BEECHCRAFT B200 STANDARD

OPERATING PROCEDURES

Revision 3

Revision date: 11/08/2021

Table of contents:

1. Normal procedures

1.1 Use of checklist

1.2 Flight crew duties

1.3 MCP responsibilities

1.4 Communication

1.5 Sterile cockpit below FL100

1.6 Lights

1.7 Use of FMS

1.8 Closed loop

2. Amplified procedures

2.1 Preliminary Preflight Procedure

2.2 Preflight Procedure

2.3 Before start procedure

2.4 Engine start procedure

2.5 Before taxi procedure

2.6 Taxi procedure

2.7 Before take off procedure

2.8 Take off procedure

2.9 Climb and cruise procedure

2.10 Descent procedure

2.11 Approach procedure

2.12 Landing procedure – general remarks

2.13 Landing procedure – ILS CATI

2.14 Go Around procedure

2.15 Landing roll procedure

2.16 After landing procedure

2.17 Shutdown procedure

2.18 Secure procedure

3. Non normal procedures

3.1 TDODAR and NITS briefing

3.2 Evacuation

3.3 Rejected Take Off

3.4 Any engine failure above V1

 1. Normal Procedures

Normal procedures are done from memory by scan flows on each flight. Their main goal is to:

- Verify that airplane configuration is correct

- That flight deck configuration is correct

After the procedure is done it is checked with the checklist. Each pilot is obliged to verify that the
system is responding correctly. Should that not be the case:

- Verify that the system setting is correct

- Check the CB
- Test the respective light

If improper function of a system is detected before engine start:

- Consult MEL
- Decide if maintenance is needed

If improper function of a system is detected after engine start:

- Do the Memory Items and then the respective NNC

- Decide on next course of action

According to NPs crew is obliged to coordinate with ground crew:

- Any aircraft movement

- Any flight control movement

No crew comfort items are included in NPs.

1.1 Use of the checklist

Normal Checklists are organised according to phase of flight. They are done AFTER doing all the
needed items, as a safety check. Checklists are read in challenge and response manner, to simplify
PM reads the CL, PF responds. Both pilots are expected to visually confirm that the state of a system
corresponds with the desired state.

Should the airplane configuration not agree with the checklist:

- Checklist shall be stopped

- Respective procedural step done
- Checklist shall be done from the beginning unless it is absolutely sure that nothing has been
omitted

Non-normal checklist are another type of the checklist. Normally the importance of checklist goes as
follows: NNC=>NC – what means that Non-normal Checklist are to be done before Normal Checklist.
The only exception is After Take-Off checklist which is done after “Engine Fire” or “Engine Failure”
checklist and before “One Engine Inoperative Landing Checklist”. Non-normal checklist are done as
“read and do” checklist and only at safe altitude and with airplane under control. Some of them have
so called “memory items”, which are expected to be done from memory. Those are done at earliest
possible (normally above 400ft AGL and after proper recognition of a failure).
1.2 Flight crew duties

The flight crew duties are divided on Captain and First Officer before engine start and Pilot Flying (PF)
and Pilot Monitoring (PM) after engine start (when the flight is considered to have commenced).

The captain may direct an action which is outside of other’s crew member responsibility.

The checklists should be read at low workload times. PF needs to anticipate incoming workload peaks
and manage cockpit tasks accordingly. After completion of each checklist pilot reading the checklist
calls “____ CHECKLIST COMPLETE”.

PF general duties:

- Taxiing
- Flight path and airspeed control
- Navigation
- Airplane configuration

PM general duties:

- Checklists reading
- Communication
- Executing tasks ordered by PF
- Monitoring taxiing, flight path and airspeed, navigation and airplane configuration

PF and PM may change during flight. Normally PF is responsible for duties management however the
Captain is the final authority.

1.3 MCP responsibilities

The crew must always monitor:

- Airplane course
- Vertical path
- Speed

After selection of a new mode on MCP its selection and engagement must be checked on FMA. All
automatic mode engagements are called by the PM and verified by PF.

Mode Control Panel is PF responsibility. When flying manually he/she will direct the PM to make
appropriate changes., then confirm the changes done:

Manual flight

PF PM
“SET HEADING SELECT”
Pushes the HDG button. Observes the “HDG
SEL” caption on FMA
“HEADING SELECT SET”
Observes the “HDG SEL” appears on FMA
“CHECKED”
Automatic flight

PF PM
Pushes HDG SEL button on MCP
“HEADING SELECT SET”
Checks activation of proper mode on MCP
“CHECKED”

PF will keep his/her hands and legs on steering below FL100 both in manual and automatic flight.
This allows the pilot to keep proper feel of an airplane and reduce response time in case of an
emergency.

