o n f i g u r a t i o n

1 .

T o r q u e … … … … … … …

… … … … . 4 5 %

2 .

C o n d i t i o nL e v e r s … . .1 , 0 5 0 R P M

3 .

A i r s p e e d … … … … … …

…1 5 0 k n o t s

4 .

H e a d i n g b u g … … … …

… … … … . S E T

R o l l O u t

1 .

C a l l o u t

3 0 o

f r o m r o l l o u t h e a d i n g

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CHAPTER: 2



REVISION: 3

REPLACES PGS 59-68 OF THE DASH 8 SOP

2.7.2 Stall Recovery

Stall recovery procedures are initiated at the first indication of the stick

shaker or airframe buffet. If the aircraft is near a stall condition, the stall

protection system alerts the pilots by a stick shaker which causes an

audible and tactile vibration in the yoke.

N O T E Automatic activation of the

stick shaker will disengage

the autopilot.

Stall recoveries are accomplished wings level (rolling out of turns if

applicable). Adding power while correcting pitch (as necessary) and

leveling the wings should be a simultaneous operation.

Effective recovery procedures should emphasize lowering pitch

substantially enough to break the stall. Available altitude is a resource;

therefore, altitude loss should be accepted as required to increase

airspeed if proximity to terrain or air traffic is not a factor.

In addition, the -315 series’ stick pusher system is designed to push the

control column forward if the aircraft is in a stall condition therebydecreasing the angle of attack of the wing.

2.7.3 Power On Stall

Power on stalls will be accomplished in the clean configuration.

Recovery altitude will be no less than 5,000 AGL. At the selected altitude

or as instructed, the power will be set to 50% as the pitch is raised. The

pilot flying will recover on the first indication of stall.

The pilot flying’s primary responsibility

in the event of a stall is to fly the

aircraft so as to recover from the stall

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CHAPTER: 2



REVISION: 3

2.7.3.1 Approach to Stall-Power On

1 . T o r q u e . . . . . . . . . . . . . . . . . . . . . . . . . . . . S e t t o 5 0 %

2 . F l a p s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U P

3 .L a n d i n g G e a r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U P

4 . S y n c h r o p h a s e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O f f

5 . C o n d i t i o nL e v e r s . . . . . . . . . . . . .1 , 0 5 0 R P M

6 . M a i n t a i n h e a d i n g i n i t i a l l y u n l e s s

b a n k i s t o b e s e t

7 . S e t p i t c h a n d b a n k a s d i r e c t e d ,

a n d w a i t f o r t h e f i r s t s t a l l

i n d i c a t i o n

I n i t i a l

S t a l l a n d R e c o v e r y

1 .

A t f i r s t i n d i c a t i o n o f t h e s t a l l

a .

P i t c h a s r e q u i r e d t o b r e a k

s t a l l

b .

I n c r e a s e p o w e r t o w a r d s

M T O P

c .

P r e s s G o- A r o u n d b u t t o n

2 .

R o l l w i n g s l e v e l i f i n a b a n k

3 .

C l i m b o r m a i n t a i n a l t i t u d e

4 .

C o n f i r m G e a r U P

5 .

C o n f i r m F l a p s U P

C o m

p l e t i o n

1 .

R e c o v e r t o a s s i g n e d a l t i t u d e

2 .

C o n f i g u r e a i r c r a f t a s a s s i g n e d

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CHAPTER: 2



REVISION: 3

2.7.3.2 Power On Stall Recovery

PF PM

STALL

Pitch as required to break stall and

recover airspeed. Roll wings level if

necessary

Selects GA mode

Advances Power Levers toward MTOP

MAX POWER

Monitors airspeed for increase; when

positive indication

AIRSPEED INCREASING

Turns Synchrophase Off, Sets Condition

Levers to Max and Power Levers to MTOP

MAX POWER SET

Pitch to the command bars

GEAR UP, HDG, ALT SEL

POSITIVE RATE

Verifies Gear Up, Selects HDG, ALT SEL

GEAR IS UP, HDG, ALT SEL

Calls for appropriate checklist

CLIMB TO THE LINE or MISSED

APPROACH/GO AROUND CHECKLIST Reads Checklist


APPROACH/GO AROUND CHECKLIST

COMPLETE

2.7.4 Power Off Stall

Power off stalls will be accomplished in the clean and landing

configuration. Recovery altitude will be no less than 5,000 AGL. Landing

configuration will be landing gear down, flaps at 15° and 35°, and

condition levers at MAX. At the selected altitude, the power will be

brought back toward flight idle as the pitch is raised to hold altitude.

The pilot flying’s primary responsibility

in the event of a stall is to fly the

aircraft so as to recover from the stall

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CHAPTER: 2



REVISION: 3

2.7.4.1 Stall-Clean Configuration Profile

1 . T o r q u e . . . . . . . . . . . . . . . . . . . . . R e d u c e t o2 0 %

2 . F l a p s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U P

3 .L a n d i n g G e a r . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . U P


5 . C o n d i t i o nL e v e r s . . . . . . . . . . . .1 , 0 5 0 R P M

6 . M a i n t a i n A l t i t u d e a n d D i r e c t i o n

7 . S e t b a n k a s d i r e c t e d , a

n d w a i t f o r

t h e f i r s t s t a l l i n d i c a t i o n

I n i t i a l


1 .

A t

f i r s t i n d i c a t i o n o f t h e s t a l l

a .


s t a l l

b .


M T O P

c .


2 .

R o

l l w i n g s l e v e l i f i n a b a n k

3 .


4 .

C o

n f i r m G e a r U P

5 .

C o

n f i r m F l a p s U P

C o m p

l e t i o n

1 .

R e c o v e r t o a s s

i g n e d a l t i t u d e

2 .


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CHAPTER: 2



REVISION: 3

2.7.4.2 Flaps 0

Recovery Actions & Callouts

PF PM

STALL



necessary.

Selects GA mode


MAX POWER


positive indication

AIRSPEED INCREASING

Turns Synchrophase Off, Sets Condition

Levers to Max and Power Levers to MTOP

MAX POWER SET



POSITIVE RATE

Verifies Gear Up, Selects HDG, ALT SELGEAR IS UP, HDG, ALT SEL

Calls for appropriate checklist


APPROACH/GO AROUND CHECKLIST Reads Checklist



COMPLETE


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CHAPTER: 2



REVISION: 3

2.7.4.3 Stall- Landing Configuration Flaps 15

Procedure Profile

I n i t i a l


C o m p l e t i o n

1 . T o r q u e . . . . . . . . . . . . . . . . . . . R e d u c e t o2 0 %

2 .L a n d i n g G e a r . . . . b e l o w

V L E -D o w n

3 . F l a p s . . . . . . . . . . . . . . . . . . . . . b e l o w V F E -1 5 °

4 . S y n c h r o p h a s e . . . . . . . . . . . . . . . . . . . . . . . . . . . O f f

5 . C o n d i t i o nL e v e r s . . . . . . . . . . . . . . . . . . . . . M a x

6 . M a i n t a i n A l t i t u d e

7 . I n i t i a t e b a n k a s d i r e c t

e d , a n d

w a i t f o r t h e f i r s t s t a l l i n d i c a t i o n

1 .


a .

P i t c h a s r e q u i r e d t o

b r e a k s t a l l

b .

I n c r e a s e p o w e r

t o w a r d s M T O P

c .

P r e s s G o- A r o u n d

b u t t o n

2 .


3 .

R o

l l w i n g s l e v e l i f i n a b a n k

4 .

F l a p s u p o n e n o t c h

5 .

G e a r U P w i t h p o s i t i v e r a t e

c o

n f i r m e d

1 .

R e c o v e r t o a s s

i g n e d a l t i t u d e

2 .


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CHAPTER: 2



REVISION: 3

2.7.4.4 Flaps 15


PF PM

STALL



necessary

Selects GA mode


MAX POWER


positive indication

AIRSPEED INCREASING,

FLAPS UP ONE NOTCH

Turns Synchrophase Off, Condition

Levers to Max, Power Levers to MTOP

MAX POWER SET

Selects flaps up one notch

FLAPS UP ONE NOTCH



POSITIVE RATE

Selects Gear Up, Selects HDG, ALT SEL


FLAPS ZERO, CLIMB TO THE LINE or

MISSED APPROACH/GO AROUND

CHECKLIST

(Calls for appropriate checklist)

VFRI

Selects Flaps Zero

FLAPS ZERO

Reads ChecklistCLIMB TO THE LINE or MISSED


COMPLETE


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CHAPTER: 2



REVISION: 3

2.7.4.5 Stall-Landing Configuration Flaps 35

Profile

I n i t i a l


C o m p l e t i o n

1 . T o r q u e . . . . . . . . . . . . . . . . . . . . . . R e d u c e t o2 0 %

2 .L a n d i n g G e a r . . . . . . . b e l o w V L E –D o w n

3 . F l a p s . . . . . . . . . . . . . . . . . . . . . . . . . b e l o w V F E -1 5 °


5 . C o n d i t i o nL e v e r s . . . . . . . . . . . . . . . . . . . . . . M A X

6 . A u t o p i l o t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . O F F

7 . F l a p s . . . . . . . . . . . . . . . . . b e l o w

V F E ( 3 5 ) - 3 5 °

8 . M a i n t a i n A l t i t u d e

9 . W a i t f o r t h e f i r s t s t a l l i n d i c a t i o n

1 .


a .


s t a l l

b .


M T O P

c .


2 .

C l i m

b o r m a i n t a i n a l t i t u d e

3 .

R o l l w i n g s l e v e l i f i n a b a n k

4 .

F l a p s u p o n e n o t c h

5 .

G e a

r U P w i t h p o s i t i v e r a t e

c o n

f i r m e d

1 .

R e c o v e r t o a s s i g n e d a l t i t u d e

2 .

C o n f i g u r e a i r

c r a f t a s a s s i g n e d

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CHAPTER: 2



REVISION: 3

2.7.4.6 Flaps 35


PF PM

STALL



necessary

Selects GA mode


MAX POWER


positive indication

AIRSPEED INCREASING,

FLAPS UP ONE NOTCH

Turns Synchrophase Off, Condition

Levers to Max, Power Levers to MTOP

MAX POWER SET

Selects flaps up one notch

FLAPS UP ONE NOTCH



POSITIVE RATE



FLAPS ZERO, CLIMB TO THE LINE or

MISSED APPROACH/GO AROUND

CHECKLIST

(Calls for appropriate checklist)

VFRI

Selects Flaps Zero

FLAPS ZERO

Reads ChecklistCLIMB TO THE LINE or MISSED


COMPLETE

N O T E Ensure compliance with AFM

limitations by disconnecting the

autopilot prior to selecting Flaps 35°.


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CHAPTER: 2



REVISION: 3

2.8 Windshear

2.8.1 Avoidance

The best defense against windshear is to avoid it altogether. This is

especially important because windshear can exceed the capability of any

airplane. There is no assured detection and warning system in operation

which can accurately measure windshear intensity along a flight path.

When possible, report possible windshear encounters to ATC and take

such reports from other aircraft very seriously.

2.8.2 Precautions

If windshear is reported in the area consider delaying takeoff or

discontinuing an approach until conditions have improved. Use the

longest available runway and do not use reduced power for takeoff. Also

be alert for airspeed fluctuations during departure and arrival.

2.8.3

Recovery

2.8.3.1 Airspeed

Optimum aircraft performance (Best Angle of Climb) occurs near a speed

which equates to a target speed of V2 during take-off and VGA during

landing for any given flap configuration. Therefore do not allow the

speed to decrease below these speeds. These speeds are an easy

reference since they were briefed and bugged prior to Take-off orapproach. Do not allow airspeed to decay to the stick shaker activation.

This is due to the following factors:

A. At these speeds the aircraft is operating on the back side of the

Lift/ Drag curve with significant deterioration of climb capability.

B. The airspeed can be lower than VMCA so the flight controls may

not maintain sufficient authority for directional control in the

event of an engine failure.

If the stick shaker activates in turbulence, immediately reduce the pitch

attitude sufficient to silence the shaker. In the event this should occur

close to the ground, maintain the pitch attitude which silences the

shaker, until terrain clearance is no longer a factor, then allow the

aircraft to accelerate back to V2/VGA.

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REVISION: 3

2.8.3.2 Technique

A.

Flight path must be controlled with pitch attitude (Unusual stick

forces may be required).

B. Lower than normal airspeed may have to be accepted to counter

altitude loss.

C. Do not use a reduced power takeoff.

D. Do not change aircraft configuration until clear of the Windshear.

2.8.3.3

Procedure & Callouts

PF PM

WIND SHEAR

MAX POWER

Selects GA and moves Power Levers

toward MTOP, increases pitch to

target V2/VGA Do not change aircraft configuration

(see note below)

Commands FIREWALL POWER if

negative VSI until positive VSI

established.

Sets Power and Condition Levers to MTOP

MAX POWER SET

Monitors aircraft performance and terrainSINKING/CLIMBING

When clear of Windshear

Establishes level flight and

reconfigures aircraft Advises ATC of Windshear conditions

N O T E

If practical observe MAX Torque

limits; however, obtaining safe climb

and obstacle clearance takes

precedence over transient limits.

N O T E The only aircraft configuration change allowed

during this maneuver is to reduce the flap setting

from 35° to 15° (If flaps are set to 35°).

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REVISION: 3

2.9 EGPWS

2.9.1

Overview

EGPWS is a terrain awareness and alerting system. The EGPWS uses

aircraft inputs including altitude, radar altitude, airspeed, attitude,

glideslope and geographic position. The EGPWS provides alerts for

excessive glideslope deviation, flap or landing gear position not in the

landing configuration, bank angle and minimum callouts. Additionally

EGPWS uses internal terrain, obstacles and airport databases to predict apotential conflict between the aircraft flight path and obstacles.

2.9.2 Procedure & Callouts

Anytime the aural warning sounds (TERRAIN PULL UP):

• The PF will, without delay, accomplish a Go-around procedure

and climb until the EGPWS warning ceases.

• The PM will push the condition levers to MAX and set MAX

POWER.

N

O T E

Procedures and Maneuvers at specific locations require higher than normal

descent rates in visual conditions. Aural warnings from the EGPWS may be

accepted without initiating the procedure detailed below given that the flight

crew has briefed the arrival, taken into account terrain considerations, flight

path, descent path, etc. is in visual meteorological conditions and plans to

stabilize the flight path in accordance with stabilized approach criteria

defined in this manual.


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REVISION: 3

PF PM

EGPWS Warning – TERRAIN, TERRAIN, PULL UP

MAX POWER

Disconnect Autopilot and Move Power

Levers toward MTOP, roll wings level,

aggressively increase pitch to initiate

climb and selects Go-Around.

Sets Power and Condition Levers to

MAX.

MAX POWER SET

Targets VGA

Do not change aircraft configuration (see

below)

Monitors aircraft performance and

terrain clearance and advises PF

(Reference the Radar Altimeter in

addition to the TAWS display for terrain

clearance).

When clear of terrain

Establishes level flight and reconfigures

aircraft. Advises ATC.

N O T E The only aircraft configuration change allowed

during this maneuver is to reduce the flap setting

from 35° to 15° (If flaps are set to 35°).


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REVISION: 3

2.10 TCAS Warnings

2.10.1

Overview

A Resolution Advisory (RA) is a warning that will provide adequate

vertical separation from a threat airplane when it is approximately 25

seconds from the closest point of approach.

The RA will be accompanied by an appropriate announcement:

•

Aural Message

• Traffic symbol visible on display

• Red and Green area on VS scale

2.10.2 Procedure & Callouts

When an RA is commanded the PF shall:

•

Disengage the autopilot.

• Respond immediately to satisfy the RA using positive pitch and

power inputs in the direction and with the magnitude the TCAS

advises.

• Adjust the aircraft VS to move the VSI pointer within the green

area.


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REVISION: 3

PF PM

TCAS TRAFFIC ALERT

Locates target on TCAS and monitors.

Directs PM to request heading change

with ATC if needed.

Locates target on TCAS and tries to

get visual.

Advises PF of visual position and

direction of flight.

Makes ATC request

TCAS RESOLUTION ADVISORY

Either pilot calls RA CLIMB/DESCEND

Disconnects autopilot

Initiates climb or descent as per TCAS Notifies ATC

When clear of conflict

Returns aircraft to original assigned

altitude.

