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Q400 Conversion Training Manual PDF
Q400 Conversion Training Manual PDF
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DASH 8 Q400 CONVERSION &
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TRAINING MANUAL
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TABLE OF CONTENTS
DASH 8 Q400 CONVERSION & TRAINING MANUAL .............................................................................1-1
TABLE OF CONTENTS..................................................................................................................................1-3
1. PREFACE ...................................................................................................................................................1-5
1.1 FLIGHT TRAINING PHILOSOPHY ..................................................................................................1-6
1.1.1 Introduction ..................................................................................................................................1-6
1.1.2 Training Philosophy .....................................................................................................................1-6
1.1.3 Training Administration ...............................................................................................................1-7
1.2 AMENDMENT RECORD ...................................................................................................................1-8
1.3 LIST OF EFFECTIVE PAGES.............................................................................................................1-9
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2. DIFFERENCES TRAINING.....................................................................................................................2-1
2.1 COCKPIT PROCEDURES TRAINING ..............................................................................................2-2
2.1.1 Overview.......................................................................................................................................2-2
2.1.2 General .........................................................................................................................................2-2
2.1.3 Flight Deck Layout -.....................................................................................................................2-3
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2.2 FLIGHT DECK CHECK ....................................................................................................................2-19
2.2.1 General .......................................................................................................................................2-19
2.2.2 Before Start Drills ......................................................................................................................2-19
2.2.3 Review Following EFIS Displays/Controls ................................................................................2-20
2.2.4 FMS Operation ...........................................................................................................................2-21
2.3
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FULL FLIGHT SIMULATOR TRAINING .......................................................................................2-22
2.3.1 General .......................................................................................................................................2-22
2.3.2 Exercise Contents .......................................................................................................................2-23
2.3.3 Exercise 601 ...............................................................................................................................2-23
2.3.4 Exercise 602 ...............................................................................................................................2-23
2.3.5 Exercise 603 ...............................................................................................................................2-24
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1 July
13 June0911 Conversion & Training Manual 1-3
DHC8 Q400 Conversion & Training Manual – Section 2
2.3.37 Non Precision Approach............................................................................................................ 2-57
2.3.38 RNAV (GNSS) Approach............................................................................................................ 2-58
2.3.39 Use of Flight Director................................................................................................................ 2-59
2.3.40 ILS Approach ............................................................................................................................. 2-59
2.3.41 Raw Data ILS Approach ............................................................................................................ 2-63
2.3.42 Navigation Source Selection ...................................................................................................... 2-64
2.3.43 Tracking Tolerances .................................................................................................................. 2-65
2.3.44 Standard Calls ........................................................................................................................... 2-65
2.3.45 Missed Approach - One or Two Engines Operating .................................................................. 2-66
2.3.46 Go-around.................................................................................................................................. 2-66
2.3.47 Reduced Flap Landing............................................................................................................... 2-68
2.3.48 Application................................................................................................................................. 2-68
2.3.49 Rejected Take-Off ...................................................................................................................... 2-68
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2.3.50 One Engine Inoperative Circuits ............................................................................................... 2-70
2.3.51 Considerations ........................................................................................................................... 2-71
2.3.52 Application................................................................................................................................. 2-72
2.3.53 Circuit and Landing (One Engine Inoperative) ......................................................................... 2-74
3. Q400 DIFFERENCES TRAINING SYLLABUS & RECORD ............................................................. 3-1
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3.1 Q400 DIFFERENCES TRAINING FILE AND LINE TRAINING RECORD PREAMBLE. ..............3-2
3.2 DHC-8-400 DIFFERENCES TRAINING FILE ..................................................................................3-3
3.2.1 Minimum Requirements (Simulator) ............................................................................................ 3-7
3.2.2 Cockpit Procedures Training....................................................................................................... 3-8
3.2.3 DHC-8-400 Simulator Exercise 601 ............................................................................................ 3-8
3.2.4
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DHC-8-400 Simulator Exercise 602 ............................................................................................ 3-8
3.2.5 DHC-8-400 Simulator Exercise 603 ............................................................................................ 3-9
3.2.6 DHC-8-400 Simulator Proficiency Exercise 604......................................................................... 3-9
3.3 APPENDIX 1 - COMMAND FORM SCHEMATIC .........................................................................3-44
3.4 APPENDIX 2 - PROFICIENCY CHECK FROM SCHEMATIC (CYCLIC) ...................................3-45
3.5 APPENDIX 3 - ROUTE CHECK FORM SCHEMATIC ..................................................................3-46
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1. PREFACE
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crew as ongoing reference in preparation for cyclic training and proficiency events, ensuring
the highest level of safety through pilot skill and standards is achieved.
All Aircrew members must comply with the directions, instructions and procedures contained
in this manual in the performance of their duties. Deliberate deviations from required
practices have the potential to impact in training outcomes and pilot standards.
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All Aircrew are encouraged to contribute ideas for the improvement of the content or the work
practices covered by procedures in this manual. Submit any ideas to the Manager Training
& Development.
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The Manual will be amended on a regular basis to conform with changing operational
requirements, and on receipt of such amendments it is the responsibility of the individual
manual holders to incorporate the changes without delay and to record the revisions on the
Log of Revisions included in the Manual.
Q400 Differences training together with cyclic training and proficiency assessments involving
abnormal operations are normally to be carried out in an approved simulator. If
circumstances require the conduct of training beyond normal operations in aircraft, the
Manager Training and Development will be required to convene a risk assessment and seek
approval from the Flight Standards Review Group and CASA prior to this occurring.
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All training sessions will be the subject of thorough pre- and post- flight briefings addressing
details of the training to be conducted and the training objectives for the session. Each
planned manoeuvre will be reviewed to an appropriate level of detail.
Specific procedures associated with normal and abnormal operations are described in this
manual only to the extent necessary to assist in the training process. Consequently, this
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manual should be read in conjunction with the appropriate sections of the FCOM, AEPM and
FAM.
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The process of selection and training of Training and Check Captains is described in
sections 4 and 5
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Issue 1
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1.01 2.3.14 13 June 11
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2-60. 13 June 11 3-45. 01 July 2009
2. Section 2 2-61. 13 June 11 3-46. 01 July 2009
2-1. 01 July 2009 2-62. 13 June 11 3-47. 01 July 2009
2-2. 01 July 2009 2-63. 13 June 11 3-48. 01 July 2009
2-3. 01 July 2009 2-64. 13 June 11
2-4. 01 July 2009 2-65. 13 June 11 4. Section 4
2-5. 01 July 2009 2-66. 13 June 11 4-1. 01 July 2009
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2-6. 01 July 2009 2-67. 13 June 11 4-2. 01 July 2009
2-7. 01 July 2009 2-68. 13 June 11 4-3. 01 July 2009
2-8. 01 July 2009 2-69. 13 June 11 4-4. 01 July 2009
2-9. 01 July 2009 2-70. 13 June 11
2-10. 01 July 2009 2-71. 13 June 11
2-11.
2-12.
01 July 2009
01 July 2009
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2-72.
2-73.
13 June 11
13 June 11
2-13. 01 July 2009 2-74. 13 June 11
2-14. 01 July 2009
2-15. 01 July 2009 3. Section 3
2-16. 01 July 2009 3-1. 01 July 2009
2-17. 01 July 2009 3-2. 01 July 2009
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2. DIFFERENCES TRAINING
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• DHC-8-400 FMS and systems integration training.
2. Cockpit Procedures Trainer & Full Flight Simulator training,
3. Line training conducted on revenue flying operations, and
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4. A route check.
2.1.2 General
Following the successful completion of the initial ground school, aircraft ground time will be
utilised for a session of instruction on:
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The Differences in Layout of the Q400 cockpit
Operation of various Flight Deck systems, particularly the Electronic Flight Instrument
System (EFIS) and the FMS
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instructor will provide explanation or training input as required to complete the drills.
The cockpit inspection includes circuit breakers, location of the various items of emergency
equipment and review of all the aircraft’s documents.
The Trainee should familiarise him/herself with the adjustment of the seats and rudder
pedals. Cockpit lighting and the location of all switches and controls should be thoroughly
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reviewed. The Instructor will review with the trainee the ARCDU operation, the electronic
flight instrument system, the AFCS and the associated system test procedures required
during the Before Start Drills.
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General View
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Overhead Panel
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Instrument Panel
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Centre Console
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Following the general overview of the flight deck layout, the Check Captain will provide
guidance as necessary to review each of the following. Although no requirement is
established for the demonstration of competencies at this stage of training, a thorough
preparation by reviewing the following items as detailed in the FCOM will facilitate achieving
the learning objectives :
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Conducts items out of sequence
• Adds additional items that are not required
• Omits required items
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The before start drills are defined separately for both the Captain and First Officer in FCOM
section 3.8. The drills will be conducted by the trainees including the First Flight of the Day
items. During the conduct of the drills the Check Captain will provide discussion opportunity
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on the functionality of controls and switches together with operational procedures. Training
input will be provided as necessary to ensure correct operation and adequate understanding
of each system with specific emphasis on the following:
• ADC Test
• Stall Warning System Test
•
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o Expanded Pages
o TCAS Test
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o Channel Function
o Frequency Selection and Transfer
o Speaker operation/adjustment
o Volume Control
o Dimming Control
o TXPR operation (observe TCAS indications when ON)
o Emergency Mode (demonstrate audio COM 1 & Hot MIC)
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• Select TCAS display on MFD and observe display. Note TCAS reverts to
AUTO with Range beyond 40nm
• Select TERR display on MFD and observe indications
• Select Bearing pointer to ADF, VOR and FMS while observing indications
• Select DATA and observe indications of VOR, Airports, Both and None with
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sequential pushes
• Select MFD to PFD and observe indications, including AVAIL indicating on
PFD
• Select MFD to ENG and observe indications, including composite systems
display on opposite MFD
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Operation of ESCP
• Select Both MFD’s to SYS
• Press each SYSTEM button to display corresponding system page and review
each page.
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fail.
• Select ADC Source to 1 or 2 and discuss system operation while observing
indications
Although no formal requirement of competency is established for this stage of training,
candidates must ensure they have reviewed all required items as detailed above.
Subsequent training events associated with Full Flight Simulator Training are designated
competency based assessments and require flight crew to demonstrate the conduct of drills
without training input to be assessed as competent.
Common Errors
The most common deficiency or error observed with this stage of training is a lack of
preparation on the part of the trainee, whereby an inability to conduct a required procedure
occurs. A thorough preparation by reviewing all FCOM drills will provide adequate levels of
knowledge for satisfactory progress.
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activities
• FMS initialisation
• Loading of basic Flight Plan
• Insertion of SID
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• Manual Leg Change
• FPL amendment to destination not in original FPL
• Insertion of STAR
• Insertion of Approach
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Fuel Page and Fuel Data Entry
The following items will also be reviewed and training provided as necessary. Although a
formal competency assessment is not required on these areas, the crew must demonstrate
an adequate level of knowledge of the location of the relevant pages and data entry.
• Flight Details/Weight Entry
• Fix page
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Common Errors
• Rushes Data Entry causing data entry errors
• Fails to obtain confirmation from other crew member prior to executing
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As guidance, Check Captains are required to make assessments of a number of items in any
given lesson plan. These items may be annotated with specific instructions for the Check
Pilot.
Where a specific training item is annotated with the comment “Monitor”, the Check Captain
will ensure compliance with the identified item. If training input is required to ensure
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successful completion of the item it will be provided by the Check Captain. There is no limit
to the amount of training that can be provided, however if training input is provided the item
CAN NOT be assessed as competent in the trainees Q400 conversion file.
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Where a specific training item is annotated with the comment “Completed without error”,
the Check Captain is to ensure compliance with the identified items. If errors are observed,
these should be identified and corrected with training input following completion of the
required task. If training input is provided the item again CAN NOT be assessed as
competent in the trainees Q400 conversion file.
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Where a specific training item is annotated with the comment “able to recall”, the Check
Captain is to ensure the trainee has the ability to recall the required function and or
indications associated with the item. If the trainee is unable to recall the function or
indications, the Check Captain should provide training input and demonstrate the functions.
If training input is provided the item CAN NOT be assessed as competent in the trainees
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The Full flight simulator activities provide ample opportunity for crews to demonstrate
competency in the execution of the required items. A crew progressing at an expected
normal rate should complete all required competencies within the rostered period of three full
flight simulator sessions.