No OFP entries will be done below FL100. Above FL100 OFP entries may be done by PM with
autopilot on, low workload and in a manner not interfering with duties of PF.

MCP mode setting examples:

Conditions PF PM
Altitude Sets FL/Altitude. Verifies the setting.
“FLIGHT LEVEL…/… FEET SET” “CHECKED”
Heading Sets heading. Verifies the setting.
“HEADING … SET” “CHECKED”
Speed Sets speed. Verifies the setting.
“SPEED … SET” “CHECKED”
MCP modes Sets LNAV. Verifies the setting and
“LNAV SET” engagement.
“CHECKED”
Automatic mode engagement. Verifies engagement on FMA. Verifies engagement. Calls:
“ALTITUDE HOLD”.

Before disengagement of an AP the PF should call “AP DISENGAGE” not to startle the other crew
member.

1.4 Communication

In the cockpit

Minimum communication required by CRM rules is established in this SOP by means of call outs. It is
worth to note however, that the goal the crew wants to achieve is flawless communication. That
being said, call outs from SOP is an absolute minimum which must be met, nothing however
precludes one crew member to help the other crew member in any means possible if needed. That is
best pictured in case of non-standard or in other way tougher than normal approaches and
departures. The sort and amount of information must be suited for the receiving capability of other
person. Non-standard call-outs must be briefed beforehand.

With the ATC

Communication with ATC is usually PM’s responsibility. It must be brief and concise, with the use of
standard phraseology. It must be absolutely sure who is responsible for what at any moment during
the flight. The responsibility for communication with ATC may be conveyed to or taken by another
crew member, especially during non-normal situation, before the briefing or so:

PF PM
“MY CONTROL, MY RADIO. ENGINE FIRE OR
ENGINE SEVERE DAMAGE OR SEPARATION
NON-NORMAL CHECKLIST”
PM is relieved from responsibility for ATC
communication and is now responsible for
reading the checklist.

With the Cabin Crew

The communication with the Cabin Crew is normally done by the Captain and only when situation
allows. CC is however vital part of the crew and must be informed and briefed about any non-normal
situation during the flight. The usual ladder of communication is:

Captain => Purser => Rest of the CC

Worth noting is the fact that in case of an emergency the Purser has to learn the time available –
cabin preparations depends on this piece of information. The means to convey all the necessary
knowledge to the Purser is the NITS briefing, performed by the Captain:

N – Nature – Nature of the abnormality: what is happening

I – Intentions – What is the decision of the flight crew regarding subsequent course of flight: ditch,
divert, fly back to origin airport etc.

T – Time – Time available: usually the time of 10 minutes is of special interest to the Purser: more
than 10 minutes gives enough time for full cabin preparation, less than 10 minutes forces shortened
cabin preparation.

S – Specials – Special requests or signals: anything other than usual, or special request from the
Captain.

After receiving the briefing the Purser is expected to give a readback.

With the passengers

The passengers should be briefed about any non-normal situation in gentle manner, with simple
words and not undermine or exaggerate the situation at hand.

1.5 Sterile cockpit below FL100/10000ft

The concept of sterile cockpit assumes that the crew will not talk about non-task related matters
below FL100. This applies also to passengers announcements, arrangements with CC or with
handling. In case of an abnormal situation all of the above may be conducted, whoever impact on the
safety should be evaluated.
1.6 Lights

General outlook on the use of aircraft lights is as follows:

Navigation lights – mean that the airplane is manned. Should be on whenever somebody is on board.

Beacon lights – mean that the engines are running or are about to run. Should be on before engine
start, are switched off with the stop of rotation of a propeller.

Taxi lights – mean that the airplane is on the move. Should be on whenever the airplane is moving,
off when not – even when the stop is brief, like waiting for another traffic to cross during taxi, or
holding before the runway.

Recognition lights – are on from FL100 to After Landing flow. It’s a general rule in Commercial
Aviation, that aircraft would display additional lightning when below FL100 to allow for better
recognition.

Landing lights – are displayed from the clearance for take-off to a After Take-Off flow and from
landing clearance to After Landing flow. Illuminated mean that you are cleared for take-off or
landing.

1.7 Use of FMS

Before taxi both the Captain and FO may do the FMS entries, however usually filling out the FMS is
FO’s responsibility. Regardless of who filled out the FMS, the other crew member is required to check
for errors with the OFP. During taxi FMS entries are done by PM (FO) and confirmed by PF (CPT).
Ideally it should be done with airplane stopped, especially when changes are significant like another
SID etc. Do not hesitate to ask ATC for a brief stop during taxi to make proper changes and then
crosscheck.