Advise ATC

TCAS is not able to provide RAs for aircraft

without altitude reporting capability. TCAS will

provide NO Traffic Advisory (TA) or RA for

aircraft without transponders, or those with

inoperative transponders.

WARNING

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REVISION: 3


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REVISION: 3

Chapter 3: Normal Procedures

3.1. Purpose ................................................................................................... 77

3.2. General .................................................................................................... 77

3.3. Preflight ................................................................................................... 78

3.4. Cockpit Preparation ................................................................................. 83

3.5. Before Start (First Flight) ......................................................................... 98

3.6.

Before Start (Successive Flights) ........................................................... 1043.7. Start ....................................................................................................... 110

3.8. After Start .............................................................................................. 116

3.9. Push Back Operations ............................................................................ 126

3.10. Taxi ........................................................................................................ 130

3.11. Before Takeoff To The Line ................................................................... 134

3.12. Before Takeoff Below The Line .............................................................. 139

3.13. Takeoff................................................................................................... 144

3.14.

Climb To The Line .................................................................................. 1473.15. Climb Below The Line ............................................................................ 153

3.16. Cruise ..................................................................................................... 155

3.17. Descent .................................................................................................. 158

3.18. Approach ............................................................................................... 161

3.19. Approach Profiles .................................................................................. 164

3.19.1. General Procedures ................................................................ 164

3.19.2. Stabilized Approach Criteria ................................................... 164

3.19.3.

Approach Callouts ................................................................... 1663.19.4. Precision Approach Profile...................................................... 167

3.19.5. Non-Precision Approach and Circle To Land Profile ............... 168

3.19.6. Visual Approach and Landing Profile ...................................... 169

3.20. Landing To The Line ............................................................................... 170

3.21. Landing Below The Line ......................................................................... 174

3.22. Missed Approach / Go Around .............................................................. 176

3.23. After Landing To The Line ...................................................................... 181

3.24.

After Landing Below The Line ................................................................ 1853.25. Parking To The Line ............................................................................... 190

3.26. Parking ................................................................................................... 195

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REVISION: 3


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REVISION: 3

CHAPTER 3NORMAL PROCEDURES

3.1 Purpose

This chapter contains descriptions of normal maneuvers and proceduresfor the DHC-8 series aircraft at Dynamic Aviation.

3.2 General

The procedures described are mandatory. However, every effort has

been made to design these procedures with a degree of flexibility so that

the crew can adapt them to the varied and changing meteorological, ATCand terminal requirements found throughout all operating environments.

Procedures are the actions that must be completed to accomplish the

flight. Checklists are used to check that at least the items critical to

safety of flight have been completed. Completing only the checklist

items will not result in a satisfactory flight. Most procedures have been

incorporated into a flow pattern to ease learning and performance.

These flows are designed to synchronize with the checklist in a manner

that reduces confusion, increases proficiency, and provides clarity to

when items should be completed.


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REVISION: 3

3.3 Preflight

3.3.1 General

To assure that the aircraft is airworthy from the pilots’ perspective it is

important that a thorough preflight be completed. An organized

preflight flow will expedite the inspection process and increase safety

and dispatch reliability.

N O T E

This flow is designed to provide guidance on a recommended external flow

on the airplane’s first flight of the day and will be followed by the COCKPIT

PREPARATION Checklist. Subsequent flights by may begin with the BEFORE

START – Successive Flights Checklist.

3.3.2 Who

Either pilot may complete this section as designated by the Pilot-in-

Command.

3.3.3 When

Prior to the first flight of the day.

3.3.4 Pilot’s Expanded Procedure

N O T E In addition to items named below, the pilot will inspect for general

condition items such as loose attaching hardware, chafing or cracked

skins, antennae, evidence of damage, leaks etc.

N O T E In order to properly inspect the

landing gear wells the gear doorsmust be opened prior to the preflight.

Forward Fuselage:

Airstair door ....................................................................................... Check

Engine inspection light ....................................................................... Check

Pitot tube ........................................................................................... Check

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REVISION: 3

Side window ....................................................................................... Check

Windshield and wiper ........................................................................ CheckStatic port ............................................................................................ Clear

AoA Vane (-315 series) ....................................................................... Check

Nose gear safety lock ..................................................................... In/Flush

N O T E

Push back or other operations that require aircraft movement after

preflight and before engine start require the ground support

personnel to secure the Nose Gear Lock and remove the Gear Pins

and Gear Door Pins. Refer to section 3.9 “Push-Back Operations”.

Ground communication and external power doors .......................... Closed

Rear nose gear doors ......................................................................... Check

Nose wheel tires ................................................................................. Check

Nose gear shock strut (1-3”/no leaks) ................................................ Check

Front nose gear doors ............................................................. Open/Check

Nose gear wheel well ......................................................................... Check

Taxi light ............................................................................................. CheckRadome/Nose pod ............................................................................. Check

Outflow vent ....................................................................................... Clear

Oxygen overboard discharge disc ...................................................... Intact

Static port ............................................................................................ Clear

Windshield and wiper ........................................................................ Check

Side window ....................................................................................... Check

AoA Vane (-315 series) ....................................................................... Check

Pitot tube ........................................................................................... CheckEngine inspection light ....................................................................... Check

Lavatory service door ........................................................... Closed/Secure

Forward egress light ........................................................................... Check

Forward emergency exit ....................................................... Check/Secure

Mid-cabin egress light ........................................................................ Check

Mid-cabin emergency egress exit ........................................ Closed/Secure

Right Wing and Nacelle

Inboard deice boot ............................................................................. Check

Fuel tank drain valves .......................................................................Sample

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REVISION: 3

Aux fuel tank magna-sticks .............................................................. Secure

N O T E Check Security and condition of all

magna-sticks. If necessary, verify fuel

quantity by use of the magna-sticks.

Engine inboard panels and cowls ..................................................... Secure

Inboard nacelle drains ......................................................................... Clear

Oil cooler door ................................................................................... CheckProp blades and spinner (do not move or twist blades in hub) ......... Check

Engine intake ...................................................................................... Check

Engine outboard panels and cowls .................................................. Secure

Outboard nacelle drains ...................................................................... Clear

Wing inspection light.......................................................................... Check

Landing lights ..................................................................................... Check

Outboard deice boots ........................................................................ check

Stall strip .......................................................................................... SecureStall warning transducer .................................................................... Check

Main fuel tank magna-sticks ............................................................ Secure

Fuel tank drain valves .......................................................................Sample

Fuel tank NACA vents .......................................................................... Clear

Wingtip and Nav lights ....................................................................... Check

Aileron and trim tab ........................................................................... Check

Static wicks (5) .................................................................................... Check

Flaps and track fairings ....................................................................... Check

AC contactor box and panel .................................................. Check/Secure

AC power receptacle door................................................................. Closed

Refuel/Defuel selector switch ............................................................... OFF

Refuel/defuel panel door .................................................................. Closed

Landing gear ....................................................................................... Check

Downlock pin and Door Pin ..................................................... Remove

Tires ............................................................................................. Check

Brake lines ................................................................................... Check

Brake wear indicators ................................................................. Check

Shock strut (2-6”/no leaks) ......................................................... Check

Hydraulic quantity (3 qts min) ............................................................ Check

Pump handle ................................................................................... Stowed

AC contactor box and panel .................................................. Check/Secure

AC power receptacle door................................................................. Closed

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REVISION: 3

Landing gear rear doors ..................................................................... Check

Landing gear door pin .................................................................... RemoveInboard flap ........................................................................................ Check

Right Aft Fuselage

Parking brake accumulator pressure (1500 psi min) .......................... Check

Ram air inlet (dorsal NACA vent) ......................................................... Clear

Drain mast .......................................................................................... Check

Rear fuselage access door .................................................... Closed/Secure

Center door .......................................................................... Closed/Secure

Empennage

Vertical stabilizer and deice boots ..................................................... Check

Right horizontal stabilizer and deice boots ........................................ Check

Vortex generators (3) ......................................................................... Check

Right elevator ..................................................................................... Check

Right elevator static wicks (4) ............................................................ Check

Right elevator spring and trim tabs .................................................... CheckFore and trailing rudders .................................................................... Check

Rudder static wicks (6) ....................................................................... Check

Nav lights ............................................................................................ Check

Strobe light ......................................................................................... Check

Rear outflow screen ........................................................................... Check

Roll spoilers (right wing) ............................................................... Retracted

Engine exhaust (#2 engine) ................................................................. Clear

Fore and trailing rudders .................................................................... CheckLeft elevator ....................................................................................... Check

Left elevator static wicks (4) .............................................................. Check

Left elevator spring and trim tabs ...................................................... Check

Left horizontal stabilizer and deice boots .......................................... Check

Vortex generators (3) ......................................................................... Check

Vertical stabilizer and deice boots ..................................................... Check

Left Aft Fuselage

Ram air inlet (dorsal NACA vent) ......................................................... Clear

Baggage door ....................................................................... Closed/Secure

Engine fire bottle discharge discs (2) ................................................. Intact

Outside air temp probe ...................................................................... Clean

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REVISION: 3

Left Wing and Nacelle

Inboard flap ........................................................................................ CheckAux Fuel tank drain valves ................................................................Sample

Aux fuel tank magna-sticks .............................................................. Secure

Landing gear rear doors ..................................................................... Check

Landing gear door pin .................................................................... Remove

Landing gear ................................................................................ Check

Downlock pin and Door Pin ..................................................... Remove

Tires ............................................................................................. Check

Brake lines ................................................................................... CheckBrake wear indicators ................................................................. Check

Shock strut (2-6”/no leaks) ......................................................... Check

Hydraulic quantity (1.5 qts min) ......................................................... Check

Engine inboard panels and cowls ..................................................... Secure

Inboard nacelle drains ......................................................................... Clear

Oil cooler door ................................................................................... Check

Engine intake ...................................................................................... Check

Outboard nacelle drains ...................................................................... ClearEngine outboard panels and cowls .................................................. Secure

Wing inspection light.......................................................................... Check

Flaps and track fairings ....................................................................... Check

Aileron and trim tab ........................................................................... Check

Static wicks (5) .................................................................................... Check

Fuel tank NACA vents .......................................................................... Clear

Wingtip and Nav lights ....................................................................... Check

Stall warning transducer .................................................................... CheckOutboard deice boots ........................................................................ check

Stall strip .......................................................................................... Secure

Main fuel tank magna-sticks ............................................................ Secure

Landing lights ..................................................................................... Check

Prop blades and spinner (do not move or twist blades in hub) ......... Check

Inboard deice boot ............................................................................. Check

Forward Fuselage

Mid-cabin emergency exit .................................................... Closed/Secure

Mid-cabin egress light ........................................................................ Check

Airstair door egress light .................................................................... Check

Landing gear pins and landing gear door pins ................ Stowed in Cockpit

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REVISION: 3

3.4 Cockpit Preparation

3.4.1 General

This flow and checklist are designed to ensure that all cockpit items are

airworthy and configured properly for the BEFORE START – FIRST FLIGHT

procedure.

3.4.2 Who

Initiated by the captain; checklist is read by the first officer.

3.4.3 When

Preceding engine start, first flight of the day.

N O T E The Captain and FO may perform their flows simultaneously to

complete the Cockpit Preparation items thoroughly and efficiently.

Upon completion of both crewmembers flows, the Captain calls for

the checklist to be read.

N O T E For Battery Starts, utilize QRH section

1.2 as a read and do procedure.


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REVISION: 3

3.4.4 Captain’s Flow Pattern

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REVISION: 3

3.4.5 Captain’s Expanded Procedure

Preflight ........................................................................................ Complete

N O T E

This inspection may be performed by

either pilot the first flight of every day.

Whoever performs the inspection reads

back the response.

Weight and Balance ..................................................................... Complete

N O T E

The Captain will delegate who is to complete the weight and balance and

will ensure it has been completed correctly and that both crewmembers are

informed of the weight and balance condition of the aircraft. Attention is

given to elevator trim position and Speed Cards page selection at this point.

Circuit Breakers ....................................................................... Checked L/R

Oxygen Masks ......................................................................... Checked L/R

Aircraft Documents & Log ............................................................ On Board

N O T E Check oxygen masks and circuit

breakers as you enter the cockpit

before sitting down.

N O

T E

Mask should be on its hangar, facing

forward, in the NORMAL/100% position.

Conduct an operational check by ensuringpositive oxygen flow to the mask.

N O T E

Check to make sure all appropriate Aircraft Manuals,

Certificates, Flight Dispatch information and Flight Log

Binder are on board, and all discrepancies are either

cleared or deferred IAW the

MEL/NEF/CDL/Supplements.

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REVISION: 3

Safety Equipment ........................................................................... Checked

Check that all applicable safety equipment is on board and in useable condition.• Crash Axe

• Emergency Gear Extension Handle

• Flotation Vests

• Smoke Goggles

• Fire extinguisher

• Flashlights (x2)

• Portable Oxygen Bottle

• Escape Rope

Battery Master/Main/Aux ....................................................................... On

Keep your right hand on the

landing gear handle and eyes on

the landing gear indicators any

time power is applied to verify that

the gear are down and locked.

DC Generators ................................................................................ Both On

Main Bus Tie ............................................................................................TIE

External Power ..................................................................... On & Checked

N O T E Bus voltage should be higher than

battery value and the Green EXT POWER

light is ON.

Caution & Advisory Lights .................................................................Tested

N O T E These are checked at this point, outside

of the obvious flow, to ensure that all

other tests will indicate properly.

POSITION INDICATION

CAUT A/P DISENG, MASTER CAUTION/MASTER WARNING lights

flashes and all caution lights illuminate. Press MASTER

CAUTION/MASTER WARNING light and check that lights

extinguishes.

ADVSY All advisory lights illuminate.

CAUTION

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REVISION: 3

Ice Protection ......................................................................................... Off

Landing & Taxi Lights .....................................................................Both OFFELT ........................................................................................................ARM

APU Fire Detect (If Installed) .............................................................Tested

Loop Selectors .................................................................................................. Both

Engine Fire Detection ........................................................................Tested

• TEST DETECTION switch to ENGINE 1

Observe the following: o Engine 1 PULL FUEL OFF Handle Lights (2 Red bulbs) – Illuminate

o FAULT A/B Lights (Amber) – Illuminate

o

CHECK FIRE DET Warning Light (Red) – Flashes

o Master Warning Light (Red) – Flashes

o Fire Warning Bell – Rings (S.O.O. 8105)

• TEST DETECTION switch - Release

•

Repeat on ENGINE 2

N O

T E

Pre-Mod 8/0235 the dual glare shield lights are

labeled “ENGINE”. These annunciators are

linked to the SCU and are illuminated when anengine autofeather occurs.

N O T E Post-Mod 8/0235 and -202/-315 series aircraft

are labeled “ENGINE FIRE PRESS TO RESET” and

linked to the fire detection circuits.

Baggage Smoke Warning ...................................................................Tested

• Select TEST 1 - SMOKE detector warning light illuminates

• Repeat for TEST 2

N

O T E

In some aircraft, one of the Baggage

Smoke Detectors has been deactivated to

facilitate installation of Mission

Equipment. Test the remaining detector.

Panel Lighting ......................................................................................... Set

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REVISION: 3

Msn Pwr .................................................................................... As required

Ensure that the Mission Power Switch is either in the

OFF position or in the GROUND Position depending on

System requirements. Confer with the Mission

Commander regarding power requirements.

Mission Power must be OFF priorto start.

Ignition ...................................................................................... Both AUTO

Cabin Altitude ............................................................................. Tested/Set

• Cabin Altitude Rate Control - Full counterclockwise to index mark

•

Cabin Altitude Mode Selector – AUTO

N O T E

Fault Light will illuminate for 2 seconds after Cabin

Altitude Selector is selected to AUTO. If selector is

already selected to AUTO, momentarily move selector

to DUMP, then select to AUTO to initiate test.

• Cabin Altitude Manual Control – Full counterclockwise

•

Cabin Altitude Auto Function Switch - NORM• Barometric Correction Indicator -Current altimeter setting

• Cabin Altitude Control knob - Destination airport elevation

Exterior Lights ................................................................ Position Lights On

N O T E

Position Lights are normally left ON so

that any time power is on the aircraft

people in the area will be aware of thatcondition.