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Prior to each simulator exercise, trainees can expect a detailed briefing aided with Power
Point Presentations that will include in many cases visual animations or videos related to the
exercise being undertaken. A copy of these presentations will be made available on CD prior
to the event to assist trainees in their preparation.
The following paragraphs contain the elements of each full flight simulator activity. Each
element is described in detail in subsequent sections to facilitate a thorough preparation by
the trainee.
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2.3.3 Exercise 601
Before Start Drills
Engine Starting
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Taxiing
Cruise
Descent
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Steep Turns
Stalling
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ILS Approach
Normal Landing
Normal Circuits
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Shut Down
Battery Start
Engine Starting
Taxiing
Climb
Cruise
Descent
ILS Approach
Normal Landing
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Asymmetric Circuits
Crosswind Operations
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Rejected take Off
Engine Starting
Taxiing
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Climb
Cruise
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Descent
ILS Approach
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Normal Landing
EFIS Malfunctions
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Forward side panels and engine instruments and
• Centre console
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Before attempting the initial engine start, review the engine start limitations.
Ensure that the seat position and rudder pedals are adjusted to allow unrestricted operation
of all flight controls and the brakes. Seat harnesses should be secured.
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Engine starts are normally made with the flight crew in visual and interphone communication
with the ground crew. Complete the BEFORE START checklist. If required, obtain start-up
clearance from ATC and a clearance to start each engine from the ground crew, who will
ensure the area is and remains clear. Prior to actually selecting START for each engine,
visually confirm and advise that the propeller area is clear.
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The Q400 engines are controlled by FADEC (Fully Automated Digital Engine Control) and
this presents a substantive difference to the DHC8-2/300 aircraft. The start technique for the
Q400 requires the selection of condition levers to START FEATHER on initial identification of
Nh rise allowing FADEC to control fuel flow in addition to ignition sequencing
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Flight crew must be familiar with the detailed FCOM areas as they form the required
standard against which competency must be demonstrated.
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• Calls STARTER OUT prior to both SELECT and START lights being extinguished
2.3.8 Taxiing
Prior to taxiing the hydraulic system quantities and pressures should be checked in
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accordance with the AFTER START drills and checklist as detailed in FCOM section 3.10.
With the condition levers selected to MAX, the power levers should normally remain at DISC,
however they may be placed slightly forward of the disc position to assist in noise reduction.
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Care should be taken in this case to avoid positive thrust and prop blast if remaining on the
parking bay for any extended period. Apply the toe brakes fully then slowly and smoothly
release the park brake. Release the toe brakes and if necessary, advance the power levers
in the discing range to start the aircraft moving. Allow the aircraft to move forward before
turning. Control taxi speed with the power levers in the discing range and avoid prolonged
use of the wheel brakes.
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Do not attempt to commence taxiing with the power levers at or near FLT IDLE as the thrust
is considerable at this setting and the aircraft will accelerate quickly to a speed well in excess
of a comfortable taxi speed.
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Steering with the tiller provides a maximum nosewheel deflection of ±70° from centreline. If
tighter turning is required differential braking and power, together with maximum deflection of
the tiller can be used to deflect the nosewheel beyond 60° at which point it will disconnect
from the steering mechanism and caster up to 120° either side of centre.
On the ground, the rudder pedals will turn the nose wheel up to 8° either side of centreline.
This function is for use during high speed taxi and take-off and landing.
Taxi speed should be reduced below 15 kts prior to turning on normal taxi ways (minimum 18
m wide) and 10 knots on narrow taxiways (less than 18m but not less than 15m wide). Harsh
over controlling may cause the nosewheel steering to disconnect requiring reconnection as
previously described.
Specific details relating to normal Taxi are contained in FCOM section 2.6.1 and Narrow
Taxiway operation in FCOM section 2.6.2. Caution should be exercised on narrow taxi ways
and Captains should exercise caution in applying judgemental oversteer to ensure the
inbound main wheel does not compromise the taxiway edge.
Obstruction avoidance during turns is ensured by observation of wing-tip clearance, the tail
of the aircraft always being within this arc. Control locks should be engaged during taxi.
On wet or slippery surfaces, nose wheel steering angles and taxi speed should be kept to a
minimum to avoid the necessity for harsh brake application and possible skidding.
Reverse taxiing is not permitted in the Q400, with the section 2.6.2 being reserved in the
FCOM.
Common Errors
• Excessive power used to initiate taxiing.
• Excessive power used during taxi, requiring frequent brake application.
• Taxiing too fast.
• Large, coarse nose wheel steering corrections.
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• Rapid or harsh steering application to initiate or recover from turns.
• Not taxiing on the centre line.
• Undershooting turns and putting the inboard main gear off taxi-ways.
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• Riding Brakes causing excessive brake ware
• Trying to steer with brakes during brake application.
• Application of brakes too late, and therefore, too hard.
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Take-Off Roll to V1
Although the First Officer maintains a check on engine instruments throughout the take-off
roll, the Captain alone makes the decision to continue or reject the take-off for any reason.
Rejecting a take-off will require retarding of the power levers so the Captain's hand must
remain on the power levers, until reaching V1, for all take-offs.
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Captain's Take-Off
The Captain advances the power levers to approximately 60% of the normal take-off torque.
They then calls "SET POWER", keeping their right hand on the power levers.
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The First Officer will call “Autofeather armed”, advance the power to the detent position using
the power lever shafts and then lift their hand from the power levers. Engine parameters,
particularly torque and ITT, must be monitored throughout the take-off.
The First Officer (Pilot Not Flying) will call “70 KNOTS”. This call serves as a cross check of
ASI’s during the take off roll.
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The First Officer will call "V1" and “ROTATE” at the appropriate speeds. It is important that
the V1 callout is completed by the time the actual IAS reaches V1 on the IAS indicator.
Therefore, some anticipation will be necessary depending on the rate of acceleration.
The Captain places both hands on the control column and rotates the aircraft to the required
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body angle. When a positive rate of climb is achieved the gear is retracted and the take-off
proceeds as described in the FCOM.
First Officer's Take-Off
The Captain will make the appropriate calls for “70 KNOTS, V1 and ROTATE”.
Rolling starts are required. After the aircraft is lined up the brakes are released and power is
applied as the take-off roll begins. The correct power for take-off must be set by the time the
aircraft reaches 50kt.
Roll-On Take-Off
Roll-On take-offs are performed without stopping at the end of the runway. Roll onto the
runway using nosewheel steering. From this point on all other procedures are the same as
for a rolling start take-off.
Cross Check ASI's During Take-Off
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It is essential practice for the Pilot-Not-Flying to call “70 kts” and "V1". The Pilot-Flying is
responsible for checking his own airspeed and ensuring rotation is commenced at VR. Any
disturbance (engine monitoring, radio etc.) may distract the PNF and cause him to call V1 at
an incorrect speed or forget to call it at all.
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Rotation
In training it is common for the Trainee to overshoot VR, resulting in nosewheel lift off well
after VR and mainwheel lift off well after V2. A delayed rotation can be critical when the take-
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off is runway length or obstacle limited and an engine failure occurs. A delay in rotation will
result in a longer take-off roll, exceeding V2 and a take-off climb path below the required
flight path.
Rotating to the correct take-off attitude too soon may extend the take-off roll or cause an
early lift off which will result in a lower rate of climb and the predicted flight path will not be
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followed.
Over rotation on take-off adversely affects take-off performance. The nose high attitude will
cause an increase in drag delaying acceleration to lift off speed.
Over rotation generally goes with early rotation and if an engine failure is suffered, the results
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could be disastrous.
During take-off with an aft C of G, the aircraft is more responsive in pitch and some
anticipation may be required in order to avoid over-controlling.
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Over rotates at VR.
• Rotates late.
• Does not rotate until “Rotate” call is made
• Rotation rate is too low
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• Rotation rate is too high.
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2.3.10 Climb
The Q400 utilises three standard climb profiles. These climb profiles are summarised in
FCOM 3.12.4. During full flight simulator differences training type I and type II profiles will be
utilised.
When initially selecting IAS on the flight guidance controller, type II (intermediate) or IAS 185
should be requested and selected. When the aircraft is established above the LSALT or
MSA, a type I (high speed) or IAS 210 should be selected providing due consideration for
track direction and weather conditions.
The increased power of the Q400 introduces a need to monitor carefully the IAS during
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transient altitude captures associated with step climbs or climb restrictions. When any mode
change occurs from IAS to ALT the pilot flying must monitor the IAS and make necessary
power reductions to ensure the company airspeed limitation of VMO minus 10 is not
exceeded.
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When transitioning from an interim altitude to a climb, a variety of techniques may be utilised
however the following will assist trainees in ensuring appropriate automation management
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If the IAS is below the intended climb speed (Cruising 190KIAS and then planning to climb at
210 KIAS), the following procedure may be utilised to establish a climb profile. With the
aircraft established in stable level flight;
Advance power smoothly to the detent (the increased thrust will cause a climb based on the
nominated airspeed being maintained as the active vertical mode)
Roll the pitch wheel smoothly at a gradual rate to achieve the desired IAS (rapid rolling of the
pitch wheel should be avoided to avoid unwanted large or rapid pitch changes)
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If the IAS is above the intended climb speed (Cruising 235 KIAS and then planning to climb
at 210 KIAS), the following procedure may be utilised to establish a climb profile. With the
aircraft established in stable level flight;
Roll the pitch wheel smoothly at a gradual rate to achieve the desired IAS (the FGC will
command a climb to achieve the nominated IAS)
Advance power smoothly to the detent (the increased thrust result in the aircraft establishing
in a stabilised climb)
Any combination of the above or other techniques are suitable for crew to utilise, however
care and consideration must be applied to ensure that any limitations are not exceeded
together with ensuring flight profiles are consistent with expectations. By way of example, it
would be inappropriate to select IAS and then increase the power briskly to detent power if
cruising at VMO minus 10 and transitioning to a climb. The FGC will take a short period to
recognise the IAS increase associated with the power application prior to commanding an
increase in pitch attitude. This process may result in a potential VMO over speed.
2.3.11 Cruise
With the aircraft established at the required cruising altitude the procedure detailed in section
2.9 of the FCOM should be utilised. The significance of using the intermediate cruise speed
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power setting can not be over emphasised as it provides significant improvements to engine
life as well as providing long term fuel savings when compared to the selection of MCR As a
result the use of MCR is not approved.
Some early model aircraft have a prohibited NL range of 85% to 86%. In these aircraft a
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placard is fitted to the base of the Engine Display (ED) stipulating continued operation in the
range is prohibited. Should the intermediate speed cruise setting result in the NL falling in
the prohibited range in these aircraft, then 87% NL should be set.
Common Errors
•
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Sets ISC Power Setting prior to reaching 300 KTAS
• Fails to select MCR prior to setting ISC power setting
• Sets ISC power setting with resultant NL between 85% and 86%
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2.3.12 Descent
Descent practices are predominately consistent with those utilised in DHC8-2/300 aircraft, in
that a nominal three degree profile is adopted. FCOM section 2.11 provides detailed
technical information relating to the conduct of normal descents however it is important that
the trainee is aware of the changing VMO between 10,000’ and 8,000’.
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During this period the trainee must maintain sound situational awareness and adopt
appropriate practices that ensure an ability to maintain profile while providing sufficient
protection from airspeed limitations being exceeded. During training check pilots will provide
guidance to ensure trainees are equipped with a process that will ensure compliance.
One suggested practice is for crew to reduce power to flight idle at F120 when established in
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Noteworthy is the need for the crew member to interpret a “TAPE” type presentation for
airspeed and altitude during the manoeuvre.
Set the aircraft up in level flight at 180 KIAS. Approximately 28% torque on each engine will
be required. Make a coordinated entry into a 45 degree banked turn; adding 10% extra
torque each side to prevent speed loss. Initiate roll-out with 10 degrees of heading to go,
reducing power as the bank angle passes 30 degrees.
Airspeed ±10kt
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Common Errors
Entry
• Too high a roll rate. This will generally result in loss of height or rapid application of
elevator to prevent height loss, eliminating smoothness of entry.
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• Reluctance to roll to the correct angle of bank.
• Premature back pressure resulting in a climb during entry. This is generally followed
by steepening the bank angle to arrest the climb rather than using the elevator to
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check the climb and then smoothly correcting the altitude deviation.
Maintenance
• Fails to scan altimeter resulting is sustained altitude deviations
• Fails to scan airspeed resulting in sustained airspeed deviations
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Recovery
• Roll out commences too late; overshoots required heading.