In flight the PM makes the changes on command from PF. After the change is done it is confirmed by
PF before execution. Above FL100 with AP on and properly low workload PF may also make simple
inputs, like direct to a point.

During high workload times it may be better to reduce the need for complex FMS inputs and use
lower automation level, like HDG SEL, VOR/LOC etc. It is of utmost importance that one pilot always
flies the airplane, it is unacceptable to have both crew members working on an FMS at the same
time.

Example:

ATC clearance to a WPT.

PF PM
“SET DIRECT TO WPT”
Sets direct to WPT.
“DIRECT WPT SET”
Verifies the input. Executes the change.
“CHECKED”
1.8 Closed loop

All callouts are based on a concept of closed loop. According to that concept both pilots are
physically and mentally involved in a process of changing any AP setting or aircraft configuration by
means of a cross-check.

Rysunek 1. Closed loop. [T.Wasiak, "Jet Familirization - materiały szkoleniowe, OKL, 2016]

Example of implementation of a closed loop for flaps deployment:

PF PM
Calls “FLAPS APPROACH”
Checks airspeed. Calls “SPEED CHECK”
Select APPROACH position with flaps lever.
“APPROACH FLAPS SELECTED”
Monitor flaps deployment. When flaps are at
APPROACH position call:
“APPROACH FLAPS SET”
Check correct flaps position.
Call: “CHECKED”

2. Amplified Procedures

Amplified procedures set who does what and when. In the meantime CPT coordinates and manages
passenger boarding. Boarding may be started after the Purser states that the cabin sweep is done
and the CC is ready and the fuelling is done. Normal procedures are done by flows. Those flows are
presented on the photos below.
Preflight flow:

CPT:

FO:
Responsibility areas:

CPT as PF or taxiing

FO as PF or taxiing

CPT’s items are marked in red, FO’s in blue, yellow are items of joint responsibility.
2.1 Preliminary Preflight Procedure

Normally done by FO after entering the cockpit.

FIRST OFFICER:

Parking Brake – SET

Battery – ON

GPU – Checked, connected (if available)

Gear – DOWN

CB – Checked

After doing Preliminary Preflight Procedure FO receives the latest ATIS.

2.2 Preflight Procedure

CPT:

Standby fuel pumps Left – OFF

AUX TRANS OVRD LEFT – NORM

FIRE WALL SOV LEFT – OPEN

Crossfeed – Normal

Fuel Quantity – MAIN

Standby fuel pumps RIGHT – OFF

AUX TRANS OVRD RIGHT – NORM

FIRE WALL SOV RIGHT – OPEN

Parking Brake - SET

MIC – Normal

Avionics Master – ON

Inverter – ON

Ignition and engine start switch – OFF

GEN 1 and 2 – OFF

ICE VANE 1 and 2 – OFF

ENG AUTO IGNITION – OFF

AUTOFEATHER – OFF

Lights – NAV ON

Stall Warning – OFF

WSHLD Heat – ON

Brake Deice – OFF

Deice cycle – OFF

PROP – OFF (both)

Fuel Vent – ON

Pitot Heat – ON

Prop Sync – OFF

Power Levers – IDLE

Prop Levers – Full FWD

Condition Levers – Cutoff

Instruments – Set for Departure

FIRST OFFICER:

Oxygen Supply – ON

Static Air Source – Normal

Fire DET AND EXT – TESTED

MIC – Normal

Bleed Air Valves – BOTH OPEN

Radiant Heat and AFT Blower – ON

Cabin Lights – Bright/FSB and NO SMOKING LIGHTS ON

Gear – DOWN

FLAP LEVER – UP

Cabin Press – Press

Rudder Boost – OFF

Elev Trim – ON

YD – ON

Instruments – Set for Departure

Annunciatior Panels – Check

Pressurization – Set for flight

Call: “PREFLIGHT CHECKLIST”………………………………………………………………………………………………………...CPT

2.3 BEFORE START PROCEDURE:

After the PREFLIGHT CHECKLIST is done:

Call: “CALL FOR ATC CLEARANCE” ………………………………………………………………………………………………....CPT

With ATC clearance received CPT sets cleared altitude on MCP:

Call: “___FEET SET”………………………………………………………………………………………………………………………..CPT

Thereafter CPT prepares VS +2500fm in VS window (without call). FO sets xpdr code:

Call: “SQUAWK ___ SET”………………………...……………………………………………………………………………………….FO

CPT states the V1,VR,V2 from the booklet. FO writes it down of TOLD chart.