Emergency Lights .................................................................................ARM

Cabin Signs ..................................................................................... Both On

CAUTION

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REVISION: 3

Temperature Control ............................................................................. Set

•

Cabin and Flt Compartment Automatic Temperature Controls – Mid-range

• MAN/AUTO Switches – AUTO

Bleeds ........................................................... Recirc(s) On/Bleeds OFF/MIN

N

O T E

-315 Series aircraft

incorporate a Cabin

Recirc Fan and Flight

Compartment Recirc Fan.

Inverters .......................................................... PRIMARY/Left/SECONDARY

Primary Inverter ............................................................................... On

Aux Inverter ................................................................................... Left

Secondary Inverter ........................................................................... On

AC Generators ...............................................................................Both OFF

AC External ............................................................................................ OFF

GPWS Flap Override ...................................................................... Guarded

N O T E

“Guarded” indicates the guard is in

place and the underlying switch light

is OUT and dark (i.e. normal flight

position).

Standby Elevator Trim .................................................................. Guarded

Stall Warning .............................................................................. Tested L/R

Stall Warning Test Switch ........................................................... Select

• Note Stick Shaker activation.

• Fast/Slow bug moves to slow position on the associated ADI.

Steering ................................................................................................. OFF


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REVISION: 3

Enrich Switch Test (-102 series, first flight) .......................................Tested

N O T E Takeoff configuration warning horn will

sound during this test with PARK/EMERG

BRAKE lever at park.

The Flight Control Lock

must be off for this test.

Enrichment Switch Test

Switch or lever shall remain in position until

procedure requires subsequent movement

Switch or Lever Position Result

ENRICHMENT TEST

SWITCH

Hold at P/L SW 1 ENRICH TEST LIGHT Illuminates

#1 POWER LEVER MAX ENRICH TEST LIGHT Extinguishes

ENGINE ECU NORM ENRICH TEST LIGHT Illuminates

ENGINE ECU TOP ENRICH TEST LIGHT Extinguishes

POWER LEVER FLT IDLE ENRICH TEST LIGHT Illuminates

ENRICHMENT TEST

SWITCH

Release Repeat procedure for the #2

Power Lever by placing the

ENRICHMENT TEST SWITCH to

the P/L SW 2 position.


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REVISION: 3

Beta Test Lockout – (first flight) ........................................................Tested

Beta Test Lockout

Switch, lever or button shall remain in position until

procedure requires subsequent movement

Switch or Lever Position Result

POWER Levers FLT IDLE

BETA TEST 1 Switch LOCKOUT

No. 1 Prop Indicator

Test Button

Press Verify No. 1 PROPELLER GROUND

RANGE advisory light remains out


Test Button

Release

POWER Lever 1 DISC


Test Button

Press No. 1 PROPELLER GROUND RANGE

advisory light illuminates


Test Button

Release Verify No. 1 PROPELLER GROUND

RANGE advisory light out

POWER Lever 1 FLT IDLE

BETA TEST 1 Switch Release

Repeat for No. 2 propeller using BETA TEST 2 switch

Spoilers (-102 Series) ............................................................................ TAXI

GPWS .................................................................................................Tested

• Press momentarily and release. Check that the GPWS caution light,

PULL UP, and BELOW G/S advisory lights illuminate, and the

“GLIDESLOPE, PULL UP” and “TERRAIN TERRAIN PULL UP” voicewarnings are audible.

N O T E

Pressing and holding the push button until the first audible

voice warning will cause all GPWS advisories to annunciate

and is appropriate when the integrity of the system is in

doubt or when directed by maintenance.

PFC/Stick Pusher Shutoffs ............................................................. OUT

•

Lights not illuminated.

N O T E The Stick Pusher

is applicable to

the -315 Series.

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REVISION: 3

Flight Instruments .......................................................... Checked & Set L/R

Alternate Static Source........................................................... NORMAL L/REngine Intake Bypass Doors ..................................................... As Required

ECU Selector/Modes ...........................................................TOP & Both ON

Fuel Transfer ......................................................................................... OFF

Aux Pumps .....................................................................................Both OFF

Fuel Quantity .............................................................. Tested & ______ Lbs

• Press to test; gauges read full, release the test and note fuel quantity is

correct for dispatch.

Autofeather .......................................................................................... OUT• Lights not illuminated

Alternate Feather ..................................................................... Both NORM

EFIS ...................................................................................................Tested

• All Flags in view

• Command Cue out of view

• “TEST” displayed in upper top left center of EADI

• Radio Altimeter reads test value

AHRS ..................................................................................................Tested

• 10° pitch up

• 20° right wing down

• All flags in view

• All five AHRS controller annunciators on

• Heading slews clockwise at 3° per second

• All flags out of view, advisory lights out, and heading normalized

Call for “COCKPIT PREPARATION – EXT PWR” Checklist


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REVISION: 3

3.4.6 First Officer’s Flow Pattern

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REVISION: 3

3.4.7 First Officer’s Expanded Procedure

Aircraft Documents & Log ............................................................ On Board

Safety Equipment ........................................................................... CheckedCheck that all applicable safety equipment is on board and in useable condition.

• Crash Axe

• Emergency Gear Extension Handle

• Flotation Vests

• Smoke Goggles

• Fire extinguisher

• Flashlights (x2)

• Portable Oxygen Bottle

•

Escape Rope

LG Alternate Doors & LG Inhibit Switch ............................ Closed, Guarded

Forward Outflow Valve ................................................................. NORMAL

Oxygen Pressure ........................................................................ _______lbs

N O

T E Minimum dispatch pressure is

1,300 pounds.

Auxiliary Fuel/Total Fuel......... Both Off/_______lbs Aux/_______lbs Total

Note Auxiliary and Total Fuel Quantities and

ensure that the correct information matches

the dispatch requirement and is enteredcorrectly into the FMS.

N O T E

Check to make sure all appropriate Aircraft Manuals,

Certificates, Flight Dispatch information and Flight Log

Binder are on board, and all discrepancies are either

cleared or deferred IAW the

MEL/NEF/CDL/Supplements.

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REVISION: 3

Anti-Skid .................................................................................. Tested & ON

N O T E Selecting the Anti-Skid switch to ON or

TEST will illuminate the INBD/OUTBD Anti-

Skid Caution lights for 6 seconds.

Synchrophase ........................................................................................ OFF

Landing Gear Horn ............................................................................Tested

N O T E The Landing Gear HORN/MUTE switch is

located adjacent to the Landing Gear

Handle and can be momentarily selected

down to test the Landing Gear Horn.

Standby Hydraulic Pressure ..................................................... Both NORM

Hydraulic Quantity ................................................................ Both Checked

Minimum Dispatch Quantity is 1.5 US

Quarts in the LH system and 3 US

Quarts in the RH system.

Roll Spoiler Pressure Switches ..................................................... Both OUT

Pitch & Roll Disconnects ................................................................... Both In

Radar .............................................................................................. StandbyParking Brake ..................................................... PARK & Pressure Checked

The Parking Brake Pressure must be a

minimum of 1,500 PSI for Engine Start.

Control Lock ............................................................................................ On

Elevator Trim .......................................................................................... Set

Power Levers .................................................................................. FLT IDLE

Condition Levers ........................................................................... FUEL OFF

CAUTION

CAUTION

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REVISION: 3

TCAS ..................................................................................................Tested

•

Press the Test Switch to initiate a self-test. When the APX-119Transponder is selected, selecting the M-3/A switch to TEST will initiate

the TCAS test as well.

Observe the Following:

• VSI pointer will not be visible.

• White TEST annunciation displays in lower center portion of the display.

• Red bands will appear throughout the range of the vertical speed arc.

• Green band will appear from 0 VSI to +500 VSI.

Aileron & Rudder Trims ............................................... Checked & Both Set

EFIS ...................................................................................................Tested

• All Flags in view

• Command Cue out of view

• “TEST” displayed in upper top left center of EADI

• Radio Altimeter reads test value

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REVISION: 3

AHRS ..................................................................................................Tested

•

10° pitch up• 20° right wing down

•

All flags in view

• All five AHRS controller annunciators on

• Heading slews clockwise at 3° per second

• All flags out of view, advisory lights out, and heading normalized

Accomplish “COCKPIT PREPARATION – EXT PWR” Checklist


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REVISION: 3

3.5 Before Start (First Flight)

3.5.1 General

This flow and checklist is used to ensure that all items in the cockpit are

set for engine start, to provide redundancy in the completion of line

items and to ensure proper configuration of the aircraft prior to engine

start.

3.5.2

Who


3.5.3 When

Prior to Engine Start for the first flight of the day.


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REVISION: 3



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REVISION: 3


Seats and Belts .................................................................................. Adj. & Fasten

N O T E

Seat should be adjusted Fore/Aft and Up/Down

to allow for free and full movement of all

controls and is locked in position. Seat belt

and shoulder harness are fastened.

Ensure Cabin is set to Condition One.

Avionics/FMS .................................................................................................... Set

Nose Gear and Pins ................................................................................... Secured

Verify that the Nose Gear Safety Lock is in

the stowed position and all pins are stowed

behind the First Officers seat.

N

O T E Some aircraft include stowage for Emergency

Exit Lock Pins as well; ensure that all pins are

stowed correctly.

Call for “BEFORE START – FIRST FLIGHT” Checklist


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REVISION: 3


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REVISION: 3


Seats and Belts ....................................................................... Adj. & Fasten

N O T E

Seat should be adjusted Fore/Aft and Up/Down

to allow for free and full movement of all

controls and is locked in position. Seat belt

and shoulder harness are fastened.

Cabin .................................................................................... Condition One

FO MC

MC, FLIGHT: SET CONDITION ONE

FLIGHT, MC: CONDITION ONE IS SET

Nose Gear and Pins ....................................................................... Secured




N O T E Some aircraft include stowage for Emergency


stowed correctly.

Doors/Flight Compt. Hatch ........................................Secured & Lights Out

Ensure that all aircraft doors and Flight

Compartment Hatch are secured and

associated Caution Lights are not

illuminated.

Fueling On Light ..................................................................................... Off

Anti-Collision Light ................................................................................ RED

CAUTION

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REVISION: 3

Recirc Fan(s) .......................................................................................... OFF

N O T E -315 Series aircraft incorporate a

Cabin Recirc Fan and Flight


Accomplish “BEFORE START – FIRST FLIGHT” Checklist


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REVISION: 3

3.6 Before Start (Successive Flights)

3.6.1 General


set for engine start, to provide redundancy in the completion of line

items and to ensure proper configuration of the aircraft prior to engine

start.

3.6.2

Who


3.6.3 When

Prior to Engine Start on successive flights.


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REVISION: 3


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REVISION: 3



Circuit Breakers ....................................................................... Checked Left

Battery Master/Main/Aux ....................................................................... On

Main Bus Tie ............................................................................................TIE

External Power ..................................................................... On & Checked

Mission Power ....................................................................................... OFF


Emergency Lights .................................................................................ARMCabin Signs ..................................................................................... Both On

Engine Intake Bypass Doors ..................................................... As Required

ECU Selector/Modes ...........................................................TOP & Both ON

Fuel Quantity ................................................................... ____pounds total

Avionics/FMS .......................................................................................... Set

Parking Brake ..................................................... PARK & Pressure Checked

The Parking Brake Pressure must be a

minimum of 1,500 PSI for Engine Start.

Nose Gear and Pins ........................................................................ Secured






stowed correctly.

Call for “BEFORE START – SUCCESSIVE FLIGHTS” Checklist

CAUTION

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CHAPTER: 3

DHC-8 Standard Operating Procedures AMDT PAGE: 1


REVISION: 3

INSERT OPPOSITE PG. 106 OF THE DASH 8 SOP

ENGINE START - PARK BRAKE PRESSURE LESS THAN 1500 PSI

General

If the Park Brake pressure is indicating less than 1500 psi prior to start,

the flight crew will utilize one of the following procedures during flight

operations. For all other operations where it may be required to hand

pump the parking brake pressure refer to the appropriate SOP; e.g.,

maintenance engine runs, other maintenance related functions.

N

O T E

The pump handle stored in the wheel

well is not to be used by the flight

crew for pumping up the park brake

pressure.

Preferred Procedure for Hand Pumping

Brief the ground crew to remain clear of the Main

Landing Gear doors.

● Open the LANDING GEAR ALT RELEASE DOOR.

● Pull the MAIN LANDING GEAR RELEASE Handle to open the

Main Gear Doors.

● Close the LANDING GEAR ALT RELEASE DOOR.

● Remove the Pump Handle from the cockpit.

● Insert the Pump Handle into the Park Brake Auxiliary Pump

socket located in the right wheel well.

● Actuate pump as necessary until obtaining at least 1500 psi.

● Remove Pump Handle and return it to the cockpit.

CAUTION

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CHAPTER: 3



REVISION: 3

Alternate Procedure for Hand Pumping – Flight Crew Remain in

Cockpit

If ICS Ground Communication is functional the flight

crew must be in contact with the Forward Headset

Operator. Brief ground crew to remain clear of the

main landing gear doors.

N O T E Must be accomplished PRIOR to the

BEFORE START CHECKLIST

● Open the LANDING GEAR ALT RELEASE DOOR.

● Pull the MAIN LANDING GEAR RELEASE Handle to open the

Main Gear Doors.

● Close the LANDING GEAR ALT RELEASE DOOR.

● Remove the Pump Handle from the cockpit and give to

Qualified Ground Personnel or other qualified pilot (e.g.

observer).

●

Pump Handle is inserted into the Park Brake Auxiliary Pumpsocket located in the right wheel well.

● Actuate pump as necessary until obtaining at least 1500 psi.

● Remove Pump Handle and return it to the cockpit.


CAUTION

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CHAPTER: 3



REVISION: 3

Hydraulic Fluid Migration

The use of the parking brake (#2 hydraulic system) and normal brakes

(#1 hydraulic system) may allow a small quantity of hydraulic fluid to

migrate from one system to the other, depending on the technique used.

Example

Setting the parking brake without holding the toe brakes directs #2

system fluid via displaced shuttle valves to the wheel brake units.

Subsequent release of the parking brake (with an engine or engines

running) with the toe brakes depressed moves the shuttle valves in the

opposite direction and a small quantity of fluid from the #2 Hydraulic

System may return to the #1 system reservoir.

Setting the parking brake while holding the toe brakes depressed (with

an engine or engines running) directs #1 system fluid via displaced

shuttle valves to the wheel brake units. Subsequent release of the

parking brake without toe brakes depressed moves the shuttle valves in

the opposite direction and a small quantity of fluid from the #1 Hydraulic

System may return to the #2 system reservoir.

The migration of hydraulic fluid may be observed after numerous brake

applications, or over a number of flight operations. The indications on

the hydraulic quantity indicator will be a gradual increase in one system

quantity and a corresponding decrease in the other. This effect can beminimized by consistently applying the toe brakes before setting the

parking brake and holding the toe brakes depressed while releasing the

parking brake. Careful monitoring of the hydraulic systems reservoir

quantities will allow the pilots to detect any appreciable fluid migration.

To reverse the trend, the appropriate technique listed above may be

used. However, should these methods prove unsuccessful, flight crews

shall contact maintenance in a timely manner for corrective action. Thefluid levels should not be allowed to fall below the minimum dispatch

quantities of 1.5 qts., for #1 Hydraulic System or 3.0 qts., for #2

Hydraulic System.

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CHAPTER: 3



REVISION: 3

N O T E

If fluid quantity rises excessively

through inadvertent fluid migration, a

safety relief will dump hydraulic fluid

overboard via an overfill container in

each wheel well.


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REVISION: 3


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REVISION: 3




FO MC



Circuit Breakers .................................................................... Checked RightPower Levers .................................................................................. FLT IDLE


Trims ............................................................................................. Three Set

Aux Fuel .......................................................................... Both OFF/____Lbs

Nose Gear and Pins ........................................................................ Secured






stowed correctly.

Doors/Flight Compt. Hatch ........................................Secured & Lights Out

Ensure that all aircraft doors and Flight

Compartment Hatch are secured and

associated Warning Lights are not

illuminated.

Fueling On Light ..................................................................................... Off

Anti-Collision Light ................................................................................ RED

CAUTION

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REVISION: 3

Recirc Fan(s) .......................................................................................... OFF

N O T E -315 Series aircraft incorporate a

Cabin Recirc Fan and Flight


Accomplish “BEFORE START – SUCCESSIVE FLIGHTS” Checklist


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REVISION: 3

3.7 Start

3.7.1 General

This flow is used to ensure proper completion an engine start.