• Maintains back pressure for too long during roll out and consequently climbs.
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Stalling can be related to a speed and pilots must have some knowledge of the stalling
speed for their aircraft. The stalling speed will vary with gross weight, flap setting, engine
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thrust and load factor.
The Q400 stall warning system provides a display of stalling speed to help the pilot maintain
a safe margin from stalling.
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The Q400 incorporates two angle of attack sensors on the forward fuselage. The stall
warning modules (SPMs) use data from these sensors to determine corrected angle of
attack. When the corrected angle of attack reaches a predetermined warning threshold the
stick shaker activates. The Q400 also incorporates a stick pusher system. If the angle of
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attack increases to the pusher threshold, the pusher system activates to provide a nose
down elevator input that assists the stall recovery process.
Since the system uses angle of attack to detect proximity to a stall, it provides a reliable
warning regardless of speed, gross weight and load factor.
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The Q400 system also incorporates a means to account for ice on the airframe. If there is ice
on the wings the aircraft will stall at a lower angle of attack. When there is or may be ice on
the aircraft, the REF SPEEDS switch is selected to INCR by the pilot. With INCR selected
the stall warning computer reduces the stick shaker and stick pusher activation threshold
angles. In this way the stall warnings are provided at a higher speed to preserve the margin
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It is important to recognise that this bias is active whenever the REF SPEEDS switch is
selected to INCR, regardless of whether there is ice on the aircraft or not. It is paramount that
the pilot maintains airspeed above the increased stall warning speeds whenever INCR is
selected. Similarly, it is important that the REF SPEEDS switch is selected off when the
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Q400 aircraft incorporate a red low speed cue on the PFD airspeed display. This provides a
continuous display of the reference stalling speed computed by the SPMs for the current
configuration and flight conditions. In addition to this warning, airspeed at or below the
reference stalling speed will be displayed in red.
The pilot must also account for any change to the scheduled speeds imposed by the QRH,
MEL or otherwise, to account for unserviceabilities or configuration differences, if applicable.
Additional airspeed factors will be required when operating with REF SPEEDS – INCR
selected. The flight deck speed cards include reference airspeeds applicable to REF
SPEEDS – INCR.
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Minimum reference airspeeds, as a function of weight and flap setting, are published on the
speed cards displayed on the flight deck. Minimum speed callouts, whenever configuration is
changed, help the pilot maintain continual awareness of the minimum reference airspeed.
Attitude/power awareness
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Avoid a high pitch attitude/low power combination that will be associated with or indicative of
a high angle of attack condition.
when automatic mode transitions occur. This is particularly important during descent and
approach when altitude capture or other vertical flight path changes must be accompanied by
power changes to maintain the intended airspeed and prevent airspeed decaying below the
minimum reference airspeed.
Icing awareness
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Remain aware of the icing state of the aircraft and ensure that the ice protection systems are
selected accordingly. The aircraft may stall at a higher speed, with reduced warning margin
or possibly with no warning at all, if there is ice on the airframe.
selected but there is no ice on the aircraft a stall warning will occur well before the
aircraft approaches a stall.
If REF SPEEDS is off when there is ice on the aircraft, the aircraft could stall with no
warning.
In terms of avoidance, it is important that the REF SPEEDS switch is in the correct position
for the flight conditions. To avoid a stall the switch must be on if there is ice on the aircraft.
To avoid an inappropriate (early) warning the switch should be off when the aircraft is
aerodynamically clean.
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All are associated with high angle of attack and may occur in isolation or combination,
depending on the flight conditions.
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The single most important action to recover from a stall or impending stall is to reduce the
angle of attack. This principle is reinforced by the AFM procedure which is titled:
The following points should be noted carefully. The autopilot must be selected off. This will
occur automatically if the stick shaker has activated but if other symptoms such as airframe
buffet occur first, the autopilot must be disengaged manually by the pilot.
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The primary recovery action is to reduce pitch attitude (to reduce angle of attack). Relax any
control column pull force and/or move the control column forward to reduce pitch attitude.
This may cause loss of altitude so the amount of pitch down must be limited according to
height above ground.
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Power must be increased. Advance the POWER levers to the RATING detent and the
CONDITION levers to MAX/1020. Power increase will cause the aircraft to pitch up so the
need for nose down elevator input to stop the aircraft pitching up into a secondary stall is
reinforced.
If the aircraft is banked, apply roll control to level the wings. This will reduce any load factor
effects that may adversely affect stalling speed and will reduce altitude loss. Roll control
remains effective at low speed and must be used to achieve and maintain wings level. Small
rudder inputs may be used to stop any yaw (skid ball centred), particularly as power is
applied. Large rudder inputs to correct bank must not be made. Excessive rudder inputs will
cause large yaw and roll excursions that will delay recovery from the stall and could lead to
loss of control.
Accelerate to the minimum reference airspeed for the current configuration and any
additional airspeed factors, if applicable. The Pilot Monitoring will refer to the scheduled
speeds card and call out the appropriate minimum reference airspeed. Do not change
configuration.
Provided the pitch attitude is managed correctly, these actions will reduce angle of attack
and accelerate the aircraft away from the stalling speed. The procedure is completed when
the airspeed has increased to at least the minimum reference airspeed permitted for the
current aircraft configuration and the aircraft flight path is stabilised. The configuration should
not be changed during the recovery. Retracting the flaps would serve only to increase the
stalling speed and delay the recovery.
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Subsequent actions will depend on the phase of flight in which the stall event occurred. If
deviation from the intended flight path has been contained it may be possible to continue with
the planned flight without further action.
Following stall recovery below the MSA, conduct the normal go-around/missed approach
procedure and climb to a safe altitude. During descent, approach and landing the appropriate
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minimum reference airspeed would be VREF. Having accelerated to VREF for the current
configuration the aircraft has achieved the minimum speed required to initiate the go-
around/missed approach procedure. Furthermore, the normal go-around/missed approach
procedure will ensure compliance with minimum airspeed requirements for subsequent
changes of configuration.
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If acceleration and clean-up is required without climbing, the flaps must be retracted
progressively. Do not retract the flaps until the aircraft achieves the minimum reference
airspeed permitted for the new configuration.
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The minimum reference airspeed must be adjusted for any additional factors such as those
specified in the QRH or MEL for system malfunctions. Additionally, the minimum reference
airspeed must be increased if the REF SPEEDS switch is selected to INCR. Furthermore, if
INCR is selected, the minimum reference airspeed may be quite close to the speed limit for
each flap setting. The Pilot Flying must adjust the power and attitude to control acceleration
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2.3.14.8 Summary
Disengage the autopilot.
Reduce pitch attitude.
This is the single most important action to reduce angle of attack. The amount of pitch
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Subsequent actions will depend on the phase of flight in which the stall event occurred.
However, it takes time for the pilot to react to the warning and initiate the recovery procedure.
It is possible that a transient warning may stop before the recovery can be initiated. If the
warning stops before recovery action can be initiated, the pilot must immediately check
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attitude, speed and power setting and continue flight at or above the minimum reference
airspeed for the configuration.
In summary, if a warning occurs, apply the recovery procedure immediately and in full. If the
warning is momentary and stops before the recovery can be initiated, check attitude, speed
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and power and continue at a safe speed.
There have been cases where a stall warning occurred because the pilot reduced speed
thinking that REF SPEEDS switch was OFF when in fact it had been left at INCR. As speed
was reduced the stall warning occurred unexpectedly. It must be understood that checking
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the REF SPEEDS switch before committing to the stall recovery procedure is not permitted.
If a stall warning occurs the recovery must be initiated. If it is subsequently determined that
the warning occurred because the REF SPEEDS switch was left at INCR unnecessarily, the
switch should be selected off after the recovery has been completed.
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Pilot Monitoring
Check/advance
Condition levers to MAX/1020
Check NTOP achieved
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Call “MIN SPEED ___”
Stick pusher
• Low level, approach configuration (REF SPEEDS INCR)
Note: At least one stick shaker exercise must be entered with the autopilot engaged.
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Excessive altitude loss
Once the attitude is reduced and power is applied, the aircraft will accelerate rapidly
so the pilot can (and should) pitch up to minimise any altitude loss without
compromising acceleration to the minimum reference airspeed. However, the rate of
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pitch change must be managed carefully to avoid a secondary stall due to high ‘g’
loading induced by increasing pitch attitude too quickly.
used to control yaw (skid ball centred), particularly as power is changed – right rudder
with power increase. Excessive rudder inputs or rudder input reversals will cause roll
excursions, delay the recovery and could contribute to loss of control.
as power is applied thus allowing the angle of attack to reach the stick shaker
activation point again. The pilot must anticipate this change and adjust the elevator
input to ensure that the aircraft does not pitch up excessively.
Secondary stick shaker activation can also occur as the pilot pitches up to minimise
altitude loss. As noted above (Excessive altitude loss) , the rate of pitch change must
be managed carefully to avoid a secondary stall due to high ‘g’ loading induced by
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The Trainee should practice circuits using the patterns and procedures outlined on the
following pages together with those detailed on the pre differences training power point
packages. Fly smoothly with precision. Anticipate trim changes as any change in power or
airspeed will result in a substantial rudder trim adjustment being required. Give yourself
enough distance for final approach so as to be in landing configuration, established on
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centreline and holding a constant glidepath with a sink rate less than 1000 fpm. These, plus
good airspeed control will set you up for a good touchdown. Do not crowd yourself for space
or time. Allow enough of both for correctly banked turns onto final approach and unhurried
cockpit procedures.
Either glideslope, T-VASIS or PAPI reference provide useful assistance during circuit
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training. Once the final approach is established and final flap setting made, it should only be
necessary to make small adjustments to attitude airspeed and trim.
If the required threshold height is not attained for any reason, the Trainee should perform a
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go-around as described in the FCOM. An approach from an abnormally high or low final
profile should not be continued and if the Trainee makes no effort to initiate a missed
approach the Instructor should call "GO AROUND" and ensure that it is safely executed.
The speeds recommended with each flap setting allow considerable margin above stall for
normal manoeuvring. During flap extension, allow the speed to decrease to the proper flap
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When making a flap or landing gear down selection, the Pilot Not Flying should check the
airspeed before making the selection. Both pilots should monitor that the flaps and landing
gear have achieved the desired position.
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headed approximately into wind. The Captain will switch on the taxi light after the take-off
clearance has been received or the runway is confirmed as clear.
Starting early in the training, the Instructor will insist that the Trainee stay on the centreline.
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The Captain advances the power levers to approximately 60% of the normal take-off torque.
They then calls "SET POWER", keeping their right hand on the power levers.
The First Officer will call “Autofeather armed”, advance the power to the detent position using
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the power lever shafts and then lift their hand from the power levers. Engine parameters,
particularly torque and ITT, must be monitored throughout the take-off.
The First Officer (Pilot Not Flying) will call “70 KNOTS”. This call serves as a cross check of
ASI’s during the take off roll.
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The First Officer will call "V1" and “ROTATE” at the appropriate speeds. It is important that
the V1 callout is completed by the time the actual IAS reaches V1 on the IAS indicator.
Therefore, some anticipation will be necessary depending on the rate of acceleration.
The Captain places both hands on the control column and rotates the aircraft to the required
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body angle. When a positive rate of climb is achieved the gear is retracted and the take-off
proceeds as described in the FCOM.
When the Captain calls “your controls” the First Officer takes full directional control of the
aircraft with the rudder pedal steering and places both hands on the control column. After the
F/O says: “On Centre Line, Call me V1 at…, set power”, the Captain will call “Autofeather
armed”, set the power by advancing the power levers to the detent position and continue to
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The Captain will make the appropriate calls for “70 KNOTS, V1 and ROTATE”.
2.3.25 Rotation
In training it is common for the Trainee to overshoot VR, resulting in nosewheel lift off well
after VR and mainwheel lift off well after V2. A delayed rotation can be critical when the take-
off is runway length or obstacle limited and an engine failure occurs. A delay in rotation will
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result in a longer take-off roll, exceeding V2 and a take-off climb path below the required
flight path.
Rotating to the correct take-off attitude too soon may extend the take-off roll or cause an
early lift off which will result in a lower rate of climb and the predicted flight path will not be
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followed.
Over rotation on take-off adversely affects take-off performance. The nose high attitude will
cause an increase in drag delaying acceleration to lift off speed.
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Over rotation generally goes with early rotation and if an engine failure is suffered, the results
could be disastrous.