Thereafter pilot who will be PF modifies the setting in FMS and prepares navsetting.

Once the navsetting is done PF conducts the TO briefing. With the briefing done:

Exterior doors……………....…………………………..………………………………………..Verify closed, with Purser, CPT

Ground crew…………………………………………………………Communicate state of aircraft, start sequence, CPT

Call: “CALL FOR START UP CLEARNCE”…………………………………………………………………………………………….CPT

Startup clearance……………………………………………………………………………………………………………………….Obtain

Call: “BEFORE START PROCEDURE”…………………………………………………………………………………………………CPT

CPT:

Standby fuel pumps – ON

Beacon light – ON

FO:

Trim setting – RUD, AIL, ELEVATOR – move up/down, then 0

XPDR – Altitude reporting off

Call: “BEFORE START CHECKLIST”……………………………………………………………………………………………………CPT

2.4 Engine start procedure

Start sequence to ground staff……………………………………………………………………………………Announce, CPT

Engine 2 should be started first.

Call: “STARTING ENGINE __”…………………………………………………………………………………………………………..CPT

Accomplish engine start. Do not move condition lever to idle early or hot start may occur. Do not
move condition lever to idle unless N1 reaches at least 15% or hung start may occur.

Engine start switch – ON, CPT

Call: “N1” – CPT, with movement of N1 needle

At 15%:

Condition lever – low idle, CPT

Timing – start, FO

Call: “ITT” – with movement of ITT needle, FO, stop timing.

If there is no ITT in 15 seconds call: “NO ITT” – FO

At 40-45% move condition lever to high idle and switch starter off………………………………………………CPT

Call: “OIL PRESSURE”………………………………………………………………………………………….FO, with oil pressure

Call: “ENGINE STABILIZED”………………………………..……………………………………………CPT, with stable engine

If any engine parameter exceeds maximum value, do the ABORTED ENGINE START NNC.

2.5 BEFORE TAXI PROCEDURE

With both engines stabilized:

Call: “BEFORE TAXI PROCEDURE”

CPT:

Generators – both ON

Engine auto ignition – ARM

Auto feather – ARM

Pitot heat – ON

Anti ice – as required

Call: “FLAPS ___” – flaps for TO

FO:

Set flaps for take off.

Check freedom of movement of flight controls.

Call: “BEFORE TAXI CHECKLIST”………………………………………………………………………………………………………CPT

2.6 TAXI PROCEDURE

Taxiing is high workload phase of flight and should be briefed beforehand like any other high
workload phase of flight. Both crewmembers must have taxi charts prepared. The taxi routing given
by ATC must be written down by the FO. Before commencement of the taxi, CPT shall briefly review
the taxi routing, and shall confirm with FO any intention to turn, hold short or line up. ANYTIME THE
CREW IS NOT CERTAIN OF AIRCRAFT POSITION, THEY SHOULD STOP AND CALL ATC.

CPT FO
“Call for taxi clearance” Calls for taxi clearance
With taxi clearance received and briefed
“Left clear” “Right clear”
Switches TAXI light ON.
2.7 BEFORE TAKE OFF PROCEDURE

CPT FO
“CABIN READY FOR DEPARTURE” – received from PURSER
“CABIN CREW BE READY FOR DEPARTURE” – said on PA
“BEFORE TAKE OFF PROCEDURE”
Set STROBE lights ON SET XPDR TO ALT REPORTING ON
“BEFORE TAKE OFF CHECKLIST” Read BEFORE TAKE OFF CHECKLIST
When cleared for take off:
Set landing and recognition lights ON

2.8 TAKE OFF PROCEDURE

Condition PF PM

When lining up Call: “LEFT CLEAR” Call: “RIGHT CLEAR”

When aligned If FO is PF: If FO is PF:

with centreline. “You have control, I have radio” “I have control, you have radio”

Takeoff clearance - “READY?”

received - “READY”
- “TAKEOFF”

Advance Power Levers to

approximately half scale.
- “SET TAKEOFF POWER”
Advance Power Levers to
set:
TQ……………………………2230
RPM…………………………2000

Takeoff clearance Check correct TO power:

received
- “TAKEOFF POWER SET”
Check correct TO power

- “CHECKED”

When FO is PF: When FO is PF:

“YOUR POWER LEVERS” “MY POWER LEVERS”
Takeoff roll - Maintain light forward - Monitor airspeed and
pressure on the yoke parameters and callout any
abnormal indications
- At 70 knots:
- “70 KNOTS”
- “CHECKED”
- Crosscheck the ASI and relax
the pressure