3.7.2 Who

The Captain initiates the engine start and accomplishes the startprocedure. The First officer monitors and verifies all indications during

the engine start.

3.7.3 When

After the aircraft has been cleared for engine start.


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REVISION: 3


No Flow.


Every effort should be made to make

use of all available means to ensure

that the engine is clear prior toinitiating the start procedure.

Cockpit Preparation Checklist ...................................................... Complete

Before Start Checklist ................................................................... Complete

Ensure external power is connected. The EXT

PWR annunciator indicates only that the

Switch is in the proper position, not that

external power is applied. Note the EXT PWR

annunciator and higher than battery voltage

on the RH Secondary Bus.

CAUTION

CAUTION

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REVISION: 3

ENGINE START SELECT Switch ................................................................... 2

N O T E SELECT (amber) illuminates confirming

start control circuit armed.

START Switch ................................................................................... Press

The Captain will monitor starter duty limits

using the Davtron digital clock.

N O T E START (amber) illuminates confirming

start control circuit activated.


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REVISION: 3

NH ................................................................................................... 10-19%

#2 Condition Lever ........................................................ START & FEATHER

CONDITION FO CA

Fuel Flow Rises FUEL FLOW

NH Accelerates NH

ITT Rises ITT

#2 ENGINE MANUAL Caution

Light Extinguishes

#2 MAN LIGHT OUT

(Confirms ECU is Operational)

#2 OIL PRESSURE Warning Light

Extinguishes, Oil Pressure Gauge

Indicates in the Green Arc.

#2 OIL PRESSURE

(Abort Start if Light Does not

Extinguish)

START SELECT Switch Releases STARTER CUTOUT

NH Stabilizes ............................................................ 72 +/- 2% (-102 series)

.................................................................. 72 to 78% (-202/-315 series)

Repeat procedure for engine # 1

If conducting a battery start include the following:

Propeller ..............................................................Unfeather after Start

#2 AC Gen ......................................................................................... On

#1/2 Standby Hydraulic Pump ......................................................... On

Delay start of second engine for 30 seconds

to allow completion of FGC startup self-test

and DC Generator loads to drop below .40,Ref. QRH 1.2


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REVISION: 3



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REVISION: 3


CONDITION FO CA

Fuel Flow Rises FUEL FLOW

NH Accelerates NH

ITT Rises ITT

#2 ENGINE MANUAL Caution

Light Extinguishes

#2 MAN LIGHT OUT

(Confirms ECU is Operational)

#2 OIL PRESSURE Warning LightExtinguishes, Oil Pressure Gauge

Indicates in the Green Arc.

#2 OIL PRESSURE(Abort Start if Light Does not

Extinguish)

START SELECT Switch Releases STARTER CUTOUT


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REVISION: 3

3.8 After Start

3.8.1 General

This flow and checklist is used to ensure that the important system and

equipment checks are completed and systems and components required

for flight are initiated in a timely manner.

3.8.2

Who


3.8.3 When

Immediately following engine start.


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REVISION: 3


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REVISION: 3


DC Ext Power/APU .............................................................. OFF & Checked

EXT PWR advisory light............................................................ Extinguished

Advise ground crew to disconnect ground

power using proper hand signals only after

EXT PWR has been selected OFF.

After ground power has been disconnected

confirm DC power on Main, Essential and

Secondary buses.

Main Bus Tie .......................................................................................... OFFIce Protection ............................................................ 4 or 5 Hot/WARM UP

• Elev. Horn heat

• Valve heat

• Stall Warn heat (-102/-202 series)

• Pitot/Static heat

Flaps .......................................................................... Verify Takeoff Setting

Rudder Travel ................................................................................. Checked

N O T E The Rudder Actuator Check

accomplishes the Rudder Travel Check.

Rudder Actuator (first flight) ...........................................................Tested

STEERING Switch ............................................................................ OFF

RUD 1 Push Button .................................................................. Press INMaster Caution Light ........................................................................ On

#1 RUD HYD Caution Light .............................................................. On

RUD FULL PRESS Caution Light ......................................................... On

RUD PRESS Caution Light ................................................................. On

Rudder Pedals ........................................................... Move left & right

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REVISION: 3

Check PFCS indicator for full rudder travel.

Rudders will not travel to full deflection if

flaps are set at 0°.

RUD 1 Push Button ........................................................................ OUT

Caution lights ....................................................................... Extinguish

Repeat for opposite side.

ECU Enrichment Valve, 102 series– (first flight) .................................... TestPower Levers .......................................................................... FLT IDLE

Condition Levers .................................................... START & FEATHER

N O T E

After a battery start it will be necessary to

move the #2 propeller back to the Start

Feather to perform the ECU Enrichment Valve

test. Ref QRH 1.2.

Engine ECU Mode Switches ..................................................... Manual

#1/2 ENG MANUAL Caution Lights....................................... Illuminate

NH ....................................................................... Check not below 60%

Engine ECU Mode Switches ............................................................. On

#1/2 ENG MANUAL Caution Lights................................................. Out

NH ............................................................................................. 72-78%

Condition Levers ................................................................................... MAX

Ensure that the area immediately forward of

the aircraft is clear of personnel prior to

moving the Condition levers to MAX.

Steering ................................................................................................... On

Spoilers (-102 Series) ............................................................................ TAXI

24-Hour Ice Protection Checks ................................................. As Required

N O T E

Ice protection checks may be accomplished

in the air if the flight is departing in VMC. If

icing is expected, the checks must be

accomplished on the ground.

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REVISION: 3

At a minimum, Ice Protection checks shall beaccomplished once per week. Accomplishment

of this check will be recorded in the comments

section of the flight log.

Valve Heat Switch ............................................................ VALVE HEAT

Airframe Auto Test

Selector .........................................................................................FAST• 6 seconds each segment, followed by 24 sec dwell.

• Wing and Tail segments on in order.

• Check that DEICE PRESS indicator fluctuates in phase with

indicator lights.

• Check visually that engine intake boots inflate with proper wing

boot.

• Observe sequence restart after dwell period.

Selector .......................................................................................... OFF

N O T E Once Auto is selected,

timer will continue entire

sequence to completion.

Airframe Manual Test

•

Manually select each segment and check for segment indicatorlight on.

Valve Heat Switch .......................................................................... OFF


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REVISION: 3

Prop Heat Test

Do not hold PROP TEST Switch at TEST

for more than one cycle without a 60

second dwell time between cycles.

Power levers ...................................................................... Set 900 rpm

PROP TMR Selector #1 .....................................................ABOVE -10°CPROP TEST Switch ......................................................................... TEST

• Segment lights indicate – 1, 3, 2, 4

• 10 seconds each segment.

• 30 seconds between segment 4 out and segment 1 on

again.

Wait 60 seconds before testing BELOW-10°Csetting.

PROP TMR Selector #2 .................................................... BELOW -10°C

• Segment lights indicate – 1, 3, 2, 4

• 20 seconds each segment.

Prop Test Switch....................................................................... Release

PROP TMR Selector ........................................................................ OFF

N O T E

When Prop Timer is

selected OFF, it will

restart at same point

when reactivated.

Power Levers ........................................................................... FLT IDLE

Elevator Horn Heat Test

ELEV HORN Switch ........................................................... Hold at TEST

• L/R ELEV HORN HEAT caution lights on for 2 seconds, then

out when heat is activated.

CAUTION

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REVISION: 3

Engine Intake Bypass Doors Test

Engine Intake Bypass Door Push Buttons .................................... Press• Check CLOSED advisory lights illuminate and OPEN/HTR

advisory lights extinguish.

Engine Intake Bypass Door Push Buttons .................................... Press

• Check OPEN/HTR advisory lights illuminate after 35-40

seconds.

N O T E The HTR advisory light

may not illuminate if

SAT is greater than 15°.

Call for “AFTER START” Checklist


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REVISION: 3


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REVISION: 3


Flaps .................................................................................. Set ___ Degrees

N O T E

FLAP PWR Caution Light may illuminate

intermittently if the propellers are still

in feather or in transition out of

feather.

Autofeather & Power Uptrim - (first flight) .......................................TestedCondition Levers ........................................................................... MAX

Power Levers ........................................................................... FLT IDLE

Autofeather Push Button .......................................................... SELECT

Autofeather Test Switches ...................................... TEST 1 and TEST 2

ARM Light ..................................................................... Illuminates

NH ...................................................... decrease approximately 3%

Torque Indicators .......................................... increase above 50%

#1 Test Switch ............................................................... OFF (Release)PWR UPTRIM Light ................................................................... On

# 1 Alternate Feather Light ............... Illuminates (3 seconds after

PWR UPTRIM Light Illuminates

ARM Light ................................................................................ Out

#1 Engine ......................................................... Propeller Feathers

& Torque drops to flight idle

#2 Engine NH .................................... increases approximately 1%

#2 Test Switch ................................................................ OFF (Release)Repeat test on opposite side

Autofeather Push Button ..................................................................... OUT

Autofeather Push Button ................................................................. SELECT

Engine Instruments ........................................................................ Checked

N

O T E

The AC system will not energize until the Captain has moved the

condition levers out of START & FEATHER and the Autofeather & Power

Uptrim Test is complete. Note that RPM stabilizes above the yellow arc.

The flow will be held temporarily until this condition is met.

AC Generators ................................................................................ Both On

AC System ....................................................................................... Checked

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CHAPTER: 3



REVISION: 3

Bleeds ............................................................... Recirc(s) &Bleeds On/MAX

Setting the Bleed Control Rheostat to MAX

too quickly will result in a pressurization

spike; the FO shall rotate the knob at a

reasonable rate to the MAX position.

Temp Controls ................................................................................ Both Set

Mission Equipment .......................................................................... FLIGHT

MANUAL PTU ........................................................................................ TestMANUAL PTU SEL Switch ............................................................ Press

HYD POWER TRANSFER Advisory Light ............................... illuminates

MANUAL PTU SEL Switch ............................................................. Press

HYD POWER TRANSFER Advisory Light ............................ extinguishes

Standby Hydraulic Pressure ......................................... Both On & Checked

Main Hydraulic Pressure & Quantity ..................................... Both Checked

Auxiliary Pumps .............................................................................. Both On

ALE/AAR-47 ................................................................................... STBY/ONDe-ice Pressure .............................................................................. Checked

Aux Fuel Transfer ..................................................................... As Required

Accomplish “AFTER START” Checklist


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CHAPTER: 3



REVISION: 3

REPLACES SECTION 3.9 OF THE DASH 8 SOP

3.9 Ground Communication for Ramp Operations

3.9.1 General

Good communication is critical to safe operations during any ramp

operations. Pilots and ground personnel must use standard phraseology

and hand signals to ensure safe operations. The forward ICS ground

communications station shall be utilized by a Headset Operator

whenever possible. If the aircraft is not equipped for ICS ground

communications, the standard hand signals found in section 3.9.3 shall

be used provided the Captain and the Ground Crew on duty have

completed a safety briefing on hand signal use. For the purposes of this

section towing refers to aircraft movement either forward or aft without

engines running. Pushing back with engines running is a separate

procedure altogether from towing.

N O T E Dynamic Aviation does not authorize

the use of powerplant reversing

systems for rearward taxi.

When towing the aircraft without engines running, the

Landing Gear Pins and Nose Gear Lock must be

installed and engaged. Failure to do so may cause the

landing gear to collapse.

The aircraft must be towed to the final startup location

and the parking brake set prior to commencing a

Before Start checklist.

CAUTION

CAUTION

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CHAPTER: 3



REVISION: 3

3.9.2

Engine Start with Ground ICS

Forward Headset Operator Flight Crew (Captain Communicates)

Performs Final Checks: All

service doors and panels are

secured, unnecessary GSE and

ground personnel are clear, (if

GPU start) GPU connected,

chocks in place.ROGER BRAKES SET, FINAL

CHECKS COMPLETE, START AT

WILL or STANDBY FOR FINAL

CHECKS

Completes Before Start Checklist and selects

channel #7 on both cockpit ACUs. Once Headset

Operator is plugged in and listening:

READY FOR START, FINAL CHECKS, BRAKES ARE

SET

NUMBER 2… GOOD START ON 2

or ABORT START (state reason

for start abort as soon as

possible)

NUMBER 1… GOOD START ON 1

or ABORT START

After final checks complete and start approval

received:

STARTING SEQUENCE IS 2 THEN 1, TURNING

NUMBER 2

After successful start of Number 2 engine:

TURNING 1

GPU DISCONNECTED AND

CHOCKS REMOVED

CHEERIO

Move to location clear of aircraft

left or right and WAIT FORTHUMBS UP FROM FLIGHT

CREW PRIOR TO TAXI; respond

with thumbs up meaning a final

ALL CLEAR

After external power switch off:

DISCONNECT GPU AND REMOVE CHOCKS

CLEARED OFF HEADSET GO TO HAND SIGNALS –

AU REVOIRE or refer to paragraph 3.9.3

(Pushback Engines Running)

Signal ground crew with thumbs up and WAIT FORGROUND PERSONNEL TO RECIPRICATE prior to

commencing taxi

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CHAPTER: 3



REVISION: 3

3.9.3

Pushback Engines Running

Ground Crew Flight Crew (Captain Communicates)

When ready for brake release:

COPY READY FOR PUSH,

RELEASE BRAKES

COMMENCING PUSHBACK

Flight Crew confirms nosewheel steering is OFF

READY FOR PUSHBACK

Always have propeller(s) feathered while aircraft

is under tow.

CONFIRM BRAKES RELEASED

After completion of pushback:

PUSHBACK COMPLETE, SET

BRAKES

BRAKES SET

After parking brake is confirmed

set, ground personnel will

remove the tow bar

TOWBAR REMOVED

CHEERIO

Move to location clear of aircraft

left or right and WAIT FOR

THUMBS UP FROM FLIGHT

CREW PRIOR TO TAXI; respond

with thumbs up meaning ALL

CLEAR

CLEARED OFF HEADSET GO TO HAND SIGNALS-

AU REVOIRE

Signal ground crew with thumbs up and WAIT

FOR GROUND PERSONNEL TO RECIPRICATE prior

to commencing taxi


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CHAPTER: 3



REVISION: 3

The aircraft shall not be moved, taxied or tugged

(engines running or not), until the PIC has received

confirmation from the Mission Commander (MC)

that the cabin is set to Condition One.

N O T E

If the Captain deems it necessary and wishes to reestablish ICS

communications with the Ground Crew after all connections have

been removed, the Captain will flash an appropriate Landing or Flare

light several times. The Ground Crew should then plug in the ICS

connection and reestablish voice communications.

N

O T E

Ground Crew shall ensure that the Landing Gear Pins are stowed on

board the aircraft and that the Nose Gear Lock is disengaged after

pushing or towing. Gear Pins and Nose Gear Lock may be stowed

prior to push back if the engines are running during the push back.

AFFIRMATIVE

(ALL CLEAR) NEGATIVE

(NOT CLEAR) BRAKES

INSERT CHOCKS REMOVE CHOCKS

CAUTION

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CHAPTER: 3



REVISION: 3

REPLACES PAGE 130 OF THE DASH 8 SOP

3.10

Taxi

3.10.1

General

This flow and checklist is purposefully limited in scope to reduce

distractions and allow the crew to maintain situational awareness

while the aircraft is moving. The flight crew’s primary task is to safely

taxi the aircraft and they should not be diverted from this task.

Therefore, if necessary, the PF will stop the aircraft and set the parking

brake to facilitate the safe execution of any required cockpit duties.

While the aircraft is moving, the PF may not perform any duties other

than those required to safely taxi the aircraft. All switch and

configuration changes will be performed by the PM. If a checklist is

completed while moving on the ground the FO will read back allchecklist items other than the takeoff briefing. The takeoff briefing

shall be completed with the aircraft stopped and parking brake set.

During all surface movement sterile cockpit procedures shall be

maintained and at least the PF will maintain a visual scan of the

outside environment. At no time will execution of flows or checklists

be permitted to interfere with crew situational awareness.

At all intersections, the crew will ensure the

intersecting taxiway, road, or runway is clear and state

CLEAR LEFT and CLEAR RIGHT as appropriate.

3.10.2 Who


3.10.3 When

At a safe and appropriate point during taxi after runway assignment is

issued.

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REVISION: 3


No Flow.


N

O T E The Captain will taxi the aircraft

with the Control Lock engaged.

N O T E

Control direction and speed while

taxiing using FLT IDLE to DISC range and

Steering Tiller or nose wheel steering

with minimal use of brakes.