During take-off with an aft C of G, the aircraft is more responsive in pitch and some
anticipation may be required in order to avoid over-controlling.
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2.3.26 Circuit
The correct technique following gear retraction is to maintain a constant body angle to
Acceleration Altitude. At this point the flaps are retracted, bleed air is selected ON, the auto
feather is selected OFF, the SPU OFF and PTU to NORMAL selected off and the climb
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power is then set. The condition lever setting for normal climb power is 900 NP.
After levelling off at circuit height the power levers are set to approximately 25% torque to
have the speed established not above 190 KIAS on downwind. When stabilised, the
autopilot should be engaged and flap 5 selected followed by the condition levers being
selected to 850 NP. Following this the approach should be briefed, the ICP utilised to set the
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Select gear down abeam the landing threshold, followed by Flaps 15. Allow airspeed to
reduce to a range between Vref + 15 and 150 KIAS and reduce power to approximately 15%
torque to maintain this speed during the initial descent.. Adjust the rate of descent on base
leg to turn final at 700 - 800 ft on the glidepath. Reduce speed to be at Vapp by 500 feet AGL
to achieve a Stable Approach. The Vref additive will be dependant on the environmental
conditions existing at the time and this is described in FCOM section 2.12. It is important
crew understand that the Vapp speed is based on a Vref additive which is incorporated into
the stable approach parameters. Vref is a fixed speed that can not be changed with the
utilisation of a Vref additive as part of a special briefing, thereby creating an artificially high
approach speed. Tolerance calls should be based on the stabile approach criteria of Vref to
Vref +20.
Between 800 to 1000 ft AGL select flaps to 35 degrees (if required) and then condition levers
to MAX. The checklist should be completed at this point. Once on final with landing flap
selected, speed should be maintained at Vapp throughout the final approach.
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be applied, but possible propeller and window damage on loose runway surfaces should be
considered.
During the landing flare sound pitch awareness should be maintained and any pitch attitudes
in excess of 6 degrees must be corrected. If a sink rate is detected at low altitude, a
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standard sink recovery must be initiated where power is applied. The desire to arrest the
sink by applying back pressure must be avoided due to potential of a tail strike occurring at
pitch attitudes in excess of 7 degrees.
The aircraft should be kept straight by the use of rudder pedal steering. The toe brakes may
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be used to achieve the optimum speed at the runway turnoff however heavy braking to
achieve an intersection turn off should be avoided.
During the landing roll the First Officer will engage the control lock when the Pilot Not Flying
calls “50 knots”.
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Use of reverse on landing should be demonstrated and practiced during training. Although a
very effective mode to assist in deceleration, the incorrect use of reverse can cause
significant damage to propeller blades and fuselage/windows. The preferred option when
landing on longer runways is to exit at an intersection that requires minimal braking and
reverse. If operationally required on shorter runways, appropriate use of reverse in
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conjunction with brakes may be applied but in all normal operations power levers must be out
of the reverse range and returned to disc by at least 60kts.
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• With flap extension, holds the attitude with elevator and does not trim to zero stick
force after each selection.
• Fails to obtain Vref at 50’ point crossing the threshold
• Flares too high and/or over-rotates during flare
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• Flares at high speed/power and floats excessively
• "Pumps" controls during the flare instead of a smooth, controlled action.
• Too slow in applying brakes.
•
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Holds nose in air after touchdown.
• Applies discing before nose wheel/ground contact
• Aims for end of runway instead of 50 feet threshold height.
•
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attitude, as
required
SBY HYD/PTU on
Flap 35 Gear Down
C/Ls … max Flap 15
By 500 ft
VREF to +20
After Take-
off Checklist
Flaps Zero Flaps 0
Bleeds On Bleeds on/NORM
Set climb power Autofeather off
SBY HYD/PTU NORM
C/Levers 900
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Visual Approach: Vref to Vref+20 from 500ft AGL and below
Instrument Approach : Landing straight ahead: established at Vapp between Vref to Vref+20
from 500ft AGL and below or if intending to circle then Vref +10 -150 KIAS until on base
(then visual approach criteria apply).
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If the aircraft is outside of these parameters without a previous special approach briefing and
correction can not be achieved without introducing significant power or profile changes, (eg
expected windshear etc.) then a go around/missed approach is mandatory.
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Common Errors
• High IAS/ROD on final approach
• Late landing flap configuration
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Safety systems (FOQA) data suggest that some pilots have historically used an incorrect
approach technique. They approach the runway at high speed (presumably to achieve self or
ATC imposed targets) then reduce speed to configure the aircraft and meet the stable
approach parameters as quickly as possible.
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- i.e. “go high on the slope”. Unfortunately this means that a higher than optimum ROD will
then be required to regain the correct approach slope. If this ROD is high enough it will
exceed the stable approach parameters leading to a requirement to conduct a go-around.
Approach technique differs depending on the Dash 8 variant you are flying. It takes
considerably longer to reduce momentum in a “heavy” Q400 series aircraft compared to a
“light” DHC8 -200.
The definition of a stable approach is one where the approach parameters are constant.
Minimum and maximum values have been attributed to these parameters; however the
important thing to remember is that the momentum of the aircraft should be constant during
the latter stages of the approach. The Q400 has a relatively moderate level of momentum
which can be affected by changes in wind direction/speed, shear, etc. Any deviations to the
standard constant flight path must be quickly and assertively counteracted.
Although the nominated gate is 500ft AGL (VMC and IMC), an allowance of variables must
be made to ensure the flight path is constant and within the stable approach parameters well
before these minimum altitudes. Therefore an “aiming gate” of 600ft is suggested. This will
allow a buffer for unforseen errors/ environmental changes and reduce the risk of a go
around caused by an unstable approach.
The current ATC requirement to maintain 160 kts until 4 nm on final, applicable to some of
our ports, seems to be at odds to the QantasLink stable approach policy. Some pilots have
used the DME/GPS to define this distance. The requirement is 4 track miles to run to the
landing runway threshold. The position of the DME/WPT may not accurately provide this
information. On a 3 degree approach the aircraft should be approximately 1200 AGL at 4 nm
on final. This altitude should provide sufficient time to reduce speed from 160 kts, configure
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the aircraft and achieve a stable approach and landing.
The correct technique is to be on slope at the required speed early in the approach, ensuring
that the ROD is CONSTANT for several hundred feet before the “required gate”.
If a change in wind strength, etc results in a steeper than normal approach, immediately
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pitching the nose down to achieve the required slope could exceed the maximum ROD. A
better technique is to gradually increase the ROD to a maximum of 1000 ft/ min to regain the
approach slope.
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If the ROD exceeds 1000 fpm on short final the approach is unstable and a go around should
be conducted.
The best defence for avoiding an unstable approach, leading to a go around, is to achieve
the required speed, configuration and ROD early and then assertively control the aircraft to
maintain CONSTANT SPEED and RATE OF DECENT.
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4 nm / 1200 ft AGL
2 nm / 600 ft AGL
Landing flap
Established at Vapp
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ROD<1000 fpm
On slope
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500 ft AGL
CONSTANT
STABLE
RO APPROACH
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Note: All distances are track miles to run to the landing runway threshold not
to the DME or airport reference point
In order to remain within the take-off splay after take-off, a correction of 1 degree per 2kt of
crosswind should be made to the heading bugs.
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During a crosswind take-off, directional control is maintained through the rudder pedal
steering. It is not normally necessary to use differential engine power during the take-off run.
Partial application of aileron control may be made into wind. This should be limited to about
15 degrees of wheel rotation, more than this will cause excessive flight spoiler deployment,
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and will unnecessarily increase drag.
At VR rotate and lift off cleanly to avoid scuffing of tyres as the wheels leave the runway.
Common Errors
•
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Relaxes crosswind corrections too early during rotation.
• Does not apply the correct amount of aileron to balance the crosswind component
effective at a particular stage of the take-off, eg. a fixed amount of aileron will most
likely be insufficient early in the take-off run and excessive at take-off.
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If the Trainee uses one method satisfactorily the Instructor should let him/her continue to use
it; changing may complicate the problem.
In crosswind or strong, gusty conditions, the appropriate threshold speed may be increased
by one third of the wind speed, up to a maximum of VREF plus 15kt. The nosewheel should
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be lowered onto the ground as soon as possible after touchdown, to enable directional
control to be maintained with rudder pedal steering. Into wind aileron will also assist during
the landing roll.
Common Errors
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• Fails to maintain aileron application into wind.
• Oscillates rudder and lateral control.
• Applies too much rudder when correcting "crab" for touch-down.
•
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Accurate altitude control is essential to provide adequate terrain clearance at the low levels
associated with bad weather manoeuvring. Timing and turns onto pre-planned headings will
ensure correct spacing downwind to maintain visual contact with the runway and to provide
enough room to manoeuvre.
It is assumed that the aircraft has completed an instrument approach and is in the landing
configuration prior to reaching the MDA. Increase power to that required for circling power
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just before reaching the MDA to avoid a significant speed loss and to reduce workload.
The Pilot Flying should control the flight path primarily using flight instruments while the PNF
supports the PF by supplying precise and timely information regarding position, descent
point, heading and timing. Although this information is provided, the PF must maintain
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situational awareness during the procedure.
Critical areas requiring consideration prior to conducting a bad weather circuit are:
• planning of the visual segment of the approach
• circuit joining procedure
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• spacing and wind allowance in the circuit
• visual acquisition of the runway
• speed control on base and final
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• go around technique
Often the instrument approach is fully briefed and yet no mention is made of the planned
flight path once visual. A briefing covering the expected relative position of the runway, the
turn direction and expected wind effect would greatly improve both pilots’ situation
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Some crew are under the perception that they must fly over the upwind threshold to join the
circuit. While this is true when joining the circuit in day/VMC, the aim when conducting a bad
weather circuit is to position the aircraft as far from the runway as possible, while remaining
within the visibility and circling area restrictions (see Figure 2). If the runway is visually
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acquired in a position too close to turn downwind immediately, position the aircraft to fly
upwind, to one side of the centreline, to enable visual tracking relative to the runway. This
spacing should be sufficient to allow the turn from downwind to crosswind to be completed
prior to crossing the runway centreline. Timing for the crosswind leg commences when
crossing the runway centreline.
A common error is to try to acquire the runway visually at inappropriate positions in the
circuit. The bad weather circling approach is a mixture of instrument and visual flight. While it
is incumbent on the crew to maintain visual reference with the landing threshold, too much
time spent looking at the runway and ignoring the flight instruments will cause flight path
deviation. The time the PF is able to spend looking at the runway is minimal and should be
carefully managed. Note that the perspective of the runway may not accurately define the
aircraft’s attitude/flight path.
Taking time to accurately set the engine power on base may not be intuitive, however
accurate power setting will enable accurate speed control on base and final. If possible
complete the turn prior to setting the power. When the decision to descend is made, the
engine power must be reduced otherwise the aircraft will not decelerate to the approach
speed required by the stable approach policy. Take a second to set the correct torque
(approximately 15% AEO or 30% OEI), and maintain a pitch attitude of 0 degrees on the ADI.
Within 45 degrees of the final approach heading, look up and complete the turn onto final leg
visually. If the descent point has been misjudged resulting in above vertical profile indications
on VASIS/PAPI, do not make large changes to pitch/torque in an attempt to rapidly capture
the correct profile. This can destabilise the approach possibly causing an EGPWS advisory.
If a Go Around is required, then do just that: (the full go around and missed approach
procedure). A common error is to descend from the circling MDA and decide to make
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another circling approach by climbing back to the circling MDA. Usually this is because the
crew expect that the aircraft will readily climb back to the MDA. In reality, it will take a long
time to climb to the MDA when the aircraft is configured for landing and operating with One
Engine Inoperative. When operating on two engines an excessively high workload will be
encountered in a very short period of time, all while operating at low altitude and the aircraft
could easily leave the circling area as a result.
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Common Errors
• Flies wide circuit - loses sight of runway
•
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Flies close circuit - unable to manoeuvre onto final
• Allows Flight path deviations to occur through automation distraction
• Flies high circuit - enters cloud
• Flies square base – overshoots
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At descent point:-
. Reduce torque
T: 15% AEO
T: 25% OEI
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. Do not allow nose
to drop.