At V1 - Verify V1 speed - “V1”

CPT removes his/her hand from
power levers
At VR - Verify VR speed - “ROTATE”
- Commence rotation

Positive rate of - Verify positive rate of climb on - “POSITIVE RATE”

climb altimeter and VSI
- “GEAR UP”
Monitor retraction of the gear. Move the gear lever to UP position.
Verify retraction.
Initial climb Monitor parameters and call any abnormals

At 400 feet AGL - “FOUR HUNDRED”

- “SET NAV/HEADING”

- “SET FLIGHT DIRECTOR” - “NAV/HEADING/VS SET”

- “FD SET”

Verify modes on the FMA

- “CHECKED”
At 800 feet AGL - “EIGHT HUNDRED”
- “SET CLIMB POWER”
Set climb power:
TQ………………………………….2000
RPM……………………………….2000

- “CLIMB POWER SET”

Verify climb power
- “CHECKED”
At 1000 feet AGL Command desired AP modes, - “ONE THOUSAND”
especially vertical ones. Execute commands.
Switch ON the AP
- “AUTOPILOT IN COMMAND,
MY MCP”

Verify “AP” appears on FMA

- “CHECKED”
At 3000 feet AGL - “THREE THOUSAND”
- “CHECKED. ACCELERATION”
Start acceleration manually, or
with use of VS mode – set 500
fpm up.
Acceleration to At speed of 140 kts:
clean - “FLAPS UP”
configuration - “SPEED CHECKED”
Verify proper speed. Select flaps
up.
- “FLAPS UP SELECTED”
Verify flaps retraction. Verify flaps retraction. With flaps up:
Verify flaps up. - “FLAPS UP SET”

Clean Set VS so as to keep speed of no less AFTER TAKEOFF PROCEDURE:

configuration 140 kts, preferably 160 kts.
- “AFTER TAKEOFF PROCEDURE
AND CHECKLIST”
CPT: Set landing lights OFF
Set Auto Ignition OFF
Passing transition
alitutude - “STANDARD”
Set 1013 hPa on altimeter
Crosscheck altimeter setting
- “FLIGHT LEVEL ___ NOW”
- Verify bleeds are ON
- Verify climb power is set
- Verify flaps are UP
- Verify gear is UP
Read AFTER TAKEOFF CHECKLIST
- “TRANSITION ALITUDE”
Set 1013 hPa on altimeter
Crosscheck altimeter setting
Check for excessive deviation.
- “CHECKED”

Passing FL100 - “FLIGHT LEVEL 100”

- “CHECKED”
Decide about FSB signs. - Check pressurization

- Set FSB as required

- Check 1013 on altimeters

- Check gear is up

- Check landing and recognition

lights off

- Check flaps up, fuel on board,

and 121,5 set on 2nd radio
Use PALF acronym:
P – Passengers and pressurization
A – Altimeters
L – Landing (gear), Lights
F – Flaps, Fuel, Frequency
2.9 CLIMB AND CRUISE PROCEDURE

At least 1000ft below cleared altitude climb should be performed with max rate of 1000 fpm.

Call: “1000FT TO LEVEL OFF”…………………………………………………………………………………………………………PM

Automatic engagement of ALT HOLD mode should be announced by PM.

After level off PF checks:

A – Aerodromes (Nearest)

L – Legs (route continuity in FMS)

F – expected fuel at arrival

PM records all commands from ATC, and records every 30 minutes fuel usage.

2.10 DESCENT PROCEDURE

Condition PF PM

Prior to TOD - “YOU HAVE CONTROL” - “I HAVE CONTROL”

Tune in ATIS of destination AD . Copy
ATIS on TOLD chart, inform PM about
WX. Program FMS. Tune in navaids.
Set Course Selector Pointers. Set DA or
MDA. Calculate Landing Weight.
Calculate Landing Distance. Establish
Vref and approach speed*. Review AC
status on annunciator.
- Do the approach briefing - “YOU HAVE CONTROL”
- Call: “I HAVE CONTROL” Set minimums on your side
- Read DESCENT CHECKLIST
- “DESCENT CHECKLIST” - Set FSB ON
PA: “CABIN CREW STARTING DESCENT”

*Approach speed should be Vref plus half of steady headwind up to 15 kts, minimum of 5 kts.
2.11 APPROACH PROCEDURE

Crew shall not make any OFP entries below FL100.