Set the parking brakeanytime the aircraft is

stopped to prevent

inadvertent movement.

Visually clear and

announce “CLEAR LEFT”

at all taxiways, runways

and ramp areas.

Exterior Lights ................................................................. Verify Set for Taxi

N O T E

The taxi light should be turned on from just before the aircraft leaves the

block under its own power until it comes to a stop in the block. Be

courteous to line personnel at night and turn off the taxi light as you are

turning to line up for the parking spot.

Flight Instruments ................................................................... Checked L/R

• Altimeters (4 – Captain, First Officer, Standby and Cabin Controller

BARO) set to local setting and compared to field elevation.

• Directional indicators turning in proper directions and indicating

known headings.

CAUTION

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REVISION: 3

• Compass conforms to known heading.

•

Ball opposite the direction of turn.• No failure messages on EADI or EHSI.

Call for “TAXI” Checklist


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REVISION: 3


No Flow.


Visually clear and announce

“CLEAR RIGHT” at all

taxiways, runways and rampareas.

Exterior Lights ........................................................................... Set for Taxi

N O

T E

The taxi light should be turned on from just before the aircraft leaves the

block under its own power until it comes to a stop in the block. Be

courteous to line personnel at night and turn off the taxi light as you areturning to line up for the parking spot.

Flight Instruments ................................................................... Checked L/R

• Altimeters (4 – Captain, First Officer, Standby and Cabin Controller

BARO) set to local setting and compared to field elevation.

• Directional indicators turning in proper directions and indicating

known headings.

•

Compass conforms to known heading.• Ball opposite the direction of turn.

• No failure messages on EADI or EHSI.

Accomplish “TAXI” Checklist


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REVISION: 3

3.11 Before Takeoff To The Line

3.11.1 General

This flow and checklist are used to ensure the aircraft is ready for

takeoff. These items may be completed any time before departure but

no later than after receiving takeoff clearance. If next for departure,

the entire Before Takeoff procedure may be completed at one time,

keeping in mind that all of the checklist items must be completed prior

to calling for the checklist.

N O T E When appropriate, the entire Before

Takeoff procedure may be completed

prior to calling for the checklist.

3.11.2

Who

Initiated by the Pilot Flying; checklist is read by the Pilot Monitoring.

3.11.3 When

Prior to receiving takeoff clearance.


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REVISION: 3


No Flow.


As Pilot Flying

Flight Director......................................................................................... Set

(Select modes - GA, HDG or NAV, ALT SEL)

Call for or accomplish “BEFORE TAKEOFF TO THE LINE” Checklist


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REVISION: 3


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REVISION: 3


As Pilot Flying

Flight Director......................................................................................... Set

(Select modes - GA, HDG or NAV, ALT SEL)

Cabin .................................................................................... Condition Two

FO MC

MC, FLIGHT: SET CONDITION TWO

FLIGHT, MC: CONDITION TWO IS SET

N O T E Mission Crew has completed all

Pre-Departure preparations and

is ready for takeoff.

During departure phase all crew should be at high level of alertness and

observation, ready to respond to any perceived threats. Sterile aircraft

procedures are in effect during Condition Two and all communications

shall be directed through the Intercom System (IC net).


Caution/Warning Lights ................................................................. Checked

Call out any abnormal lights, the PARK BRAKE

Caution Light is often illuminated at this time

and may be acknowledged verbally.

AFCS & Yaw Damper ............................................................... Tested & Set

• Yaw Damper ON.

• Select R AFCS on Advisory Display and note YD change to right

side on FGC.

• Select L AFCS on Advisory Display and note YD change to left

side on FGC.

Engine Instruments ........................................................................ Checked

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REVISION: 3

Aux Fuel Transfer ....................................................................... Off/Closed

TCAS/XPDR ............................................................................................. Set

Call for or accomplish “BEFORE TAKEOFF TO THE LINE” Checklist


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REVISION: 3

3.12 Before Takeoff Below The Line

3.12.1 General

This flow and checklist is used to ensure the aircraft is ready for takeoff.

These items may be completed any time before departure but normally

no later than prior to entering the runway for takeoff. If circumstances

dictate, the Before Takeoff Below The Line checklist may be

accomplished while the aircraft is lining up on the departure runway.

Also if next for departure, the entire Before Takeoff procedure may be

completed at one time (both the above the line items and the below the

line items), keeping in mind that all of the checklist items must be

completed prior to calling for the checklist.

N

O T E When appropriate, the entire Before

Takeoff procedure may be completed

prior to calling for the checklist.

3.12.2 Who


3.12.3 When

Normally will occur no later than immediately prior to entering the

runway for takeoff. The takeoff brief should be complete prior to calling

for the checklist. If circumstances dictate, the Before Takeoff Below The

Line checklist may be accomplished while the aircraft is lining up on the

departure runway.


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REVISION: 3


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REVISION: 3


As Pilot Flying

Takeoff Briefing ............................................................................ Complete

N O T E Reference Takeoff Briefing

section 2.2.11.4

Ice Protection ......................................................................................... Set

Spoilers (-102 series) ........................................................................ FLIGHT

T/O FLAP (-202/-315 Series) ..................................................... As Required

N O T E

The -202 and -315 series aircraft incorporate a Takeoff

Flap Configuration push button that resets the takeoffwarning horn to allow Flaps 0 takeoffs. The CA shall

select T/O FLAP to 0 if a flaps 0 takeoff is required.

Takeoff Configuration .................................................................... Checked

• Trim

• Parking Brake

• Condition Levers

•

Flaps• ECU

N O T E

The -102 series aircraft incorporates a takeoff configuration test switch.

This switch shall be used to ensure proper configuration is set for takeoff.

For the -202/-315 series, visually verify that the aircraft is configured

correctly (trim, parking brake, condition levers, flaps and ECU).

Verifying takeoff configuration by pressing the

Torque Gauge Test Button is not authorized as it

will cancel underspeed governing and possibly

remove power to the Mission Bus.

Call for or accomplish “BEFORE TAKEOFF BELOW THE LINE” Checklist

CAUTION

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REVISION: 3


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REVISION: 3


As Pilot Flying

Takeoff Briefing ............................................................................ Complete

N

O T E Reference Takeoff Briefing

section 2.2.11.4

Bleeds .............................................................................. MIN/As Required

• Bleed Air Flow Control full counterclockwise.

• Bleed Air Control Switches Set as briefed.

N O T E

Bleeds may be selected to MIN and

left on for takeoff in accordance withAFM Supplement 21. WAT/Runway

Length limitations shall be

considered.

Exterior Lights ...................................................................... Set for Takeoff

ALE-47 ................................................................................................. MAN

Safety Pin...................................................................................... Removed

Flight Controls ............................................................ Unlocked & Checked

Maintain positive control of the Yoke until the

aircraft is lined up on the departure runway.

Shifts in wind direction or movement of the

power levers may move the flight controls

suddenly if they are not held firmly in place.

Call for or accomplish “BEFORE TAKEOFF BELOW THE LINE” Checklist

WARNING

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REVISION: 3

3.13 Takeoff

3.13.1 General

This flow is to ensure that the crew completes the required operations

during the initial climb segment and completes the appropriate

checklists.

3.13.2

Who

The Pilot Flying is solely responsible for positive control of the aircraft

and in that manner should focus on flying the aircraft and responding

appropriately to callouts.

3.13.3 When

During the takeoff and initial climb segment.


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REVISION: 3

3.13.4 Takeoff Callouts & Procedure

After lining up with the runway centerline the

Pilot Flying will confirm appropriate runway

by noting runway markings and cross

checking aircraft heading indicators.

PF PM

Advance Power Levers to approximately

60% TQ

SET TAKEOFF POWER, guards power

levers until V1 is reached

AUTOFEATHER ARM

Sets Briefed Takeoff Power

TAKEOFF POWER SET

CHECK

60 KTS

Confirms airspeed, removes hand from

Power Levers and rotates

V1 ROTATE, guards power levers with

hand

GEAR UP

POSITIVE RATE

Selects gear up

GEAR UP

Accelerates to VFRI

FLAPS ZERO, CLIMB TO THE LINE

SAFE ALTITUDE

VFRI

Sets Flaps to Zero, Performs Climb

Flow

SET IAS ____ Sets IAS ___

IAS SET ___ Reads Climb Checklist

CLIMB TO THE LINE

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REVISION: 3

3.13.5 Takeoff Profile


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REVISION: 3

3.14 Climb To The Line

3.14.1 General

This flow and checklist is to ensure that the crew completes the required

operations during the climb segments and completes the appropriate

required items.

3.14.2

Who


3.14.3 When

Following gear and flap retraction, the climb flows should be completed

at any point above the briefed Safe Altitude (No lower than 400’ AGL)

when workload permits.


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REVISION: 3

3.14.4 Pilot Flying’s Flow Pattern

Maintain aircraft control.

3.14.5 Pilot Flying’s Expanded Procedure


T/O FLAP (-202/-315 series) .............................................................. NORM

N O T E

Due to the location of the T/O FLAP

push button it will always be verified

and manipulated by the Captain

regardless of crew duty.

Call for “CLIMB TO THE LINE” Checklist


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REVISION: 3

3.14.6 Pilot Monitoring’s Flow Pattern

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REVISION: 3

3.14.7 Pilot Monitoring’s Expanded Procedure

Landing Gear ................................................................................ Select UP

N O T E Verify retraction of the landing gear

via positive indications on the

landing gear display panel.

N O T E

The flow in section 3.14.6 begins atflaps due to the normal delay

between landing gear retraction and

flap retraction.

Flaps .......................................................................................... Select Zero

Confirm that flaps have fully

retracted.

T/O FLAP (-202/-315 series) .............................................................. NORM

N O T

EDue to the location of the T/O FLAP

push button it shall always be

verified and manipulated by the

Captain regardless of crew duty.

Bleeds .................................................................................... Both On/MAX

Select the rotating Bleed

adjustment knob to MAX slowly and

smoothly as a fast adjustment can

result in pressurization spikes.

Aux AC ...................................................................................... As Required

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REVISION: 3

Lights ....................................................................................... Set for Climb

Cabin Altitude ................................................................................. Checked

N O T E Ensure the Cabin is pressurizing,

indicated by rising cabin differential

(within limits).

Ice Protection ........................................................................... As Required

If in icing conditions, turn the Airframe Anti-Ice On and

ensure that the Prop Anti-Ice is functioning normally.

Keep in mind Variable Frequency AC Load limits if the

mission equipment is operating in conjunction with

the Prop Anti-Ice.

ALE-47 ................................................................................................ AUTO

Aux Fuel Transfer ..................................................................... As Required

If the Auxiliary Fuel Tanks are being

utilized, transfer of fuel to the Main

Tanks shall begin immediately.

N O T E Due to the location of the Aux FuelTransfer panel it will always be

manipulated by the First Officer


Standby Hydraulic Pressure .............................................................. NORM

N O

T E This will result in the Standby

Hydraulic Pressure gages dropping tozero. This is normal.

CAUTION

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REVISION: 3

Autofeather ............................................................................................ Off

It is imperative to turn the Autofeather Off

prior to selecting ECU to NORM/MCL and

moving the power levers. Reversing this

procedure may result in an unscheduled

Propeller feathering.

Tank Aux Pumps ............................................................................Both OFF

ECU Select .............................................................................. NORM (-102)

........................................................................................... MCL (-202/-315)

Power ..................................................................................................... Set

Set climb power based on the

Airplane Flight Manual or applicable

Flight Manual Supplement.

Do not exceed

Normal Engine

Temperature

Limitations.

Engine Instruments ............................................................................ Check

Synchrophase ......................................................................................... ON

Ensure that the propeller RPM is set within 20

RPM of each other. If further propeller

adjustments are subsequently required, turn the

Synchrophase OFF, adjust Propeller RPM them

turn the Synchrophase back On.

Accomplish “CLIMB TO THE LINE” Checklist


WARNING

CAUTION

CAUTION

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REVISION: 3

3.15 Climb Below The Line

3.15.1 General

This flow and checklist is to ensure that

3.15.2 Who


3.15.3 When

No later than crossing through transition altitude.





Call for “CLIMB BELOW THE LINE” Checklist


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REVISION: 3


No Flow.


ABOVE 4,000’ AGL (or higher altitude at PIC discretion)

Cabin ................................................................................. Condition Three

PM MC

MC, FLIGHT: SET CONDITION THREE

FLIGHT, MC: CONDITION THREE IS SET

N O T E

The bulk of the mission shall be conducted in the

Condition Three. In the event of an emergency

the default action is to set Condition Two and

execute Emergency Procedures as required.

10,000’ MSL

Lights ...................................................................................................... Set

Transition Altitude

Altimeters ......................................................................................... Set L/R

Accomplish “CLIMB BELOW THE LINE” Checklist


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REVISION: 3

3.16 Cruise

3.16.1 General

This flow and checklist is to ensure that the crew completes the

procedures required to establish cruise flight.

3.16.2 Who


3.16.3 When

When established in the first cruise portion of the flight.


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REVISION: 3





Power ..................................................................................................... Set

N O T E Either crewmember may set the power

at the discretion of the Pilot Flying.

N O

T E

Power settings can vary dependent on

mission requirements. For reposition

flights reference the Cruise Torquecharts in the Flight Manual Supplement.

N O T E Propeller RPM will be set to 900 RPM for

normal cruise.

Fuel System ........................................................................................ Check

Ensure fuel is being transferred

from the auxiliary tanks as required.

N O T E

If transferring fuel side to side is required, the Speed

Cards include a page labeled FUEL XFR. Open the

Speed Cards to this page and display in a prominent

position as a reminder that fuel is being transferred.

Call for “CRUISE” Checklist

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REVISION: 3


No Flow.


Power ..................................................................................................... Set

N O T E Either crewmember may set the power

at the discretion of the Pilot Flying.

N O T E

Power settings can vary dependent on

mission requirements. For reposition

flights reference the Cruise Torque

charts in the Flight Manual Supplement.

N O T E Propeller RPM will be set to 900 RPM for

normal cruise.

Engine Instruments ............................................................................ Check

ECU Select (-202 and -315 Series) ........................................................ MCR

Fuel System ........................................................................................ Check

Ensure fuel is being transferred

from the auxiliary tanks as required.

N O

T E

If transferring fuel side to side is required, the Speed

Cards include a page labeled FUEL XFR. Open the

Speed Cards to this page and display in a prominentposition as a reminder that fuel is being transferred.

Accomplish “CRUISE” Checklist

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REVISION: 3

3.17 Descent

3.17.1 General


set for the descent.

3.17.2 Who


3.17.3 When

Prior to the Top of Descent the crew shall obtain the current ATIS and

brief the runway and approach in use. The descent procedure may be

accomplished prior to Top of Descent but no later than immediately

after descending through the transition altitude, at which point thechecklist shall be accomplished.


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REVISION: 3





Altimeter ....................................................................... Set to Local Setting

N O T E The primary altimeters shall not be set

to local settings until the aircraft has

descended through the transition level.

Approach .............................................................................................. Brief

N O T E Reference 2.2.11.6 for Approach Briefing

guidance.

Call for “DESCENT” Checklist


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REVISION: 3


No flow.


Altimeter ....................................................................... Set to Local Setting

N O T E

The primary altimeters shall not be setto local settings until the aircraft has

descended through the transition level.

Cabin Altitude ......................................................................................... Set

Ice Protection ........................................................................... As Required

Approach/Landing Briefing ................................................ Reviewed & Set

Ensure V Speeds are properly

bugged on the airspeed indicator.

Accomplish “DESCENT” Checklist


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REVISION: 3

3.18 Approach

3.18.1 General

This flow and checklist is used to ensure that the crew completes the

required procedures and configures the aircraft properly in preparation

for descent and arrival at the destination.

3.18.2

Who


3.18.3 When

May be accomplished immediately after the Descent checks but no later

than:

•

When IFR, prior to the Initial Approach Fix.• When VFR, prior to entering the traffic pattern.

Generally, the Approach expanded procedure and checklist shall be

accomplished as early possible.