. Hold 0º attitude 60º
through turn. RO
Note: Vref to +20kts
If high on PAPI / VASIS – By 500’ AGL TURN POINT A
do not make large changes Within Circling
to pitch attitude or power. Area, as soon as
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TURN POINT B
10 Seconds Past Threshold
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The purpose of this training is to familiarise the student with the handling, configuration
requirements and procedures associated with the conduct of instrument approaches in the
Q400. Although primarily designed to assist pilots during differences training, the following
material also complements the normal operating procedures contained in the FCOM.
Maximum concentration and effort are required to fly a successful instrument approach. A
thorough review and understanding of the holding, approach, and missed approach
procedures are essential. It is emphasised that proper scan methods as well as correct
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speed and attitude control techniques are prerequisites for a successful approach.
Prior to commencing an instrument approach a full briefing should be given by the Pilot
Flying. This would normally be conducted prior to top of descent and should include
reference to
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• Top of descent point
• STAR clearance details (if applicable)
• The type of approach and chart date
• LSA/MSA
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• Procedure entry details
• Holding Pattern entry details
• Tracking, altitude and timing specifications for the approach
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During descent prior to an approach all the relevant Navaids should be tuned and identified.
If the approach is being conducted using VOR, Localizer or ILS ensure that the NAV source
(enunciated on the PFD and MFD) is selected to VOR or ILS mode. In the case of VOR and
LOC approaches the use of VOR mode (Blue Needles) is mandatory if the approach is not
wholly contained in the FMS data base.
ILS approaches must be flown in ILS mode (Blue Needles) as the aircraft FMS equipment
does not support FMS ILS approaches
Once this is completed the Pilot Flying will conduct the Flight Instrument readout.
Subsequent procedures, for the various type of approach available, are described in the
following paragraphs.
Whenever it is depicted on the approach chart, the Maltese Cross marks the position of the
Final Approach Fix regardless of the type of approach being conducted. If there is no such
marking the FAF is defined as: the end of the turn onto the final approach track or at 5DME
on a GPS/DME arrival.
Upon commencing the final approach segment, stabilise the configuration, power, speed and
body angle. From this point, only small changes should be necessary in the above areas.
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In each of the following procedures, the condition levers are normally advanced to MAX at
the final approach fix. When operating with an abnormality (eg. Reduced flap landing) or in
normal operations if the FAF is close to the MDA or Map, early advancement may be
warranted to avoid de-stabilising the final stages of the approach.
This statement does not preclude crew from selecting condition levers to max prior to the
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FAF in normal operations to assist in workload management. In all cases the standard calls
as required by the FCOM must still be made to ensure correct configuration
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The maximum indicated airspeeds applicable to the Q400 (ICAO Performance Category C)
are as follows:
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Missed Approach 240kt
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As the maximum speed for many network reversal approach procedures is nominated as 170
KIAS, the aircraft should be configured for approach (Gear Down/Flap 5) before the IAF to
ensure this speed is not exceeded. RO
When commencing the inbound turn for a reversal procedure, the flaps should be selected to
15 and subsequently
As a guide for planning the necessary speed reduction, in nil wind conditions with 850 Np
and the power levers at FLT IDLE, reduction from 235 to 210 KIAS will take approximately 1
nm in level flight, or 3 nm when descending at 3nm/1000 ft, and further speed reduction to
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150 KIAS will take approximately 6nm. A greater distance must be allowed in tailwind
conditions, heavy weights or when conducting a steep descent.
1. Plan to arrive at the Final Approach Fix (FAF) at a speed of Vref +10 to 150 KIAS.
2. At the FAF, the PNF calls “On Final” and the PF calls for condition levers to MAX, and
complete the LANDING checklist.
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3. Speed should be further reduced to be at Vapp and the mean speed maintained
between VREF to VREF +20 by 500 feet AGL if conducting a runway aligned
approach.
4. If a circling approach is planned or anticipated, maintain Vref + 10 -150 KIAS during
the circling manoeuvre, until the turn to final is initiated. Speed should then be
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reduced further to be at Vapp with the mean speed between VREF to VREF +20 by
500 AGL.
2.3.36 Holding
AIP holding procedures must be observed at all times, unless otherwise cleared by ATC.
Holding at low altitudes is undesirable because of higher holding fuel consumption and
increased climb fuel if diversion to an alternate becomes necessary.
The recommended holding speed is 190 KIAS. The configuration for low or high level holding
will normally be clean.
During holding and approach procedures bank angle must not exceed 25°. Apply appropriate
corrections to heading when inbound and outbound in the holding pattern to compensate for
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drift. When tracking inbound, note the drift. After turning outbound, an into wind heading
adjustment of twice the drift (2 minute pattern) or three times the drift (1 minute pattern) will
ensure that the inbound track is regained when the aircraft is turned inbound.
When holding is conducted utilising the FMS, crew should monitor FMS holding by cross
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checking the FMS turn points against timed holding procedures using the aircraft clock.
Commence speed reduction to 210 KIAS and start manoeuvring for direct entry (if
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At the appropriate distance or time commence the turn to intercept the final approach track
and select flaps to the landing configuration.
If track guidance is provided by a VOR and an international DME is available the approach
mode may be selected by pressing APP on the flight guidance controller. VOR APP will
illuminate in white on the advisory display and will change to green when the final approach
course is captured.
If track guidance is provided by a localizer NAV should be pressed. LOC will illuminate in
white and will change to green when the final approach course is captured. If track guidance
is provided by an NDB then HDG SEL mode may be used, although the workload associated
with frequent adjustments to the heading bug may render it counter-productive during a
manually flown approach.
At the Final Approach Fix advance the condition levers to MAX if not already selected,
reduce speed to Vref + 10 to 150 KIAS, and complete the LANDING checklist. Reduce speed
further to be at Vapp by 500 feet AGL if anticipating a runway aligned approach. If a circling
approach is planned or anticipated, maintain speed between Vref +10 to 150 KIAS during the
circling manoeuvre, until the turn to final is initiated. Speed should then be reduced further to
be at Vapp with the mean speed between Vref to Vref +20 by 500 AGL. Any Vref additive
will be dependant on the environmental conditions existing at the time and must be inclusive
of the above tolerances.
During the approach successive altitude limitations should be set in the Altitude Alert system
and the Missed Approach altitude set once established at the MDA or at the Missed
Approach Point. The decision altitude function of the Radio Altimeter should be set to 200
feet as an advisory of terrain proximity. Any VOR or MDB approach flown using the FMS
requires ground aids to be monitored on either bearing pointer needles or alternatively the
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PNFs MFD maybe selected to CDI.
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assist with FMS orientation and monitoring. Under normal circumstances the PFD for both
pilots will display FMS mode with a compass rose, while the MFD will provide a pictorial map
display including terrain.
The procedures for programming the FMS for an approach are described in the
Supplementary Procedures section of FCOM.
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When cleared or established OCTA, track direct to the most suitable initial approach fix (IAF).
Once the approach is added to the flight plan consistent with DHC8-2/300 aircraft, no pilot
input on the FMS is required at this point to proceed with the RNAV (GNSS) approach.
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A page displaying the TO waypoint name (in magenta) must be displayed at all times during
the approach.
In order to further enhance situational awareness for both pilots, the Pilot Not Flying must call
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the passage of each waypoint (eg. "Passing Echo India”). The subsequent track and distance
must be checked for reasonableness as always, but a formal call and response is not
required. Nominating (and setting in the AAS) the next available altitude would normally
occur in association with the waypoint passage call. The AAS may be set with reasonable
anticipation prior to the passage call to avoid nuisance altitude captures.
Reduce to 210 KIAS by the IAF. After passing the IAF continue the speed reduction to
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establish the landing configuration by the FAF, and commence the landing checklist.
APR must be displayed on the FMS by the FAF. If it is not, the NAV flag symbology will be
displayed and a missed approach must be conducted.
When visual, continue and land. If circling is required the circling MDA must be maintained
until a position from which a continuous 3° visual descent is reached. No action on the FMS
or NAV Source selector is required since the CDI continues to display the final approach
course (which is normally aligned with the runway).
Any temptation to enter a PVOR should be avoided due to potential distraction from the
primary task of flying the aircraft.
Distance from the missed approach waypoint will continue to be displayed on the HSI.
If not visual at the missed approach waypoint conduct a missed approach. Fly the aircraft as
the first priority, pressing the GA button will activate the missed approach in the FMS.
The missed approach can be activated after the final approach fix by pressing the GA Button
(UNS 1c FMS). Directional guidance continues to the Missed approach point before
sequencing to the Missed Approach.
When the missed approach is executed using the GA buttons, LNAV will be retained as the
active lateral navigation mode by the PNF.
If it becomes necessary to conduct a missed approach from a position before the published
missed approach point, immediately commence a climb and continue tracking via the
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approach to the missed approach waypoint. The FMS will continue to provide track guidance
via the approach waypoints to the missed approach waypoint and through the missed
approach procedure regardless of when the missed approach is activated. Upon reaching
the MSA the aircraft may be tracked as desired.
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The flight director should be used for all approaches except when operating with an
unserviceable flight director in accordance with the MEL. Raw data approaches are also
permitted for crew practice (in VMC) or training/checking.
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In all non-precision approaches ALT SEL must be armed (with the appropriate limiting
altitude in the AAS).
Precision Approach (ILS)
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All ILS approaches must be flown in approach (LOC and GS) mode. The flight director
should remain engaged in approach mode until after landing.
A precision approach provides guidance in both azimuth and glidepath. The Instrument
Landing System (ILS) is the only precision approach currently available to QantasLink Q400
aircraft.
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All ILS approaches will be flown with the assistance of the flight director except when a raw
data (no flight director) approach is considered necessary for crew practice (in suitable
weather conditions) or training/ checking.
Aircraft manipulation, speed and configuration requirements and standard calls are the same
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in either case. Notwithstanding this, Flight Director Coupled (autopilot engaged) and Raw
Data ILS approaches are described separately so that particular handling and management
techniques appropriate to each may be described more fully.
During descent, correctly tune and identify all the navigation aids associated with the ILS.
Both NAVs should be tuned to the ILS frequency and both HSI course selectors adjusted to
the ILS front course. When this is completed, conduct the “Descent Instrument Check”.
Select vertical speed (if on descent) and heading mode in the AFCS – VS and HDG SEL will
illuminate in green on the advisory display. Change NAV source from FMS to ILS and when
cleared to intercept the localizer press NAV on the Flight Guidance Controller - LOC will
illuminate in white on the advisory display and will change to green when the localizer is
intercepted.
When cleared for final approach, press APP on the Flight guidance controller to arm the
approach mode. If LOC is already armed, GS will be added and will illuminate in white on the
advisory display. GS will change to green when the glideslope is captured.
If LOC mode had not previously been selected (using the NAV push button) pressing APP
will select both LOC and GS at the same time.
The initial approach altitude (or such lower altitude as may be specified by ATC) must remain
set in the Altitude Alert system until the aircraft is established on the localiser and:
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on the glideslope with GS captured in the AFCS, or
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Whereupon the DA should be set.
From the IAF continue reducing speed to Vref +10 to - 150 KIAS. Extend the gear when
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below the landing gear extension limiting speed. Select Flap 15 when below the Flap 15
Extension limiting speed and the landing gear indicator is indicating the landing gear is down
and three green lights are visible. Plan to arrive at the Final Approach Fix (FAF) with gear
down, Flap 15 and airspeed Vref +15 to - 150 KIAS. A torque of 18%% will maintain descent
on the glidepath in this configuration.
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At the Final Approach Fix (Glideslope/Altimeter check point if co-incident) PNF calls “DME /
OUTER MARKER height checked” or “XX feet high / low” as appropriate. PF responds with
“Checked”. PNF calls “ON FINAL”, PF replies with “Condition Levers MAX”. PNF sets
condition levers and PF sets power as appropriate, complete the Landing Checklist when
called for by the PF.
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A torque of approximately 18% will maintain descent on the glidepath at Vref +10 to - 150
KIAS. Reduce speed further to be at Vapp by 500 feet AGL. Any Vapp will be determined
from Vref and an additive which will be dependant on the environmental conditions existing
at the time and must be included in the above tolerances.
• set the Altitude Alert System to the Missed Approach Altitude to avoid nuisance
chimes during the flare and touchdown and
• set the Pilot Not Flying’s heading bug to the heading of the first turn in the missed
approach procedure
At 1200 ft RAD ALT the AFCS will enter DUAL mode. This will be annunciated in green on
the advisory display and both HSI SEL arrows will illuminate. In this mode the Flight
Guidance computers receive information from both NAV receivers and display commands
based on an average of their input. Comparator checks are also performed to detect a failure
in one NAV system. Whenever DUAL mode is active, deviation outside the Category II ILS
window will be annunciated (in amber) on the advisory display as EXCESSIVE DEVIATION.