Condition PF PM

Passing FL100 - “FLIGHT LEVEL

100/10000FEET”
- “CHECKED”
- Set recognition lights ON
Use VIP acronym:
- V – Check Vref and LW
- I – Check identifier of navaids,
and correct frequencies
- P – Check correct
(de)pressurization

PA: “CABIN CREW FLIGHT LEVEL 100”

Clearance to Call: “ALTIMETERS”

descent below Set QNH on altimeter Set QNH on altimeter
Transition Level Call: “____FEET NOW” Check correct indication
Call: “CHECKED”
Call: “APPROACH CHECKLIST” Read APPROACH CHECKLIST

2.12 LANDING PROCEDURE – GENERAL REMARKS

Every approach shall be conducted as a stabilized approach. If an approach becomes unstable below
1000 ft AGL in IMC and 500ft in VMC immediate go-around shall be performed.

STABILIZATION CRITERIA:

- The airplane is on correct flight path

- Only minor heading and pitch changes are needed to maintain correct flight path
- The airplane is at approach speed with maximum deviations of +10/-5kts
- The airplane is in the correct landing configuration
- Sink rate is not greater than 1000fpm, unless approach requires it and special briefing has
been done
- Power is more than idle
- All briefings and checklist has been done

Additionally if navaid or instrument failure affects significantly the ability to safely fly the approach,
the missed approach procedure must be initiated.

If flight parameters start to deviate from correct values, it must be clearly stated by PM according to
the table below:
Flight parameters deviation calls

Parameter If deviation exceeds Call required Answer

IAS - Final app “SPEED” “CORRECTING”

speed + 10kts,
or flap placard
speed – 5 kts
- Below Final
app speed

BANK ANGLE 10 deg “BANK”

LOCALIZER 1 dot “LOCALIZER”

GLIDE SLOPE 1 dot “GLIDE SLOPE”

SINK RATE 1000 fpm “SINK RATE”

2.13 LANDING PROCEDURE ILS CAT I AND VOR

Conditions PF PM

Approaching 8NM Inform PM about speed reduction.

Call: “SPEED REDUCTION”
Reduce speed to 160 kts.
Call: “FLAPS APP”
Monitor flaps deployment.
Verify correct speed.
Call:”SPEED CHECKED. FLAPS APP
SELECTED”
Deploy app flaps. Monitor deployment.
- “APP FLAPS SET”

When cleared for Set APP mode. Verify mode on FMA.

approach “APP SET” “APP CHECKED/ARMED” (with blinking
red caption)

Localizer alive - “LOCALIZER ALIVE”

then captured When captured:
Set heading of final approach course. - “LOCALIZER CAPTURE”
- “RUNWAY HEADING SET”
- “CHECKED”
Glideslope alive Decelerate to 140 kts. - “GLIDESLOPE ALIVE”
then captured Call: “GEAR DOWN” - “SPEED CHECK”. Verify correct
(1 dot below) or speed. Select and verify gear
5NM final Call: ”FLAPS LANDING” down
- Set auto ignition to ARM - “SPEED CHECKED. LANDING
FLAPS SELECTED”
Call: ”SET HIGH RPM” - “LANDING FLAPS SET. GEAR
- Decelerate to Final app speed DOWN SET”
- Advance prop levers full fwd.

Verify high rpm setting. - “HIGH RPM SET”

 With glideslope - “GLIDESLOPE CAPTURE”
captured Verify capture. Set GA altitude.
- “GO AROUND ALTITUDE SET”
Verify setting.
- “CHECKED”
PA: “CABIN CREW BE READY FOR LANDING”

When in landing Call: “LANDING CHECKLIST” Read LANDING CHECKLIST

configuration

1000 ft AGL in - “1000/500 STABILIZED” if stable

IMC, 500 ft VMC - “CONTINUE” or “GO - “1000/500 NOT STABILIZED, GO
AROUND, FLAPS APP, CHECK AROUND”
POWER”
When cleared to - Set landing lights ON
land

100 ft above Scan head up and head down - “APPROACHING MINIMUMS”

minimums

At minimums - “LANDING” or “GO AROUND, - “MINIMUMS”

FLAPS APP, CHECK POWER”
- If landing, disengage AP:
- “AP DISENGAGE”
- “CHECKED”
Call according to radio altimeter:
“FIFTY, FOURTY, THIRTY, TWENTY,
TEN”

Non – precision approach (VOR):

Previous actions as in ILS.