Aux Fuel Transfer ...................................................................... OFF/Closed

N O T E

Due to the location of the Aux Fuel

Transfer panel it will always be

manipulated by the First Officer


Call for “APPROACH” Checklist

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REVISION: 3


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REVISION: 3


Cabin .................................................................................... Condition Two

PM MC

MC, FLIGHT: SET CONDITION TWO

FLIGHT, MC: CONDITION TWO IS SET

Exterior Lights ..................................................................... Set for LandingCaution/Warning Lights ................................................................. Checked

ECU Select ............................................................................................. TOP

Aux Pumps ............................................................................................... On

Standby Hydraulic Press & Quantity ....................................... On/Checked

Aux Fuel Transfer ...................................................................... OFF/Closed

N O T E

Due to the location of the Aux Fuel

Transfer panel it will always bemanipulated by the First Officer


GPWS LDG FLAP (-315 series) ................................................... As Required

Accomplish “APPROACH” Checklist


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REVISION: 3

3.19 Approach Profiles

3.19.1 General Procedures

The DESCENT and APPROACH checklists shall be completed prior to the

initial approach fix or intercepting final approach course when on ATC

vectors. The PAR approach differs in that the flight crew is required to

configure the aircraft and complete the checklist prior to intercepting

the final approach course. The airspeed should be 150 KIAS prior to flap

and gear configuration and final descent. Normal approach speed is 120

KIAS and will be maintained until DA or MAP. Once visual contact with

the runway is made, 120 KIAS will be maintained until the point at which

the aircraft must begin decelerating to reach VREF at 50’ AGL.

N

O T E Missed Approach configuration

remains the same for Precision and

Non-precision approaches.

3.19.2 Stabilized Approach Criteria

3.19.2.1 General

The aircraft should be fully configured for landing no later than 400’ AGL

allowing the pilot to focus on glide path, centerline, airspeed control,

runway environment hazards, touchdown zone and runway exit plan in a

fully stabilized aircraft. High descent rates, major airspeed corrections

and airplane reconfigurations near the ground all detract from that

primary focus.

3.19.2.2 Conditions

Conditions may exist, such as turbulence or wind shear, which could

easily require greater power adjustments than stated below. During the

initial descent, ATC requirements or certain higher threat environmentsmay call for higher speeds and descent rates. However, by reaching 400’

AGL, transition to the stabilized approach should be complete.

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REVISION: 3

3.19.2.3 Go Around

Deviations from stabilized flight criteria that are not corrected

immediately require that a go around be executed immediately.

3.19.2.4 Circling Approach

If executing a circling approach, the PF will stay at the MDA until a

normal descent to landing can be made. The PF will call LEAVING MDA

prior to starting the descent. Turning final approach, the PF will callLANDING BELOW THE LINE and complete the LANDING CHECKLIST if it

has not been completed already.


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REVISION: 3

3.19.2.5 Requirements

A.

Aircraft Configuration• Landing Gear selected down no later than the FAF on a straight

in instrument approach, or 1000 feet AGL on a visual approach

or circle to land.

• No major configuration changes (e.g. flaps) below 400’

AGL.

B. Glidepath

• Established on glide path, when available (VASI, PAPI

or electronic glide slope).

C. Descent Rate

• Unless briefed otherwise, not more than 1,000 fpm.

Descent rates in excess of 1000 fpm indicate that the

aircraft is either in an inappropriate position for the

approach, or that a tailwind is in excess of reasonable

limits for the approach. Excessive tailwind on the

approach typically indicates either the aircraft will land

with an unacceptable tailwind or a strong windshear

will be encountered prior to reaching the runway.

D. Airspeed

• 120 knots until in visual conditions on final

• Once in visual conditions on final airspeed will be

gradually reduced to cross the threshold at VREF.

E.

Power• No sudden, major changes in power to maintain

airspeed and glidepath.

3.19.3 Approach Callouts

N O T

E

Reference section 2.2.11.5

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REVISION: 3

3.19.4 Precision Approach Profile

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REVISION: 3

3.19.5 Non-Precision Approach and Circle To Land Profile

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REVISION: 3

3.19.6 Visual Approach and Landing Profile

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REVISION: 3

3.20 Landing To The Line

3.20.1 General

This flow and checklist is used to configure the aircraft for landing.

N

O T E When appropriate, the entire Landing

procedure may be completed prior to calling

for the checklist.

3.20.2 Who


3.20.3 When

As soon as practical after extending the landing gear.

3.20.4 Landing Callouts & Procedure

PF PM

GEAR DOWN

FLAPS 15

LANDING TO THE LINE or LANDING CHECKLIST

Verifies Speeds, Selects landing

gear down

SPEED CHECKS, GEAR DOWN

SPEED CHECKS, FLAPS 15


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REVISION: 3



N O T E Reference Landing Callouts &

Procedure section 3.20.4

3.20.6

Pilot Flying’s Expanded Procedure

N O T E Reference Landing Callouts &


Call for “LANDING TO THE LINE” Checklist


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REVISION: 3


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REVISION: 3


Landing Gear ........................................................................... Select Down

Synchrophase ........................................................................................ OFF

Flaps ....................................................................................................... Set

Condition Levers ................................................................................... MAX

N O

T E

At the discretion of the PF,

Condition Levers may be set to

MAX prior to selecting Flaps ifthe profile requires.

Aux AC ................................................................................................... OFF

Accomplish “LANDING TO THE LINE” Checklist


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REVISION: 3

3.21 Landing Below The Line

3.21.1 General

This flow and checklist is used ensure that the aircraft is fully configured

for landing.

N O T E When appropriate, the entire Landing

procedure may be completed prior to callingfor the checklist.

3.21.2 Who


3.21.3

When

Actions must be performed prior to 400’ AGL. Checklist must be

completed prior to 200’ AGL.

3.21.4 Touchdown and Rollout

• Cross the runway threshold at VREF.

•

Touchdown with power levers reducing to FLT IDLE.• Aircraft will touchdown within the first third of the

runway or go around.

• Flight crew will not attempt to go around once power

levers are placed in reverse.


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REVISION: 3




Autopilot ................................................................................................ Off

Call for “LANDING BELOW THE LINE” Checklist


No Flow.


Bleeds .............................................................................. MIN/As Required

N O T E Bleeds may be selected to MIN and left

on for landing in accordance with AFM

Supplement 21.

Flaps .................................................................................... Set for Landing

ALE-47 ................................................................................................. MAN

Accomplish “LANDING BELOW THE LINE” Checklist


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REVISION: 3

3.22 Missed Approach / Go Around

3.22.1 General

Pilots must always remain mentally prepared to execute a flight director

or raw data go around. Deviations from stabilized flight criteria or

lack/loss of visual cues at or below DH or MAP require that a go around

be executed immediately. A go around in visual conditions may also be

warranted if the visual approach can no longer be continued safely. Go-

arounds, when properly executed, involve little loss of altitude below the

altitude at which the go around is commenced.

3.22.2 Who

Procedure initiated by either pilot, checklist initiated by Pilot Flying; read

by Pilot Monitoring.

3.22.3 When

As soon as practical after a Go Around or Missed Approach is initiated.


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REVISION: 3

3.22.4 Missed Approach / Go Around Callouts & Procedure

PF PM

GO AROUND

Selects GA mode


MAX POWER, FLAPS UP ONE NOTCH Sets power to MTOP, Selects Flaps up one

notch

MAX POWER SET, FLAPS UP ONE NOTCH


POSITIVE RATE



Accelerates toward VFRI

FLAPS ZERO, MISSED APPROACH/GO

AROUND CHECKLIST

SAFE ALTITUDE

VFRI

Selects Flaps Zero, Performs Missed

Approach/Go Around flow

SET IAS ___ SETS IAS____

IAS SET____

Reads Missed Approach/Go Around

Checklist

MISSED APPROACH/GO AROUNDCHECKLIST COMPLETE


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REVISION: 3



N O T E Reference Missed Approach /

Go Around Callouts &


3.22.6

Pilot Flying’s Expanded Procedure





Call for “MISSED APPROACH/GO AROUND” Checklist


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REVISION: 3


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REVISION: 3





Landing Gear ................................................................................ Select UP

N O T E Verify retraction of the landing gear

via positive indications on the

landing gear display panel.

N O T E

The flow in section 3.14.6 begins at

flaps due to the normal delay

between landing gear retraction and

flap retraction.

Flaps .......................................................................................... Select Zero

Confirm that flaps have fully

retracted.

Power ..................................................................................................... Set

Synchrophase ......................................................................................... ON

Bleeds .................................................................................... Both On/MAX

ALE-47 ................................................................................................ AUTO

Accomplish “MISSED APPROACH/GO AROUND” Checklist


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REVISION: 3

3.23 After Landing To The Line

3.23.1 General

This flow and checklist is used to ensure that the aircraft is properly

reconfigured after landing.

N O T E When appropriate, the entire After

Landing procedure may be completedprior to calling for the checklist.

3.23.2 Who


3.23.3

When

As soon as practical after exiting the runway.


No Flow.

3.23.5

Captain’s Expanded Procedure

N O T E

It is permissible to engage the control locks at any time

below 60 KIAS while on the runway; however conditions

may require delaying this action until clear of the runway

environment. This action is at the discretion of the PIC.

CA FO

YOU HAVE THE TOPS Takes control of the Yoke, engages the control lock.I HAVE THE TOPS, CONTROL LOCK VERIFIED AND ON

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REVISION: 3

N O T E The CA’s command of YOU HAVE THE TOPS indicates that

positive directional control of the aircraft shall now be

maintained via the tiller.

Radar .............................................................................................. Standby

Call for “AFTER LANDING TO THE LINE” Checklist


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REVISION: 3


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REVISION: 3


Control Lock ........................................................................................... ON

N O T E

As soon as practical after touchdown and decelerating through 60 knots, at

the discretion of the Captain, push the control column full forward and

engage the Control Lock. This will prevent inadvertent control movement

during surface movement and possible crewmember injury.

Ensure that the control lock is engaged, DO

NOT mistakenly engage the parking brake

at this time.

CA FO

YOU HAVE THE TOPS Takes control of the Yoke, engages the control lock.

I HAVE THE TOPS, CONTROL LOCK VERIFIED AND ON

N O T E The CA’s command of YOU HAVE THE TOPS indicates that

positive directional control of the aircraft shall now be

maintained via the tiller.

Bleeds ....................................................................................... As RequiredALE/AAR-47 ........................................................................................... OFF

Safety Pin........................................................................................ Installed

Accomplish “AFTER LANDING TO THE LINE” Checklist

WARNING

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REVISION: 3

3.24 After Landing Below The Line

3.24.1 General

This flow and checklist is used to ensure that the aircraft is properly

reconfigured after landing.

3.24.2 Who


3.24.3 When

As soon as practical after exiting the runway.


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REVISION: 3


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REVISION: 3


Spoilers (-102 series) ............................................................................ TAXI

Main Bus Tie ............................................................................................TIE

Ice Protection ........................................................................................ OFF

Call for “AFTER LANDING BELOW THE LINE” Checklist


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REVISION: 3


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REVISION: 3



FO MC



Flaps ...................................................................... Set & Indicating 0° or 5°

TCAS/XPDR ................................................................................. HOLD/OFF

Aux Pumps .....................................................................................Both OFF

Engine Intake Bypass Doors ..................................................... As Required

Yaw Damper ........................................................................................... Off

Exterior Lights ........................................................................... Set for Taxi

Accomplish “AFTER LANDING BELOW THE LINE” Checklist


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REVISION: 3

3.25 Parking To The Line

3.25.1 General

This checklist and flow is used to ensure that the aircraft is properly shut

down.

N

O T E

When appropriate, the Parking procedure

may be completed at one time if all items

are complete prior to calling for the

checklist.

N O T E

An abbreviated shutdown flow may be

used on a congested ramp; however the

full checklist must be complied with

afterward.

3.25.2 Who


3.25.3 When

As soon as practical after parking the aircraft.


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REVISION: 3


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REVISION: 3


Parking Brake ...................................................................................... PARK

Steering ................................................................................................. OFF

EFIS Lights ..............................................................................................DIM

N O T E Fully Dim the EADI, EHSI, Flight Guidance

Display, Multi-Function Display, IVSI, Turn

the FMSs off, Turn the GPSs off.

Call for “PARKING TO THE LINE” Checklist


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REVISION: 3


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REVISION: 3


Exterior Lights .......................................................................... As Required

Emergency Lights .................................................................................. OFF

Oxygen Pressure ............................................................................... ___ lbs

EFIS lights ..............................................................................................DIM

N O

T E Fully Dim the EADI, EHSI, Flight Guidance

Display, Multi-Function Display, IVSI, Turn

the FMSs off, Turn the GPSs off.

Accomplish “PARKING TO THE LINE” Checklist


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REVISION: 3

3.26 Parking Below The Line

3.26.1 General

This checklist and flow is used to ensure that the aircraft is properly shut

down.

3.26.2 Who


3.26.3 When

As soon as practical after parking the aircraft.


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REVISION: 3


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REVISION: 3


Power Levers .................................................................................. FLT IDLE


Allow the engines to operate in the Start

and Feather position for a minimum of 1

minute prior to selecting the Condition

Levers to Fuel Off.

Battery Master Main/Aux ..................................................................... OFF

N O T E Delay this item until the First Officer has

completed his/her flow.

Dome Light ............................................................................................ OFF

The Dome Light is on the

Hot Battery Bus. Leaving it

on for an extended period

will drain the batteries.

Call for “PARKING BELOW THE LINE” Checklist


CAUTION

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REVISION: 3


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REVISION: 3


FO MC

MC, FLIGHT: ACKNOWLEDGED

FLIGHT, MC: CLEARED TO SHUTDOWN

Mission Equipment ............................................................................... OFF

Ensure that the Cabin Crew has completed afull shutdown of the Mission Equipment prior

to removing Mission Equipment Power.

Failure to do so will cause a hard shutdown of

the computers and possible loss of data.

AC Generators ...............................................................................Both OFF

Temp Control/Bleeds .......................................................... MAN/MIN/OFF

Anti-Collision ......................................................................................... OFF

Standby Hydraulic Pressure .................................................... Both NORM

Both Standby Hydraulic Pressure switches

must be placed in the NORM position to

prevent possible injury or death of ground

support personnel.

Accomplish “PARKING BELOW THE LINE” Checklist


CAUTION

WARNING

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REVISION: 3


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REVISION: 3

Chapter 4: Emergency / Abnormal Procedures

4.1. General .................................................................................................. 204

4.1.1. Purpose ................................................................................... 204

4.1.2. Crewmember Terms and Roles ............................................... 204

4.1.3. Command Responsibility ........................................................ 204

4.1.4.

Deviating From Procedures In Emergency Situations ............. 2044.1.5. Flight Crew Member Incapacitation ....................................... 205

4.1.6. Pilot Flying – Primary Duty ...................................................... 205

4.1.7. Caution/Advisory Light Indications ......................................... 205

4.1.8. Circuit Breakers ....................................................................... 205

4.1.9. ATC & Mission Crew Notification ............................................ 205

4.1.10. Emergency Procedure and Profile Format .............................. 206

4.1.11.

Critical Phase of Flight ............................................................. 2064.1.12. Standardized Terminology ...................................................... 206

4.2. Emergency/Abnormal Execution .......................................................... 207

4.2.1. Verification .............................................................................. 207

4.2.2. Execution Order ...................................................................... 207

4.2.2.1. Memory Items ....................................................... 207

4.2.2.2. Quick Reference Checklist ..................................... 208

4.2.2.3.

Quick Reference Handbook .................................. 2104.3. Crew Coordination and Communication ............................................... 214

4.3.1. Malfunction / Abnormal Detection ......................................... 214

4.3.2. Resetting Warning Lights ........................................................ 215

4.3.3. Emergency / Abnormal Checklist Initiation ............................ 215

4.4. Procedures ............................................................................................ 216

4.4.1. Engine Start Emergencies ....................................................... 216

4.4.2.

On Ground Emergencies ......................................................... 2174.4.3. Rejected Takeoff ..................................................................... 219

4.4.4. In Flight Engine Related Emergencies ..................................... 223

4.4.4.1. General .................................................................. 223

4.4.4.2. Engine Failure Recognition .................................... 224

4.4.4.3. Engine Fire Recognition ........................................ 224

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REVISION: 3

4.4.4.4. Memory Items ....................................................... 224

4.4.4.5.

Engine Fail No Feather after V1 ............................. 227

4.4.4.6. Engine Fail/Unscheduled Feather/Fire after V1 .... 228

4.4.4.7. Propeller Overspeed ............................................. 229

4.4.5. Single Engine Approach Procedures ....................................... 230

4.4.5.1. Single Engine Operation Checklist ........................ 230

4.4.5.2. Checklist Use ......................................................... 230

4.4.5.3. Profiles .................................................................. 230

4.4.5.4.