Although this does not indicate an out of tolerance condition for CAT 1 (or less) approaches,
it does indicate deviation from track and corrective action should be taken.
The Decision Altitude function of the Radar Altimeter should be set to 200 feet as an advisory
of terrain proximity.
If visual at the Decision Altitude, continue the approach and gradually reduce speed to the
required threshold speed. In crosswind conditions the runway will not appear directly in front
of the aircraft. Do not turn towards the runway when the runway comes into view - maintain
the heading that corrects for the crosswind.
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In all cases, guard against unintentionally ducking under the desired approach path, thus
prejudicing the wheel height across the threshold, with the resulting increased rate of sink
and short touchdown.
Do not make large scale power reductions approaching the threshold in an endeavour to
reduce speed to VREF. Accept the speed comfortably achieved at the threshold. If at the
Decision Altitude, or at any time thereafter, the aircraft is in a position from which a normal
landing cannot be made or adequate visual reference cannot be maintained, immediately
execute a missed approach in accordance with the crew coordination procedure in the
FCOM. Since the aircraft is already established at a speed in excess of the missed approach
speed, a smooth rotation to the Go-Around attitude should be initiated immediately.
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Descent
instrument check
Reduce to 210 KIAS
by IAF
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FLAP 5
ILS Approach PF PNF RO Gear Down
Flap 15
Landing Checklist
Outer Marker
Height Checked IAF
Checked e
Idl
Flt
s …
On Final PL
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No Contact
Landing or 500 ft AGL
%
Going Around 18 Vapp
Tq
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Correctly tune and identify all required radio aids. Ensure that the inbound track (or front
course) of the ILS is selected on both EHSIs. This will allow "fly to the needle" sensing
regardless of whether the aircraft is tracking inbound or outbound on the localizer.
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The airspeed and configuration requirements for a raw data ILS are the same as those
already described for a Flight Director assisted approach. The following text is intended to
explain the actual handling techniques associated with accurately tracking along the localizer
and glidepath without Flight Director assistance.
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Establish an intercept heading and have a drift corrected heading for final in mind before the
CDI comes alive. Anticipate the speed at which the CDI will move when it becomes alive.
Crosswind behind you will give a faster a moving needle and require a full 25 degree bank
turn onto the localizer.
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If the CDI stops moving during the turn onto the localizer - stop the turn. If CDI slows during
the turn, reduce the rate of turn.
Become established on the localizer as soon as possible. Check the initial heading is correct
by stepping up the scan rate to see small CDI movements. Reference to the expanded scale
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Do not exceed 10 degrees angle of bank during tracking corrections. A good rule of thumb is
to use the same bank angle as the required change in heading.
When the CDI is centred again, take off half the heading change.
If a locater is provided, it may be used to confirm that the new heading is maintaining the
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required track.
Maintain headings accurately but remember that drift may change during the descent.
Glideslope corrections should be made as soon as the need becomes apparent, so that a
large correction to power or attitude is unnecessary. Total "fly up" to "fly down" range is only
1 to 1.25 degrees, so variations of position on the glideslope will be magnified more than
track errors on localizer presentation. Keep corrections small, but positive.
Use both power and elevators to correct any fly-up or fly-down indications. If a fly-up
correction is required, raise the nose slightly with the elevators and increase the power to
prevent a speed loss that would otherwise accompany use of the elevators alone. If a fly-
down correction is required, lower the nose slightly and reduce power to prevent a speed
increase.
Speed corrections will also warrant coordinated use of both power and elevators. If speed is
too high, reduce power and anticipate the need for slightly higher nose attitude to prevent
sinking below the glideslope. If too slow, increase power and lower the nose attitude slightly
to prevent flying above the glideslope. Use elevator pressures, not trim, for transient pitch
adjustments.
Once established on final, only small corrections should be made to heading, attitude and
power. Establish a corrective trend and wait it out. Avoid over controlling. Fly precise
headings and attitudes. Do not chase the LLZ and GS needles.
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En-route and terminal navigation is normally conducted with the navigation source selected
to RNAV and an appropriate flight plan or procedure active in the GPS/FMS. With the
exception of RNAV GNSS approaches, instrument approaches conducted in IMC must be
conducted in VOR.
In most cases, VOR may be selected at the pilot’s discretion at a convenient time prior to the
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approach.
Since FMS equipped aircraft support DME arc navigation, FMS may be retained throughout
a DME arc leg whilst monitoring DME distance on the independent DME display
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Where the GPS/FMS flight plan (eg STAR) delivers the aircraft onto the approach, the point
at which VOR or ILS is selected must be considered carefully.
As a general principle use the FMS to establish the aircraft on the approach track. The FMS
flies tracks and will anticipate turns according to airspeed and wind to achieve the required
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flight path without overshooting the next leg. FMS should be retained as long as possible to
take advantage of the track guidance it provides. For example, a STAR that terminates with a
turn onto a localiser should be flown in FMS at least until the turn is commenced. Select VOR
or ILS either during or immediately after the turn.
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The vertical flight path must be considered too. VOR or ILS must be selected in time to
display the navaid information required for the approach. Vertical flight path consideration
may dictate early selection of ILS in order to display glideslope information. This will be the
case where the turn onto final occurs close to the point at which the descent begins.
In short, pilots must review the procedure to be flown both laterally and vertically to
determine a suitable point to select VOR or ILS instead of FMS. The lateral flight path is best
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managed by FMS until lateral guidance from the approach navaid is required. The vertical
flight path may require earlier selection of ILS to display glideslope information. This would
require the pilot to intercept the lateral flight path using conventional navigation.
Note that even with VOR or ILS selected the FMS continues to navigate and may be used to
assist with turn anticipation and heading selection by referring to the MFD. Aircraft control
would be affected using the HDG SEL function of the AFCS with LOC or VOR APP armed to
intercept the final approach course.
ILS and LLZ ±½ scale deflection (and equivalent on expanded scale); able to
land from minimum altitude without undue manoeuvring and;
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DME/GPS arrival a) Tracking – within ±5° for NDB or ±5° for VOR when tracking
on the defined track or, if a specific track is not defined by the
procedure, within the specified sector at all times;
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commencement of descent to the next step;
The Pilot Not Flying shall advise on the development of the visual segment as the approach
progresses and call visual when the DAP requirements for continuation of the approach are
satisfied. “Visual” may be called by either pilot at any stage of the approach at which point (at
the Captain’s discretion) instrument approach procedures may be discontinued. For more
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Baulked Landing:
The go-around manoeuvre conducted if an all engines landing is abandoned after the
selection of landing flap.
Missed Approach:
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o in association with an instrument approach if visual reference has not been
established by the missed approach point
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2.3.46 Go-around
Is a generic term that is applied to either scenario. For Q400 operations, both Go-around and
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Missed Approach are used, the precise meaning being established by the context.
The procedures and crew coordination applicable to a Go-around/ Missed Approach are
detailed in the Crew coordination section of the FCOM. The initial actions are the same in the
all engines operating and one engine inoperative cases, as follows:
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Call “GOING AROUND”, press the GA button on one of the power levers.
Advance the power levers to the detent position and pitch up to the attitude commanded by
the flight director. The PNF will ensure that the condition levers are at set to MAX.
It is important that the initial power lever advancement by the Pilot Flying is adequate but not
excessive as there have been cases reported where the detent position has been
inadvertently passes. The PNF must monitor the power lever advancement to ensure torque
and/or temperature limits are not exceeded.
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The go-around flap setting is one setting less than the landing flap setting which is recorded
on the Landing Data card. If a go-around is initiated above the Acceleration Altitude with the
speed in excess of Vbg, the flaps may be selected straight to zero followed by gear retraction
and setting of power, however it is recommended that the standard missed approach crew
coordination procedure be followed.
IAS mode may be selected after flap retraction and normal climb procedures apply
thereafter.
Once the aircraft is climbing at the required body angle, HDG SEL, and ALT SEL modes may
be adjusted along with the Pilot Flying’s heading bug.
After a go-around is commenced, the Pilot Not Flying must ensure that the missed approach
altitude is selected in the Altitude Alert system and that ALT SEL is armed.
The missed approach altitude may be set prior to commencing the missed approach after the
MDA has been captured and ALT mode is established but ALT SEL must not be armed until
after the go-around button has been pressed. If ALT SEL is armed before the missed
approach is commenced, it will be cancelled when the go-around button is pressed.
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The procedures and technique to be adopted for a reduced flap landing are described in the
Reduced Flap Landing checklist in the QRH and include the following:
To avoid a “Too Low Flap” annunciation from the GPWS as the aircraft descends through
200 ft AGL with less than Flap 15 selected, the GPWS Flap Over-ride will be pressed ON.
2.3.48 Application
•
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Enter the circuit using normal entry procedures and checklists.
• Extend the downwind leg 30 seconds past the landing threshold or longer if conditions
permit.
• Maintain VREF+10 until established on final approach.
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The condition levers should be advanced to MAX (1020) early in the approach (on base leg)
to enable the approach flight path to be stabilised as soon as the aircraft is lined up on final.
When established on final, reduce speed to VREF and stabilise the power and body angle.
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Approximately 15% torque and 4° nose-up can be expected. Do not de-stabilise the
approach by chasing airspeed fluctuations on short final - maintain the correct power and
body angle.
This attitude should be maintained through the normal flare height until touchdown. Caution
should be exercised with the body angle close to the maximum of 6 degrees, any sink rate
detected close to the ground should be corrected with a standard sink recovery technique
where power is applied to arrest the sink rate.
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WARNING - Do not exceed 6° nose-up attitude during the landing as this may cause the tail
of the aircraft to strike the ground.
After touchdown, lower the nose wheels and bring the power levers to DISC without delay.
Use reverse if necessary when below 150 KIAS.
Considerations
Regardless of which pilot is executing the take-off, the responsibility for the decision to reject
a take-off and to physically stop the aircraft rests with the Captain. If the First Officer
observes a failure that they are convinced it will affect the safety of the aircraft when
airborne, they will call "FAILURE".
The Captain's decision to stop the aircraft will be signified by the application of the brakes,
retarding the power levers and calling "STOPPING ". If the First Officer was conducting the
take-off, the Captain will immediately assume full control of the aircraft.
The First Officer will not apply the brakes during any take-off condition, unless they are
convinced the Captain has become incapacitated.
The only variable applicable to a rejection at any particular speed prior to V1 is brake
pressure required. In any rejected take-off, initially apply maximum brake pressure. If it is
apparent that more than adequate runway remains the brake application may be reduced to
that which will ensure the aircraft is stopped before the end of the available distance
The aircraft should be brought to a full stop before any drills are initiated. After a high speed,
heavy weight aborted take-off, prolonged taxiing is not recommended as the wheels and
tyres are hot. Where possible use wheel chocks and leave the park brake OFF.
Application
On recognition of the failure, the Captain Trainee will rapidly perform the following
procedures:
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Apply the brakes and retard the power levers to disc
call “STOPPING”
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Trainee First Officers will perform the following procedures:
• Slow reaction.
• Fails to use brakes.
• Fails to anticipate yaw due to asymmetric propeller drag when DISC is selected.
• Fails to Hold Controls
• Fails to engage control locks
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Flight crews must be trained to be conscious of engine instrument readings at all times and,
in particular during take-off. Flying the correct take-off profile on all take-offs with regard to
airspeed and body angle are paramount.
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2.3.51 Considerations
Engine Failure Recognition
Close, reliable crew coordination is necessary for early recognition. The Captain alone
makes the decision to GO or NOT GO, but it is virtually impossible for them to continuously
monitor the engine instruments while visually controlling the aircraft during the take-off roll.
The engine instruments will be monitored by the First Officer. The decision to reject the take-
off is still the Captain's but they must rely heavily on the First Officer.
The initial stages of all take-offs should be performed as if an engine failure has occurred. In
the event of an unnoticed engine failure occurring after V1, the profile and procedures will still
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be correct and safe. (ie – rotate to 8º then 10º as detailed in FCOM).