Conditions PF PM

When cleared for Set NAV mode. Make sure VLOC is

approach set on GNS.
- “NAV SET” - “CHECKED. NAV ARMED” (with
blinking red NAV caption)

On final track - “NAV ALIVE” (with HSI bar movement)

- “NAV CAPTURE”
- “RWY/FINAL APPROACH HDG SET”
- “CHECKED”
Conditions PF PM

2NM from FAF Deccelerate to 140kts. - “APPROACHING GLIDE PATH”

- “GEAR DOWN. FLAPS FULL”
Select gear down and flaps full in closed
Slow down to final app speed. loop
- “SET HIGH RPM” - “HIGH RPM SET”

When in landing configuration:

- “LANDING CHECKLIST” Read landing checklist

Set MDA on MCP - “CHECKED”

- “MDA SET”
“CABIN CREW BE READY FOR LANDING”

Overhead FAF - “FINAL APPROACH FIX”

- “DESCENDING MDA __ FEET”
Set desired VS in VS mode to
descend to MDA
- “VERTICAL SPEED __ SET” - “CHECKED”

Altitude checks Adjust VS accordingly - “ __ NM, ON GLIDE PATH” or “__ FEET

during approach ABOVE/BELOW”

1000/500ft AGL - “1000/500 STABILIZED”

- “CONTINUE” or “GO AROUND,
FLAPS APP, CHECK POWER”

300 ft above Set GA altitude on MCP

minimum - “GA ALTITUDE SET” - “CHECKED”

Approaching Rest the same as in ILS approach – approaching minimums, minimums, landing
minimums, or go around.
minimums and
landing/GA
 2.14 GO AROUND PROCEDURE

Condition PF PM

Unstable or no - “GO AROUND, FLAPS Execute commands. Check power and

visual reference APPROACH, CHECK POWER” advance to redline if needed.
at minimums - Push TOGA button - “FLAPS APP SELECTED, POWER
- Advance power to +/- full CHECKED”
- Rotate to 15 deg initially, then
maintain 140 kts
Positive ROC - “POSITIVE RATE”
- “GEAR UP”

At 400 ft AGL - “FOUR HUNDRED”

- “SET HEADING SELECT, NAV”
- Choose appropriate mode Execute command
At 1000 ft AGL Call: “ACCELERATION” - “ONE THOUSAND”
Accelerate to 140 kts. Retract flaps.
Call: “FLAPS UP”
Switch ON the AP. - “CHECKED”
- “AUTOPILOT IN COMMAND,
MY MCP”
With flaps Call: “SET CLIMB POWER” Execute commands.
retracted - “AFTER TAKE OFF PROCEDURE
AND CHECKLIST”

2.15 LANDING ROLL PROCEDURE

Condition PF PM

Touchdown Set power levers to idle. Select reverser. - “REVERSERS” with reverser
indication on annunciator panel
- “CHECKED” - “100 KNOTS”
- “CHECKED” - “80 KNOTS”
Landing roll
- “CHECKED” - “60 KNOTS”
At 60 kts deselect reverse thrust.
2.16 AFTER LANDING PROCEDURE

When clear of the runway.

CPT:

Engine auto ignition – OFF

Auto feather – OFF

Landing and recognition lights – OFF

Strobe lights - OFF

Taxi light – ON, when turning to final parking position OFF

FO:

Flaps – UP

XPDR – alt reporting off

2.17 SHUTDOWN PROCEDURE

CPT:

Parking brake – SET

Condition levers – CUTOFF

With engines OFF (N1 less than 20%):

Fuel pumps – OFF

Generators – OFF

Stall warn – OFF

Winshld heat – OFF

Call: “SHUTDOWN CHECKLIST”

FO:

FSB – OFF

XPDR – OFF

Read SHUTDOWN CHECKLIST

2.18 SECURE PROCEDURE

With deboarding complete:

CPT:

Inverter – OFF

Avionics – OFF

Battery and nav lights - OFF

 3. Non – normal procedures

The following steps should be taken in case of non-normal situation:

1. Non-normal recognition

Pilot who recognizes the failure states it clearly and precisely. Call (PM) : “MASTER CAUTION.
___”

2. Maintain airplane control

It’s mandatory for PF to keep the control over the airplane and manage flying and navigation
while the PM does the NNC. Maximum use of AP is recommended. Call: (PF) “I HAVE CONTROL
AND RADIO”

3. Analyse the situation

NNC should be accomplished only after all annunciator panels and engine parameters have been
reviewed and failure precisely recognized. Call: (PF) “STATE MALFUNCTION”

4. Take proper action

Proper action should be taken, however PF should take care not to overload PM with tasks and
commands. Use common sense to manage the cockpit workload. After the NNC has been done
all warning lights should be reviewed and the need to do another NNC evaluated.