Callouts ................................................................. 2314.4.5.5. Go Around / Missed Approach .............................. 231

4.4.6. Single Engine Missed Approach / Go Around Procedure ........ 232

4.4.7. Emergency Descent ................................................................ 233

4.4.8. Environmental Emergencies ................................................... 235

4.4.8.1. Depressurization ................................................... 235

4.4.8.2. Smoke Sources ...................................................... 235

4.4.8.3.

“Smoke” (Warning Light) ...................................... 2364.4.8.4. Fuselage Fire or Smoke ......................................... 236

4.4.8.5. Rapid Depressurization ......................................... 237

4.4.9. Flight Control Emergencies ..................................................... 238

4.4.9.1. Pitch Control Jam .................................................. 238

4.4.9.2. Roll Control Jam .................................................... 239

4.4.9.3. Roll Control Malfunction ....................................... 240

4.4.9.4.

Rudder Control Jam .............................................. 241

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REVISION: 3


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REVISION: 4

CHAPTER 4Emergency / Abnormal Procedures

4.1 General

4.1.1 Purpose

This section contains checklists and procedures for conducting operations

during emergency and abnormal situations.

4.1.2 Crewmember Terms and Roles

The terms “Captain” (CA), “First Officer” (FO), “Pilot Flying” (PF) and “Pilot

Monitoring” (PM) as used in this section are used to identify roles and

responsibilities, and the actions performed from the left Pilot seat (Captain)and from the right Pilot seat (First Officer).

4.1.3 Command Responsibility

The Pilot-In-Command is directly responsible for and is the final authority

as to the operation of the aircraft.

4.1.4

Deviating From Procedures In Emergency Situations

The Flight Crew must be aware that checklists and procedures cannot be

created for all conceivable situations and are not intended to preclude the

use of good judgment. In some cases the Captain may be required to

exercise his emergency authority to deviate from the checklists and

operating procedures contained herein.


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REVISION: 4

4.1.5 Flight Crewmember Incapacitation

The checklist and procedures as contained in this section presuppose both

Pilots are on the flight deck and neither Pilot is incapacitated. In the case

of Pilot absence or incapacitation, the remaining Pilot shall take

appropriate measure to protect the safety of the Crew and the aircraft.

4.1.6 Pilot Flying - Primary Duty

Unless otherwise noted, the PF will take the necessary action to establish

and maintain control of the aircraft. Flying the aircraft takes precedence

over the conduct of QRH procedures and checklists.

4.1.7 Caution/Advisory Light Indications

Indication lights shall be tested when appropriate. Testing of lights is anormal crew action and as such is not listed in the checklists unless there is

a specific requirement to do so.

4.1.8 Circuit Breakers

Circuit breakers shall be checked and if found tripped, one reset attempt

may be made. If a circuit breaker trips again, no further resets shall be

accomplished. If the maintenance log shows a recent history of problems

with a system do not attempt to reset a tripped breaker.

4.1.9 ATC & Mission Crew Notification

The Captain (or First Officer, if directed) will notify ATC, the Flight crew and

the Company concerning the emergency or abnormal situation, as

appropriate and when time permits. The PM will also coordinate as

necessary with the mission commander. These announcements are

considered normal Crew actions and as such, are not listed in the checklists

unless there is a specific requirement to do so.

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REVISION: 4

4.1.10 Emergency Procedure And Profile Format

These profiles and descriptions have a standardized format to improve

clarity and recollection so as to improve crew performance during

emergencies. Items that are presented in both all capital letters and BOLD

font (e.g. GEAR UP) identify a verbal challenge or response from the pilot

indicated. Chronological order will be indicated by the position of the

callout in the described procedure. All procedures will be accomplished in

accordance with the AFM and Dynamic Aviation Standardized procedures.

4.1.11 Critical Phase of Flight

For inflight emergencies the “critical phase of flight” is anytime the aircraft

is below 400’ AGL, the briefed safe altitude, whichever is higher or inside

the Final Approach Fix.

In all instances during an emergency the flight crew is expected to exit the

critical phases of flight as quickly and safely as possible.

4.1.12 Standardized Terminology

Use of standardized terminology during critical phases of flight shall be

strictly adhered to.


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REVISION: 4

4.2 Emergency/Abnormal Execution

4.2.1

Verification

Verify any malfunction prior to executing any Memory items, the QRC or

the QRH checklist.

4.2.2 Execution Order

• Memory Items

•

Quick Reference Checklist (QRC)• Quick Reference Handbook (QRH)

4.2.2.1 Memory Items

A. Purpose

Procedures of a critical nature that shall be performed by memory

because of their severity or because reference to a checklist is notpractical during a critical phase of flight.

Example:

Memory Item Title Box

CONDITION lever ...................................................... FUEL OFF

Start Select ......................................................................... OFFCOMPLETE QRH X.X

B. Use

Memory items shall be completed from memory, without reference to

a checklist. These items, due to the severity of the problem may be

completed during ANY phase of flight, even critical phases of flight,

and as such are “Immediate Action” items.

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REVISION: 4

C. Completion

MEMORY ITEMS COMPLETE will be called upon completion of the

required memory items. Once completed, memory items must be

verified, when out of the critical phase of flight, through either the

QRC or the QRH. The PM shall verbalize all memory items when

reading the QRC or QRH. If the QRC is used and the memory items are

verbally verified, the QRH should then be consulted to accomplish the

remainder of the checklist. If the QRC is not used, the PM shall

verbalize the memory items referencing the QRH.

D. Critical Items

Whenever an applicable memory item is critical to flight, the crew

shall utilize a “dual confirmation” method prior to initiating the action.

Once the proper Lever/Handle is confirmed by both pilots the PM will

state and complete the memory item.

4.2.2.2 Quick Reference Checklist

A. Design

QRH Memory items are presented on a Quick Reference Checklist and

indicated by a shaded title box and a thin black border around the

procedure.

B. Use

The QRC may be referenced at any time on the ground and in

flight when above safe altitude. Accessibility and design of

the checklist is intended to allow referral to the boxed items

quickly. If the QRC is referenced for memory items, the boxed

items shall be considered complete and do not need to be

reread from the QRH.

The QRC must remain immediately

accessible at all times. Do not obstruct

access with other materials (e.g. flight

publications, personal/survival gear).

CAUTION

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REVISION: 4

C. Completion

Pilots shall be familiar with the checklists presented on the

QRC. When a situation arises that is addressed on the QRC,

the PF may call for that checklist. The PM will immediately

pull out the QRC and begin reading the appropriate checklist.

After completing the QRC items, the crew will proceed to the

QRH. These boxed items need not be repeated if the crew

entered the QRH from the QRC. The checklists presented onthe QRC are:

D. Contents

• Front Page:

o ENGINE FAIL/FIRE/SHUTDOWN (IN FLIGHT)

o SINGLE ENGINE OPERATION

o ABORTED ENGINE START

o

OIL PRESSURE BELOW 40 PSI or “#1 ENG OIL PRESS”

or “#2 ENG OIL PRESS” (WARNING LIGHT),

UNSCHEDULED PROPELLER FEATHER

o PROPELLER OVERSPEED

• Back Page:

o ON GROUND EMERGENCIES

o

RAPID DEPRESSURIZATION

o PROPELLER GROUND RANGE ADVISORY LIGHTS

CYCLING

o “SMOKE” (WARNING LIGHT)

o FUSELAGE FIRE OR SMOKE

o ROLL CONTROL JAM

o PITCH CONTROL JAM

o

RUDDER CONTROL JAM

o ROLL CONTROL MALFUNCTION

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REVISION: 4

E. Single Engine Operation Checklist

The QRC also has a SINGLE ENGINE OPERATION Checklist

which replaces the normal DESCENT, APPROACH and

LANDING Checklists. In addition, there is a MISSED

APPROACH/GO-AROUND (SE) section for use in the event of a

go around. The SINGLE ENGINE OPERATION Checklist is

bordered by a thick blue line and is not a memory procedure.

This checklist is only to be used as a “READ AND DO” checklist.

4.2.2.3 Quick Reference Handbook

A. Design

All Emergency and Abnormal Procedures are included in the

QRH. Memory items or the QRC must always be completed

prior to entering the QRH.

B.

Contents

The QRH checklists contain only those items and procedures

that differ from the normal operations of the airplane.

C. Checklist Naming

All checklists associated with an annunciator light are titled

exactly as they are presented to the Flight Crew. Checklists

for conditions not associated with an annunciator light are

titled according to the conditions. (e.g., ABORTED ENGINE

START, FAILURE TO LIGHT UP).

At no point should the QRH

be referenced below the

briefed safe altitude or 400’

AGL, whichever is higher.

CAUTION

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REVISION: 4

D. Checklist Title Similarity

It is essential the Crew refer to the correct checklist. Several

checklists titles may be similar, and some systems have

checklists located in different sections. Accomplishing the

incorrect checklist may not resolve an abnormal condition,

and may significantly aggravate the situation. Any confusion

must be resolved between both pilots before accomplishing a

checklist.


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REVISION: 4

E. Use

QRH Checklists are designed so only one checklist is

referenced at a time. A checklist is to be followed until the

checklist terminates (END) or the checklist refers to a

subsequent checklist. All memory items will be conducted

prior to use of the QRH at the appropriate time, then verified

by reference to the appropriate QRH checklist if the QRC is

not used. All checklist items will be read verbatim and aloud.

Emergency checklist items other than memory items are

considered “Read and Do” and shall be completed utilizing

reference to the QRH. The QRH checklist will be initiated by

the Pilot Flying (PF) and read by the Pilot Monitoring (PM).

N O

T E

The Captain shall ensure that all appropriate emergency/abnormal

procedures and checklists are accomplished prior to arriving at the

Final Approach Fix if an instrument approach is to be flown or themajor descent point on a visual approach.

Once a checklist is complete do not engage in

troubleshooting an unresolved malfunction.

Troubleshooting certain system malfunctions,

especially electrical problems, could aggravate the

condition and create a more hazardous condition.

The QRH is designed to address system malfunctions

in a systematic way. It is important for the flight

crew to reference the correct checklist, and not

assume they know the correct response based on

familiarity or system knowledge.

CAUTION

WARNING

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REVISION: 4

F. Crew Coordination

The PF should not be distracted from the primary job of flying the

airplane during checklist operations and therefore the PM shall be

responsible for configuring the aircraft in accordance with the QRH.

This however does not absolve the PF of verifying that the PM is

adhering to the checklist and approved company procedures for

proper aircraft configuration.

G.

Landing Messages

• Land immediately at the nearest suitable airport / Land as soon as

possible.

o Land at the nearest airport that offers sufficient landing

distance and if required, emergency services.

• Land at the nearest suitable airport / Land as soon as Practicable.

o

The airplane may continue to the destination airport or

the nearest airport where maintenance services are

available.


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REVISION: 4

4.3 Crew Coordination and Communication

4.3.1 Malfunction / Abnormal Detection

Either pilot, upon detecting an existing or impending malfunction or

abnormal condition, will immediately inform the other pilot. A MASTER

WARNING or MASTER CAUTION Light will be called out as depicted on the

Warning panel. Abnormal conditions not annunciated will be called out

using terminology that best describes the condition as it appears. In eithercase, action shall be taken as indicated in the examples below:

Condition Pilot Detecting

Condition

Captain (On

Ground)

PF (In Flight)

PM

#1 ENG FUEL PRESS amber

caution light illuminates

MASTER

CAUTION CANCEL IDENTIFY

#1 ENGINE FUEL

PRESSURE

CHECKLIST

#1 ENGINE FUEL

PRESSURE

CABIN PRESS red warning

light illuminates

MASTER

WARNING

CANCEL IDENTIFY

CABIN PRESS

CHECKLIST

CABIN PRESS


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REVISION: 4

4.3.2 Resetting Warning Lights

The pilot who calls out the caution or warning light shall, at the command

of CANCEL IDENTIFY from the Captain or PF, press the MASTER CAUTION

PRESS TO RESET or MASTER WARNING PRESS TO RESET light and identify

the condition. Resetting the caution and warning system is a normal crew

coordination response and not addressed by the checklists. Failure to reset

the caution or warning system may cause the crew to miss a subsequent

malfunction.

4.3.3 Emergency / Abnormal Checklist Initiation

When calling for a checklist, the pilot shall use the condition that most

accurately identifies the existing condition or represents the most serious

condition. Additionally, some conditions result in multiple amber caution

messages. When multiple lights are illuminated, the light associated with

the primary power source for that system shall be called.


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REVISION: 4

4.4 Procedures

4.4.1 Engine Start Emergencies

4.4.1.1 Use

Engine start is often the first time that an engine discrepancy will be

discovered. It is imperative that the crew carefully monitor engine

indications, make appropriate standard callouts (section 3.7) and be

prepared to take appropriate action if an anomaly is noted.

4.4.1.2 Aborted Engine Start Memory Items

A. Failure To Light Up

FAILURE TO LIGHT UP (WITHIN 10 SECONDS)

CONDITION lever ........................................................ FUEL OFF

Ignition (affected engine) .................................................... OFFMotor engine for 15 seconds

Start Select ........................................................................... OFF

COMPLETE QRH 5.3

B. Imminent Overtemperature

IMMINENT OVERTEMPERATURE

CONDITION Lever ....................................................... FUEL OFF

If ITT does not decrease immediately

PULL FUEL OFF Handle ......................................................... Pull

Ignition (affected engine) .................................................... OFF

Motor engine for 15 seconds

Start Select ........................................................................... OFFCOMPLETE QRH 5.3

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REVISION: 4

C. APU Fire

APU Fire

Confirm APU Automatic shutdown (APU RUN Advisory light

out & APU BTL discharges)

If APU BTL or APU Fire Advisory Light remains on:

Extg Switch......................................................................... EXTG

COMPLETE QRH 5.4

4.4.2 On Ground Emergencies

The On Ground Emergencies procedure shall be conducted at the

discretion of the CA and in coordination with the FO. At no point should

the procedure be initiated without proper coordination with all flight

deck and cabin crewmembers, prior to evacuation ATC shall be advised

of intentions.

4.4.2.1 Use

The ON GROUND EMERGENCIES Procedure, while a set of immediate

action items, is also found as a checklist in the QRC and may be

accomplished in a “READ AND DO” manner. In case of an evacuation the

FO may read the checklist as the Captain completes the items. If

conducting the ON GROUND EMERGENCIES Checklist from the QRC, theQRH does not have to be referenced following the QRC.

4.4.2.2 Evacuation

If an evacuation is required, the engines must be shut down and

propellers completely stopped prior to initiating the evacuation

sequence. Coordination with the cabin crew should be made regarding

the correct side of the aircraft to evacuate. The cabin crew may makethis decision based on their perception of the situation, however, no

crewmember should begin the evacuation sequence until given

authorization by the flight deck crew. All crewmembers shall be trained

in the proper evacuation sequence as well as use of applicable safety

and emergency equipment on board the aircraft.

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REVISION: 4


ON GROUND EMERGENCIES

EMERG BRAKE.................................................................. ON

POWER Levers ........................................................ FLT IDLE

CONDTION Levers .................................................. FUEL OFF

PULL FUEL OFF Handle (affected engine) ....................... Pull

Tank Aux Pumps 1 and 2 ................................................ OFF

IF Fire:EXTG Switch (affected engine) .............................. FWD BTL

Wait up to 30 secs, IF Fire Persists:

EXTG Switch ............................................................. AFT BTL

IF Evacuation:

Emergency Lights ............................................................. On

Fasten Belts ..................................................................... Off

Evacuate .................................................................. as req’d

AC/DC Ext Pwr/APU ....................................................... OFFBattery Master ............................................................... OFF

4.4.2.4 Actions & Callouts

CA FO

After Brakes have been set

Conducts ON GROUND EMERGENCY

items (Reference the QRC if practical) Communicates to MC the intended egress

path.

MC, FLIGHT PREPARE TO EGRESS (LEFT,

RIGHT, BACK, TOP)

When memory items are complete except the Battery Master

Completes flow by turning Battery

Master OFF

MC, FLIGHT, EGRESS (LEFT, RIGHT, BACK,

TOP)

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REVISION: 4

4.4.3 Rejected Takeoff

Takeoff is a critical phase of flight where the decision process to react to an

abnormality and abort a takeoff is very important. As the aircraft

accelerates, the probability of success from a rejected takeoff decreases

rapidly. At the point of any significant abnormality (engine failure, blown

tire, or other significant abnormality) the aircraft will still continue to

accelerate until positive action is taken.