Directional and Lateral Control
If the pilot is intent on keeping the take-off path on or parallel to the runway centreline, the
correct rudder input will be applied naturally as power decays on the failed engine even in a
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crosswind. After the initial pedal displacement, little or no change in pedal position will be
required to hold a straight take-off path. Up to 5 degrees of bank towards the live engine may
be used to facilitate directional control, balanced flight, and improved performance. This will
result in half a skid ball to the live engine side, however this technique is not required to
achieve certification performance.
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Don't oscillate the rudder or control wheel. If changes are required, strive to make them
smooth and well coordinated.
Excessive rudder will cause a marked deterioration in performance. The Q400 rudder is very
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When stabilised on speed during climb, rudder and aileron trim may be used.
Rotation
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There is a tendency to rotate too early and rapidly with a known engine failure. Early rotation
may actually increase the required take-off distance to a height of 35 feet. Make the rotation
smoothly but not prematurely.
Obstacle Clearance
For obstacle clearance with an engine out, follow the procedure as detailed in the ARDM.
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2.3.52 Application
Procedure
The crew coordination procedure to be conducted is detailed in the FCOM and summarised
as follows:
At VR, rotate smoothly to a lift-off body angle of 8º. Directional control should
be maintained by use of rudder with aileron utilised to maintain wings level as
required.
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When a positive rate of climb is observed, call for the gear to be retracted.
Nominate which engine has failed and wait for confirmation from the Pilot Not
Flying.
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Maintain V2 during climb to the nominated Acceleration Altitude and then fly
the aircraft level at that altitude to accelerate.
At VFR, retract the flaps and at VBG set maximum continuous power and then
commence further climb.
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Complete the engine shutdown drill, or
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• Uses insufficient rudder and consequently banks towards the inoperative engine.
• Does not accelerate in level flight
• Descends during the third segment
• Fails to make good scheduled engine-out flight path.
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• Makes large changes in airspeed and asymmetric thrust while holding constant
rudder and attempts to correct by applying a large wheel displacement. Note that
rudder requirement changes with airspeed.
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Level out at the appropriate circuit altitude (normally 1500 ft AGL). Allow the aircraft to
accelerate then reduce power to maintain 170 KIAS and select flap 5 (approximately 45%
torque at 1020 RPM). Select gear down abeam the landing threshold, followed by flap 15.
With one engine inoperative, the use of the PTU and SPU must be considered. The QRH
Checklist provides guidance on which must be operative in individual cases.
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On base leg, commence descent and maintain a minimum speed of Vref +15 KIAS.
With Gear down, Flap 15, condition levers MAX and airspeed Vref +15 to 150 KIAS a 3
degree glidepath will be maintained with 25% torque. If necessary, Flap 35 degrees may be
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used for landing.
Aim to turn onto final at 700 ft. Reduce speed to be at Vapp at 500 feet AGL. The Vref
additive used to establish Vapp will be dependant on the environmental conditions existing at
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the time, however a target approach speed (Vapp) must be flown.
Maintain the correct glidepath and airspeed to arrive at the threshold at the required speed
for the flap setting.
Rudder trim may be centralised before landing. The aircraft should be landed with minimal or
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hold off and the nosewheel gently lowered as soon as the main wheels have contacted the
ground.
Both power levers should be brought into the DISCING range after the nosewheel has been
lowered.
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Rudder pedal steering is more than adequate to maintain directional control during the
ground roll.
Common Errors
• Forgets to increase power on the operating engine to maintain speed and flight
path.
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3. Q400 DIFFERENCES TRAINING
SYLLABUS & RECORD
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The training file is extracted from the Training & Check manual and duplicated here to
assist trainees in preparing for each training event undertaken.
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ARN:______________________ Base: _______________________
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Manuals Issued
Type Engineering
Differences Course
Type Performance Course
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FMS & Systems
Integration Training
Observation Flights
Cockpit Procedures
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Training
Simulator Training
Simulator Proficiency
Check
Emergency Procedures
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Training
Line Training – Check to
Line
Paymaster advised
CAPTAIN
FIRST OFFICER _________________________________________ BASE: _________________
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AIRCRAFT LINE TRAINING
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ASSIGNED LINE TRAINING CAPTAIN
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1. You are responsible for producing this file to the Training or Check Captain, or
Simulator Instructor carrying out the particular rostered training.
2. On completion of any entries made in the file, you should resume custody of the
file and note the comments made.
3. All entries made in the training file must be signed by both the relevant
Training or Check Captain, or Simulator Instructor and trainee.
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4. Requirements for your training are attached. You should ensure that each
requirement is completed before the next phase is commenced.
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should also be presented to the Flight Training Manager, whenever an entry
appears therein which calls for his attention, and upon completion of line
training. RO
6. Trainees should ensure the relevant documentation is completed for
submission when completing final checks:
• Completed file (entries signed)
• Licence
• Completed up to date Log book
• Medical Certificate
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ED
• The sequences in the Simulator Conversion guide are designed to be completed
in three sessions of approximately 4 hours each.
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this Manual.
VH-
VH-
VH-
VH-
VH-
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¥ Pre-start drills & Check List. Enter and crossfill FMS flightplan
¥ Normal engine start (External power or APU)
¥ Taxiing and brakes
¥ Normal Take-off and departure via SID using FMS
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¥ Steep turns
¥ Stalls
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¥ ILS Approach and landing flap 35
¥ Circuits Take-off flap 5, 10 & 15 Landing Flap 15 & 35
¥ Missed approach
¥ Normal taxi in and shut down.
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¥ Battery start
¥ Normal Take-off
¥ Vectors for ILS Approach and landing flap 35
¥ Crosswind circuits
¥ Flap 0 approach & landing
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¥ Asymmetric circuits
¥ Single engine missed approach
¥ Circling Approach
¥ Rejected Take-off
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completed)
¥ STAR arrival and ILS approach and flap 35 landing.
¬• Airwork – in-flight malfunctions.
¥ Revision as required.
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3.2.6 DHC-8-400 Simulator Proficiency Exercise 604
Line Flight 1
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¥ Cockpit preparation, drills & checklists
¥ Departure via SID, climb to cruise altitude
¥ Descent / STAR, ILS approach
¥ Line Flight 2
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Base exercises
¥ Rejected Takeoff
¥ Engine Failure @ V
¥ One engine inoperative landing
¥ One engine inoperative missed approach
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¥ 1 Line Flight shall be conducted as PF and one as PNF. All base exercises
shall be conducted as PF and PNF.
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COMPETENCY
ASSESSMENT
Date
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PRE- FLIGHT - Cockpit set up
- Before Start Check
- 24 Hour Checks
- APU start
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ENGINE START - Before Start Procedures
- Limitations
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- External Power or APU
- Battery Start
- Start Malfunction and Rejected Start Procedures
- After Start Procedures
NT
TAKE-OFF - Flap 5°
- Flap 10° or 15°
CO
- Rejected
- Engine Failure After V1
- Night (where possible)
- Instrument
- Crosswind
UN
STALLS - Clean
- Approach Configuration
- Landing Configuration
COMPETENCY
ASSESSMENT
Date
ED
DESCENTS - Normal
- Turbulence Penetration
CIRCUITS - Normal
LL
- Asymmetric
- Bad Weather/Reduced Visibility Circling RO
LANDINGS - Normal - 15° Flap
- 35° Flap
- Engine Inop - 15° Flap
- 35° Flap
- Flapless (requirement)
NT
- Crosswind
- Pitch Awareness
- “Sink” recovery technique
- Night (where possible) - Lit
- Unlit
CO
- Flapless
- Use of MFD
- AFCS Mode Selection
- Instrument Approach – ILS
- RNAV
- FMS (FPL, SID APPR, VNAV, X-FILL) PF and PNF
- FMS Holding (discussion)
COMPETENCY
ASSESSMENT
Date
ED
EMERGENCY and ABNORMAL PROCEDURES
- FADEC Caution
- Propeller Malfunctions
- Hydraulic Failure
LL
- Engine Fire/Failure
- EFIS Display Failure
- AHRS and ADC Source Reversion
- TCAS display
RO
AIRCRAFT SYSTEMS
- Normal Management of:
- Electrical
NT
- Ice Protection
- Pressurisation/Air Conditioning
- Hydraulic
- Fuel
- Engine
CO
- Propeller
- Flight Instruments
- Avionics
- Flight Controls
UN
ED
LL
RO
NT
CO
UN
ED
LL
RO
NT
CO
Simulator differences training and satisfactorily completed a proficiency check in the DHC-8-
400 series aircraft and has demonstrated his/her competence in all required procedures.
He/She is cleared to commence aircraft line training.
The line training section of this training file is presented as in a sequential line flight,
commencing from flight planning through to post flight actions and concluding with a
GENERAL section, which includes items relevance to the DHC-8-400.
The training file is divided into two columns for recording standard progress:
ED
Whilst these items may or may not eventuate during the course of line training, their
knowledge and application must be tested in a simulation/discussion on the ground or
in-flight.
LL
ticked as F.
Final check must not be recommended unless each relevant item is at the final
check standard.
Every relevant item in the LINE TRAINING RECORD must be ticked as F, prior to the
final check.
CO
Note: A tick may be used in any sections adjacent to a line item to record the number of
attempts made prior to monitor progress.
UN
ASSESSED TO
STANDARD
STANDARD
TO FINAL
GROUND
CHECK
D F
ED
FLIGHT PLANNING
Flight log preparation and accuracy
Correct use of fuel spreadsheet
Fuel policy understood/Ops advised
Critical point & PNR - Discussion
LL
Normal planning (graphs, etc)
Single engine allowances
Un-pressurised flight
Manual Trim Sheet
RO
AIRCRAFT PREPARATION
Daily/Turn-around inspection competence
Installation/Removal overnight equipment
NT
REFUELLING
CO
Normal
Overwing: view -Discussion
Fuel tank dips and drains
Dips - engine oil
UN
DEFUELLING -
Discussion
COMPETENCY
ASSESSMENT
PRE-FLIGHT (cont.)
ASSESSED TO
STANDARD
STANDARD
TO FINAL
GROUND
CHECK
ED
D F
COCKPIT PREPARATION
Take-off power/weight charts and tables understood
TOLD card accurate and complete
FMS/NAV procedures correct
LL
Airways clearance recording/readback
Departure briefing normal/emergency appropriate
Instrument read-out fluent and accurate
Drills and checklist fluent
Load sheet/special load documentation
RO
Changes re-briefed
SOP’s
NT
BEFORE START
Drills and checklist fluent
Communication with ground staff – headset/pushback
Airmanship
SOP’s
UN
START
Limitations
Internal power
External power
A.P.U - For start support
- For air conditioning only
Engine parameters checked
SOP’s
COMPETENCY
ASSESSMENT
FLIGHT
ASSESSED TO
STANDARD
STANDARD
TO FINAL
GROUND
CHECK
ED
D F
TAXI
Awareness Aircraft size, and turning radius
Use of power/brakes
Taxi speed
LL
Drills and checklist timing/fluency
SOP’s
Narrow taxiway operation
TAKE-OFF
RO
Pre-selection anti-icing/Wx radar
Power set accurately by 50 kts
Standard calls made
NT
COMPETENCY
ASSESSMENT
FLIGHT (cont)
ASSESSED TO
STANDARD
STANDARD
TO FINAL
GROUND
CHECK
ED
D F
DEPARTURE
Profile climb speeds
- Take-off climb
- Departure climb to LSALT/TRK
LL
- Enroute climb
- SID/SRD/ATC clearances complied with
Use of AFCS Mode selection
RO
Engine limits observed and climb power setting
NAV Aids/FMS use appropriately
CRUISE
Power set in accordance with company policy
NT
DESCENT
Descent Planning/Profile – use of VNAV
CO
COMPETENCY
ASSESSMENT
FLIGHT (cont)
ASSESSED TO
STANDARD
STANDARD
TO FINAL
GROUND
CHECK
D F
ED
Holding (discussion)
- Speeds (including icing)
- Configuration
- Level
LL
- Fuel Flow
APPROACH
Visual
- Airspeed
RO
- Power Management
- Configuration
- Circuit size/altitude
NT
Instrument
- Airspeed
- Power Management
- Configuration
CO
- Circuit size/altitude
- Nav Aid source selection and display
LANDING
Flap 15
Flap 35
UN
Reduced Np
Technique
Pitch awareness
Touch down point achieved
COMPETENCY
ASSESSMENT
FLIGHT (cont)
ASSESSED TO
STANDARD
STANDARD
TO FINAL
GROUND
CHECK
D F
ED
GENERAL
Nuisance faults and resets
CDS Maintenance page access and reset procedures
MEL maintenance procedures for: 25-60-6
LL
27-30-3
32-40-1
52-10-3
General use
RO
INSTRUMENT APPROACHES CONDUCTED IN LINE TRAINING FLIGHT
VOR - Aligned
- Circling
- FMS
UN
NDB - Aligned
- Circling
DME/GPS Arrival
RNAV(GNSS)-Aligned
- Aligned
- Circling
FLIGHT
TO PROGRESS
ASSESSED TO
ASSESSMENT
STANDARD
STANDARD
GROUND
D P
Taxi
Clearance complied with
Traffic awareness/marshalling signals
ED
Use of power/brakes
Taxi speed
Nosewheel steering; with/without
Drills and checklist timing/fluency
SOP’s
Take-Off
LL
Wake turbulence considered
Pre-selection anti-icing/Wx radar
Power set accurately by 70 kts
Appropriate calls made: “autofeather armed”, “power set”
Engine instruments monitored
RO
Technique (guarding levers and pedals)
Tracking on the centreline
Crosswind technique correct
V1 calls - Dry runway
- Wet runway
NT
SOP’s
Departure
SOP’s observed
Profile climb speeds - Take-off climb
- Departure climb to LSALT/TRK
- Enroute climb to FL 150
UN
FLIGHT (CONT)
TO PROGRESS
ASSESSED TO
ASSESSMENT
STANDARD
STANDARD
GROUND
D P
Use of AFCS SOP’s
ED
Departure track confirmation
Weather radar management
T.C.A.S. management
Traffic OCTA monitoring and separation
Engine limits observed and reduced power climbs
LL
Nav aids/GPS used appropriately
Cold climate recognition/operation
Situational awareness
Sterile cockpit management
SOP’s
Cruise
RO
Power limits observed - Reduced power policy
Trend monitoring cards and procedure
Cabin management
Pressurisation/air conditioning management
PAX announcement
NT
FLIGHT (CONT)
TO PROGRESS
ASSESSED TO
ASSESSMENT
STANDARD
STANDARD
GROUND
D P
Radio procedure correct
Cabin management
PAX announcement
ED
Sterile cockpit procedures
SOP’s
Arrival
Radar environment/STARS
Non-radar environment
LL
OCTA procedures
Configuration/speed
Holding patterns: Nav aids/GPS
Situational awareness
Traffic management/T.C.A.S.
SOP’s
RO
Instrument Approach
IMC day
IMC night
Monitored approach
NT
Tracking accuracy
Missed approach
SOP’s
Visual Approach
Day with/without slope guidance
Night with/without slope guidance
Speed control and stability
UN
FLIGHT (CONT)
TO PROGRESS
ASSESSED TO
ASSESSMENT
STANDARD
STANDARD
GROUND
D P
Landing
Day
Night
ED
On centreline
X-wind
Wet runway
Flap 15°
Flap 35°
LL
Touch down point
Use of propeller aerodynamic/wheel braking
Ground Handling/Parking
Safety and airmanship
Traffic awareness
After landing drills
RO
Ground handling/marshalling signals
Single engine turn-around
Parking precision and safety considerations
Post Flight
NT
AIRCRAFT SYSTEMS
TO PROGRESS
ASSESSED TO
ASSESSMENT
STANDARD
STANDARD
GROUND
D P
Electrical
Warning panel/Electrical panel indications
Recall drills
ED
DC power system/circuit breakers
DC power system faults/failures/drills
AC power system/circuit breakers
AC power system faults/failures/drills
Power conservation
LL
De-Icing/Anti-Icing
De-icing/Anti icing panel selection and indications
Airframe/Engines/Propellers system knowledge/operation
Icing awareness - dangers/use of auto pilot and flap
Airframe de-icing failures
RO
Propeller and Engine anti-icing failures
Pitot/Static/Windshield heater failures
Hydraulics
Systems operation/selections
Warning panel/Hydraulic panel indications
NT
TO PROGRESS
ASSESSED TO
ASSESSMENT
STANDARD
STANDARD
GROUND
D P
Flight Controls
Elevator/Aileron/Rudder system
ED
Flap operations
Flap malfunctions
Primary control malfunctions
Aircraft Fire Protection System
LL
Fuselage smoke and fire indication/protection system
Cabin fire drill
Baggage locker smoke indications and drill
Cockpit electrical smoke/fire drill
Recall drills
Smoke dispersal
RO
Pressurisation/Air Conditioning System
System operations usage and limitations
System failures and malfunctions
Normal “auto” control of pressurisation
Manual control of pressurisation
NT
CO
UN
DISCUSSION ITEMS
TO PROGRESS
ASSESSED TO
ASSESSMENT
STANDARD
STANDARD
GROUND
D P
Flight Planning
NAIPS/Manual flight planning
Main base flight planning
ED
Flight planning facilities at outer ports
Company fuel policy
Fuel burn rates normal/holding
Reserve allowances
PNR and CP
LL
Alternate requirements due weather/runway lighting/nav aids/GPS
Airports without standby runway lighting
Aircraft Operations
Hot/Abort/Ventilation starts
Parking in strong wind
Wet runway operations
RO
Take-off meteorological minima
Normal diversions
MEL’s application
Diversions due weather/runway closures
NT
Maximum range
Wake turbulence considerations
Wind shear during take-off and landing recognition technique
Manual load and trim sheet completion
Single engine turn-around considerations and SOP’s
GPWS alerts/actions in VMC and IMC
CO
CFIT awareness
Intersection departures
Landing weight limited sectors
Flap 15/35 landings
Go-around procedure
Circling approach requirements day/night
Carriage of dangerous goods: Company regulations on type
UN
TO PROGRESS
ASSESSED TO
ASSESSMENT
STANDARD
STANDARD
GROUND
D P
Oil dips requirements
Aircraft overnight security
ED
Aircraft limitations
Aircraft Operations
Engine ground operation limits
Auto pilot operation and limitations
Flight manual supplements
TCAS operation
LL
GPS knowledge and operation
Emergency Procedures
Emergency equipment
Emergency oxygen
Radio failure procedure
RO
Emergency transponder codes
Controlled/uncontrolled cabin and cockpit fires
Engine fire during start
Engine fire on the ground
Controlled/Uncontrolled engine fire in flight
NT
Rejected take-off
CAO 20.7.1B requirements
Asymmetric missed approach procedure
Asymmetric landing technique
Flapless landing
Cabin and cockpit fires
UN
TO PROGRESS
ASSESSED TO
ASSESSMENT
STANDARD
STANDARD
GROUND
D P
Management and Support Skills
Planning/Prioritising
ED
Cockpit
CRM techniques
Communication/Listening skills
Crew co-ordination and communication
Pilot flying roles
LL
Pilot Not Flying Roles
Approach monitoring/deviation calls
Fault identification, communication, acceptance & correction
Traffic
Airspace
Time
RO
Cabin safety planning
Engines
Schedule disruptions
Diversions
NT
Miscellaneous
Co-operation with ATC
Co-operation with crew/engineers/support staff
Knowledge/application of ATC procedures
Liaison with crew/engineers/support staff
CO
PA professional/courteous/informative/brief
Knowledge of Policy manual
Application of SOP’s
Problem solving
UN
ED
LL
RO
NT
CO
UN
ED
LL
RO
NT
CO
UN
ED
LL
RO
NT
CO
UN
ED
LL
RO
NT
CO
UN
ED
LL
RO
NT
CO
UN
ED
LL
RO
NT
CO
UN
ED
LL
RO
NT
CO
UN
ED
LL
RO
NT
CO
UN
ED
LL
RO
NT
CO
UN
ED
LL
RO
NT
CO
UN
ED
LL
RO
NT
CO
UN
ASSESSMENT FLIGHT
ED
LL
RO
NT
CO
FOR OFFICE USE ONLY FOLLOWING COMPLETION OF TRAINING, FILE PERUSED BY:
ED
Blue copy to QF Administration
Other copies to Training Manager
LL
COMPLETE FT9 FORM UNSUCCESSFUL
FLIGHT TRAINING CHECK REPORT
RO
SUCCESSFUL
NT
ED
2. Pink and white copies to Training
Manager
LL
ON COMPLETION OF CHECK SESSION
RO
COMPLETE FT 9
FLIGHT TRAINING CHECK UNSUCCESSFUL
FORM
Must be signed by candidate
NT
N .B . C h e ck m e d ical a t
C O M PLE T E F T 1 F OR M co m m en ce m en t o f
F LIG H T T R A IN IN G AD M IN IS T R AT I ON sess io n
ED
F OR M
A ll co p ie s to Tr ain in g C o o rd in at o r
LL
C O M PLE T E F T 9 F OR M
F LI GH T T R AIN IN G C H EC K R E PO R T UN S U C CE S S F U L
F OR M
M u s t b e s i gn e d by P il ot
RO
I m m e d ia te ly a d vise Tr a in in g
C o o rd in a to r an d /o r C re win g t o re m o ve
P ilo t fro m line o p er a tio n s
S U C CE S S F U L
NT
A ll co m p le te d do c um e nt a tio n t o
t h e M a n a g e r T ra in in g &
CO
D e ve lo p m e n t
UN
ED
COMPLETE FT1 FORM
LL
FLIGHT TRAINING ADMINISTRATION FORM
review of performance.
ED
LL
THIS PAGE INTENTIONALLY LEFT BLANK
RO
NT
CO
UN
ED
LL
RO
4. OPERATIONAL REFERENCE MATERIAL
NT
CO
UN
ED
King HF Radio installed No HF Radio installed No HF Radio installed
Cabin Prepared light installed Cabin Prepared light installed No Cabin Prepared light
installed
LL
Mod Not installed Mod not installed. MTOP for take-off with uptrim
RO disabled mod installed.
FMS 802.2 installed. (2) FMS 802.2 installed. (2) FMS SCN 801.x installed.
NT
Notes:
c. When a waypoint with an altitude constraint occurs more than once in the
UN
flight plan, the map will display the altitude only once.
d. Floating waypoints followed by a *NO LINK* will no longer remove the flight
plan from the map display.
e. Options to calculate ETP and PNR are added to the Performance Menu.
f. VNAV is modified to remain engaged when VTO is executed with the aircraft
up to 200 ft below the waypoint altitude constraint.
The Training and Check department provides all crew with a Cyclic Overview Sheet at least
one month prior to the conduct of first current cyclic check. The sheet is normally distributed
in FOIS but may be supplied directly to pilots’ pigeon holes. This sheet should be used as a
tool to identify required information and procedures for the check, and may be read in
conjunction with the exercise overview published on the QantasLink intranet site. This
information may be segmented into a number of areas not limited to the following.
ED
Line Flight Routes: A review of planned routes, specifically standard flight plans; reviewing
tracks, distances, cruise altitudes and LSALT. A review of Jeppesen En-route and Terminal
Charts for the route noting the airspace structure and available ATC and navigational
facilities. A review of the exercise overview sheet provided on the intranet will enable a
LL
summary appreciation of the weather and the likelihood of icing or any significant factors that
will affect the flight, including NOTAMs.
Power settings: Review all required power settings and attitudes for all flight phases.
NT
Particular attention should be paid to the power settings for asymmetric configurations.
Approaches: A review of the nominated approaches and any likely alternate approaches
that may be required. The review should pay particular attention to the descent profile,
timing/distance of legs, descent limitations, MAPT, missed approach procedure, SOPs, and
whether ice protection is likely to be required for the approach (and landing?) based on the
CO
steep. These procedures may be required as part of the Line Flight or specifically detailed in
the base exercises. The FCOM, FAM and Training Manual contain specific guidance material
on these procedures. A thorough review of the necessary areas prior to the cyclic check will
be necessary.
Abnormal ops: The potential abnormalities are provided in the briefing sheet. A review of
crew co-ordination, recalls, QRH checklists, management plans (ARCC), PAN/Mayday call
structure, the correct use of the Emergency call button, Cabin Crew (TESTO) brief, and Pax
brief.
Discussion items: Discussion items are detailed in the overview sheet with specific details
published on the intranet. One method of preparation is to create a self quiz on the topic(s)
concerned. The Pilot Engineering Manual contains detailed information on Controls and
Indicators, Limitations and System Operations. The FCOM also contains Limitations data
and information on procedures such as Low Vis Take Offs. All of the appropriate areas
should be reviewed ensuring you understand the function/effect of controls and indicators
together with the ability to demonstrate a functional understanding of each system.
ED
LL
RO
NT
CO
UN