4.4.3.1

Decision Process

A. General

During the takeoff roll, prior to decision speed, either pilot may see a

need to abort and make the callout to abort the takeoff. A takeoff

shall be aborted for any Caution or Warning Light, or any significant

abnormality including Engine Malfunction prior to V1.

B. Recognition

Either Pilot, upon detecting a Caution or Warning Light, engine failure,

fire, unscheduled feather, propeller overspeed or other significant

abnormality shall initiate the Emergency Procedure by calling out

ABORT, ABORT, ABORT if prior to V1.

C. Crew Coordination

If sufficient runway is available after the takeoff abort, the Captain will

retain or assume control of the aircraft. If the PF is the First Officer, he

shall transfer directional controls using positive exchange of controls

as the aircraft slows below 60 knots. The First Officer will engage the

control lock and contact ATC. The aircraft will be taxied clear of the

runway as appropriate. If insufficient runway remains or evacuation is

required after bringing the aircraft to a stop, the Captain will

communicate his intentions to the First Officer. If necessary, the

captain shall then execute the applicable ON GROUND EMERGENCIES

memory items.

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REVISION: 4

4.4.3.2 After A Rejected Takeoff

•

Consider the condition of the aircraft and the reason for therejection. If the situation is stable, clear the runway before

stopping the aircraft. Stop on the runway if the potential for an

evacuation exists. The runway provides crash, fire and rescue

vehicles better access to the aircraft.

• Consider requesting assistance from the tower, ground

personnel or the mission commander in evaluating the situation.

Use all available information in formulating a response plan.

4.4.3.3 Communications

• Notify the tower of any rejected takeoff.

• Communications with the mission commander must also be

considered and carried out as soon as practical.


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REVISION: 4

4.4.3.4 Actions & Callouts

PF PM

ABORT, ABORT, ABORT

Selects DISC or MAX REV if required

Notifies ATC

Applies maximum braking 60 KTS

CA FO

If CA is the PF

YOU HAVE THE TOPS, CONTROL LOCK ON

I HAVE THE TOPS, CONTROL LOCK

VERIFIED AND ON

If FO is the PF

(If directional control of the aircraft is in question, the FO may bring the aircraft to a

stop on the runway prior to transferring controls.)

YOU HAVE THE TOPS, CONTROL LOCK ON

CA assumes directional control of the aircraft

I HAVE THE TOPS, CONTROL LOCK

VERIFIED AND ON

When Aircraft is Stopped

Executes ON GROUND EMERGENCIES

memory items (if required)

Communicates expected action to cabin crew


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REVISION: 4

4.4.3.5 Diagram

Abort below V1

1. Recognize malfunction.

2. Engine failure, or any other significant

abnormality:

a. ABORT, ABORT, ABORT

b. Power Levers…….DISC or MAX REV

c. Max Brakingd. Contact ATC if able/required and

declare an emergency. State your

intentions and assistance needed.

e. Stop Aircraft

f. Execute the ON GROUND

EMERGENCY procedure as required.

Before Takeoff

1. Follow normal takeoff procedures.

2. Include abort procedures during

takeoff brief.

After abort procedures clearing runway

1. Contact ATC as needed.

2. Perform after landing checklist.

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REVISION: 4

4.4.4 In Flight Engine Related Emergencies

4.4.4.1

General

Either Pilot, upon detecting an engine failure, fire, unscheduled feather

or propeller overspeed shall initiate the Emergency Procedure by calling

out ABORT, ABORT, ABORT (prior to V1, ref. Rejected Takeoff section

4.4.3) or MALFUNCTION (after V1).

A. Procedure Trigger

The term MALFUNCTION shall be used as a “trigger” term in which to

initiate a sequence of actions to ensure that the aircraft is flown and

configured in a standardized and safe manner at all times.

B. Failure on Takeoff

In the event of an engine failure at or after V1, the Crew shall follow the

Engine Failure Climb profile and the published Obstacle Avoidance Plan,the ATC clearance or the Instrument Departure Procedure, as

appropriate.

C. Failure during Enroute Climb, Cruise or Descent

In the event of an engine failure during the enroute climb, cruise, or

descent segment the procedures described in the appropriate profile

shall be utilized.

D. Failure on Approach

If an engine failure occurs during an approach, the Crew shall ensure

that memory items, QRH and appropriate Single Engine Approach

Checklist (QRC) is completed prior to passing the Final Approach Fix. At

no time shall the Crew proceed past the FAF if any of the above has not

been completed.

If inside the Final Approach Fix the flight crew is expected to attempt to

exit this critical phase of flight as quickly and safely as possible by

initiating a go around.

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REVISION: 4

4.4.4.2 Engine Failure Recognition

An engine failure is defined as an engine or propeller malfunction that

results in significant loss of engine power or control. Engine failures may

be detected by any or all of the following conditions:

• Substantial uncommanded decrease/increase in engine

torque or power (may be accompanied by aircraft yaw)

(e.g., Engine Flameout)

• Substantial uncommanded RPM changes (e.g., Prop

Overspeed – RPM greater than 1,212)• Autofeather indications (e.g., Unscheduled Feather)

• Airframe vibration

4.4.4.3 Engine Fire Recognition

An engine fire is indicated by illumination of the Engine Fire Warning

System and the Aural Fire tone (if installed) or by visual indications of an

engine fire. An engine fire should be handled the same as an enginefailure. Either Engine Fire Press to Reset switchlight will be pressed by

the crew to terminate the aural warning.


A. Engine Fail/Fire/Shutdown (In Flight)

ENGINE FAIL/FIRE/SHUTDOWN

(IN FLIGHT)

Affected Engine:

Power Lever ........................................................... FLT IDLE

Condition Lever .................................................... FUEL OFF

Alternate Feather (If req’d) ................................. FEATHER

Pull Fuel Off Handle ...................................................... Pull

Tank Aux Pump ............................................................. OFF

IF Fire:Extg Switch (affected engine) .............................. FWD BTL

IF Fire persists, Wait up to 30 seconds:

Extg Switch (affected engine) ................................ AFT BTL

COMPLETE QRH 5.14

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B. Propeller Overspeed

PROPELLER OVERSPEED

Above 400’ AGL:

Synchrophase ................................................................ Off

Airspeed reduce to minimum appropriate to flap

configuration and flight conditions

Affected Engine:

POWER Lever ......................................................... FLT IDLECONDITION Lever ..................................... START/FEATHER

Alternate Feather (if req’d) .................................. FEATHER

If Propeller Does not Feather:

-DO NOT SHUT DOWN ENGINE

Alternate Feather .................................................... NORM

CONDITION Levers ...................................................... MAX

POWER Lever (affected engine) ........................... Advance

Do not exceed 1212 RPM

POWER Lever (non-affected engine) .............................. As

Required to maintain desired flight profile

-Land Immediately at the nearest suitable airport

IF Propeller Feathers

ENGINE FAIL/FIRE/SHUTDOWN .................... ACCOMPLISH

COMPLETE QRH 5.11 (5.12 -202/-315 series)

C. Oil Pressure <40 PSI / Warning Light / Unscheduled Feather

OIL PRESSURE BELOW 40 PSI or “#1 ENG OIL PRESS” or “#2

ENG OIL PRESS” (Warning Light), Unscheduled Propeller

Feather

Above 400 ft AGL:

ENGINE FAIL/FIRE/SHUTDOWN ............................ACCOMPLISH

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REVISION: 4

D. Propeller Ground Range Advisory Lights Cycling

PROPELLER GROUND RANGE ADVISORY LIGHTS CYCLING

Power Levers ................................. Advance above FLT IDLE

COMPLETE QRH 5.13


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REVISION: 4

4.4.4.5 Engine Fail No Feather after V1 (Below Safe Altitude)

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REVISION: 4

4.4.4.6 Engine Fail/Unscheduled Feather/Fire after V1

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REVISION: 4

4.4.4.7 Propeller Overspeed

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REVISION: 4

4.4.5 Single Engine Approach Procedures

4.4.5.1

Single Engine Operation Checklist

The QRC contains a SINGLE ENGINE Operation checklist which is

intended to replace the DESCENT, APPROACH, and LANDING sections of

the normal checklist during single engine operations. In addition, there

is a MISSED APPROACH/GO-AROUND (SE) section for use in the event of

a go around. This section addresses the procedures unique to a single

engine descent and landing and simplifies the normal checklist to

expedite a return to the airport in an emergency.

4.4.5.2 Checklist Use

Prior to beginning the approach, the SINGLE ENGINE Operation DESCENT

and APPROACH checklists shall be completed.

4.4.5.3 Profiles

Single engine approaches should follow the same profile as a two engine

approach with few exceptions.

A. Flaps

No more than Flaps 15° will be used on a single engine approach.

B.

Autopilot

When single engine, the autopilot must be turned off prior to

commencing the approach as required by the AFM. Use the Flight

Director (FD) to aid in task management while flying the single engine

approach.

C. Airspeed

The approach shall be flown at 120 KIAS until landing is assured.

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REVISION: 4

4.4.5.4 Callouts

Standard callouts will be made during the single engine approach. (See

two engine precision and non-precision procedures).

4.4.5.5 Go Around / Missed Approach

If a single engine go-around needs to be accomplished, set maximum

takeoff power (MTOP), press the go-around button and pitch to the

Flight Director bars. The Single Engine Approach and Missed Approachprocedures are detailed below.


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REVISION: 4

4.4.6 Single Engine Missed Approach / Go Around Procedure

PF PM

GO AROUND

Selects GA mode


MAX POWER, FLAPS UP ONE NOTCH Sets power to MAX, selects flaps up one

notch

MAX POWER SET, FLAPS UP ONE NOTCH

GEAR UP, HDG, ALT SEL, IAS V2

POSITIVE RATE

Selects Gear Up, Selects HDG, ALT SEL,

Presses IAS and rolls in V2

GEAR UP, HDG, ALT SEL, IAS V2 SET

ALT/ALT SEL

Levels Off and accelerates toward VFRI

FLAPS ZERO, SET IAS VCLIMB

SAFE ALTITUDE

ALT/ALT SEL

VFRI

Selects Flaps Zero, Sets Climb Power,

Sets IAS to VCLIMB

FLAPS ZERO, IAS ____KT (VCLIMB)

Above 1,000 AGL: SET MCP

MCP SET

MISSED APPROACH/GO-AROUND

CHECKLIST

Reads CLIMB MISSED APPROACH/GO-

AROUND Checklist from QRC

MISSED APPROACH/GO-AROUND

CHECKLIST COMPLETE


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REVISION: 4

4.4.7 Emergency Descent

4.4.7.1

General

The decision to make a rapid decent may be precluded by a number of

items discussed in section 4.4.7. The important thing to remember is

that the emergency descent is a tool used to help get the crew and

aircraft out of a possible life threatening situation at high altitude.


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REVISION: 4

4.4.7.2 Procedure

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REVISION: 4

4.4.8 Environmental Emergencies

4.4.8.1

Depressurization

Should the aircraft experience a partial or complete loss of cabin

pressure; the first response will be for the crew to don their oxygen

masks. A decompression may happen slowly or in a rapid fashion. The

most deadly situation is a slow decompression. This is why monitoring

the cabin altitude and differential gage occasionally while at altitude is

important. An emergency descent may be initiated at the pilot’s

discretion depending on the current aircraft altitude.

4.4.8.2 Smoke Sources

There are two sources that may induce smoke into the cabin, an

Electrical source or Environmental source. Electrical smoke has a sweet

acidic smell and is usually grey in color. Environmental smoke is more

pungent and white in color. Many fumes are noxious and could lead to

Crew impairment or Crew incapacitation. The reaction to either type ofsmoke when it is first noticed at any altitude will be to don the oxygen

mask and switch the O2 setting to 100%, verify you are indeed breathing

oxygen ,and switch the MIC switch to MASK. If required, initiate a

decent to a safe altitude to aid in the evacuation of the smoke and/or

get the aircraft on the ground.

The Emergency position on the Oxygen mask

will help clear smoke goggles of smoke orfumes. This position however, will deplete

the oxygen supply at a rapid rate.


CAUTION

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REVISION: 4

4.4.8.3 “SMOKE” (Warning Light)

A.

Memory Items

“SMOKE” (Warning Light)

Oxygen Masks ........................................................ On/100%

Smoke Goggles ................................................................ On

MIC Switch .................................................................. MASK

Recirc Fans ..................................................................... OFFMsn Pwr ......................................................................... OFF

Aux AC............................................................................ OFF

COMPLETE QRH 7.3

4.4.8.4 Fuselage Fire or Smoke

A. Memory Items

FUSELAGE FIRE or SMOKE

Oxygen Masks ........................................................ On/100%

Smoke Goggles ................................................................ On

MIC Switch .................................................................. MASK

Recirc Fans ..................................................................... OFF

Msn Pwr ......................................................................... OFF

Aux AC............................................................................ OFF

Emergency Lights ............................................................. On

COMPLETE QRH 7.4


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REVISION: 4

4.4.8.5 Rapid Depressurization

RAPID DEPRESSURIZATION

Oxygen Masks .................................................................. On

Mic Switch .................................................................. MASK

Passenger Signs ............................................................... ON

EMERGENCY DESCENT, accomplish as req’d:

POWER Levers ........................................................ FLT IDLECONDTION Levers ......................................................... MAX

Airspeed .......................................................................... VMO

Note: If structural integrity is in doubt, limit airspeed as

much as possible and avoid high maneuvering loads.


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REVISION: 4

4.4.9 Flight Control Emergencies

4.4.9.1

Pitch Control Jam

As a precautionary measure, following a flight control

failure and prior to landing, the Flight Deck Crew shall

advise the Cabin Crew to “Brace” for landing. This will

prepare the Cabin Crew in the event of a hard landing.

A. Memory Items

PITCH CONTROL JAM

Autopilot .............................................................. Disengage

Flap and Airspeed ........................... Maintain at time of jam

Pitch Control ............................... Attempt to overcome jam

If unable to overcome jam:

Relax control column force ...................................................

Pitch Disconnect Handle ............................ Pull and turn 90°

COMPLETE QRH 10.6

B. Actions & Callouts

PF PM

Disconnects Autopilot

AUTOPILOT OFF, PITCH JAM

PF attempts to overcome jam.Maintain Flap Configuration and Airspeed at time of Jam.

If unable to overcome jam:

Relaxes control force

PITCH DISCONNECT

Pulls Pitch Disc handle and rotates 900

Both pilots attempt to control aircraft.

Pilot with free controls will announce I HAVE CONTROL

Other pilot responds YOU HAVE CONTROL When aircraft under control above 1000’ AGL

QRH (PF roles may have changed at this

point)

Performs PITCH CONTROL JAM

Checklist

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REVISION: 4

4.4.9.2 Roll Control Jam

A.

Memory Items

ROLL CONTROL JAM

Autopilot .............................................................. Disengage

Roll Disc Handle ......................................... Pull and turn 90°

COMPLETE QRH 10.3

B.

Actions & Callouts

PF PM

Disconnects Autopilot

AUTOPILOT OFF, ROLL JAM

ROLL DISCONNECT Pulls Roll Disc Handle and rotates 900

Both pilots attempt to control aircraft

Pilot with free controls will announce I HAVE CONTROL

Other pilot responds YOU HAVE CONTROL When aircraft under control above 1000’ AGL

QRH (PF roles may have changed at this

point)

Performs ROLL CONTROL JAM Checklist


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REVISION: 4

4.4.9.3 Roll Control Malfunction

A.

Memory Items

ROLL CONTROL MALFUNCTION

(Airplane Rolls with No Control Wheel Input)

Roll Control ................................... Apply to hold wings level

IF continuous illumination of SPLR 1 or SPLR 2 PUSHOFF

Switchlights:

Illuminated Switchlight ........................................... Push OffLanding Considerations:

-Land at an airport with minimum crosswind and

turbulence using Flap 15 or 35.

IF SPLR 1 or SPLR 2 PUSHOFF Switchlights do not

illuminate:

Power ........................................................................... Apply

Airspeed .................................................................. Increase

COMPLETE QRH 10.4


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REVISION: 4

4.4.9.4 Rudder Control Jam

A.

Memory Items

RUDDER CONTROL JAM