5. Evaluate the need to land

If the checklist or judgement of the aircrew directs to land at the nearest suitable airport it
should be noted, that “nearest” is meant in terms of time.

3.1 TDODAR and NITS briefing

After the NNC is done and the airplane is above MSA or in holding, special procedure to analyse the
situation should be taken in form of TDODAR:

T – Time - fuel on board or any other thing which restricts the time available

D – Diagnose - what is happening?

O – Options – what options do we have

D – Decide – the decision. Last word belongs to CPT, however consensus is desired

A – Act – execute the decision

R – Revise – is it still a good decision? Was it ever?

First 3 steps should be taken by FO to avoid authority bias. After the decision is made it should be
announced to Purser by means of NITS briefing and to passengers by PA.

3.2 Evacuation

In following cases immediate evacuation should be considered:

- Fire inside or outside of the aircraft

- Dense smoke in the cabin
 - Unusual attitude of aircraft or sounds which may indicate breaking up of the hull
- Ditching

It is mandatory to make a PA announcement to CC whenever non-normal situation occurs, which

may make them proceed with the evacuation:

- “REMAIN SEATED” – be ready for evacuation but remain on standby

- “NORMAL OPERATION” – evacuation is not needed, proceed normally
- “EVACUATE” – start the evacuation

3.3 REJECTED TAKE OFF

The captain has the sole responsibility for the decision to reject the take off. The RTO maneuver must
be started before V1 – first input must be made before that speed. Prior to 80 kts RTO should be
started for any Master Caution, failure or non-normal situation. After 80 kts RTO should be initiated
only for:

- Any fire or fire indication

- Engine failure
- Windshear
- Airplane unsafe or unable to fly

Rejected take off:

CPT FO

Without delay: Verify:

- Take control - Power levers closed
- Close power levers - Max brakes applied
- Apply max manual brakes - Reversers on
- Use reverse thrust up to maximum Call: “REVERSERS” or “NO REVERSERS”
Call: “ONE HUNDERD, EIGHTY, SIXTY
KNOTS”
At 60 kts deselect reverse thrust if safe to do so. When approaching steady red lights:
Call: “THREE HUNDRED METERS”

After airplane comes to complete stop: After airplane comes to complete stop:
- Apply parking brake - Inform ATC
- PA: “REMAIN SEATED” - Deploy full flaps

- “STATE MALFUNCTION” - “We have engine fire/failure…” –

recognize the failure
- “Affirm” – verify the failure

- “Engine fire memory items” –

accomplish memory items or NNC if no
memory items
Announce the action that will be taken to ATC.
Accomplish evacuation or not, depending on the
situation. If evacuation is not needed call on PA:
“NORMAL OPERATION”
3.4 Any engine failure after V1

General guidance:

- First FLY! Then navigate. Then communicate. Then check.

- At 400ft as for HDG
- PF calls: “STATE MALFUNCTION” and recognition process begins
- After proper recognition there comes execution of memory items.

Conditions PF PM

At speed of V1 MALFUNCTION OCCURED

or above
Call: “ROTATE”
Rotate the airplane. Maintain 121kts
minimum after rotation.

Positive ROC - “POSITIVE RATE”

- “GEAR UP”
- “BELL CUTOUT” in case of fire Cutout the bell.
At 400ft AGL - “FOUR HUNDRED”
- “SET HDG”
- “HDG SET”
- “CHECKED”
Call: “STATE MALFUNCTION”
Recognise the failure and state it clearly
- “No N1, no ITT, prop overseed…
etc”
- “We have engine 1/2 fire/failure…
etc”
Verify the recognition.
- “AFFIRM”

With airplane - “MEMORY ITEMS NNC ENGINE

under control FIRE”
and memory - Place hand on power lever of
items to do failed engine
- “POWER LEVER 1/2” - Verify correct power lever
- “AFFIRM”
- “CLOSE”
- Place hand on prop lever of failed
engine

- Verify correct prop lever - “PROP LEVER ENGINE 1/2"

- “AFFIRM”
- “FEATHER”
Airplane under - Place hand on condition lever
control of the failed engine
- Verify correct engine - “CONDITION LEVER ENGINE
- “AFFIRM” 1/2"
- “CUTOFF”
------------------------------------------------------- ----------------------------------------------------
In case of engine fire: In case of engine fire:

- Place hand on fire switch of

failed engine
- Verify correct switch. - “ENGINE FIRE SWITCH 1/2"
- “AFFIRM”
- “PUSH”
------------------------------------------------------- ----------------------------------------------------

- “MEMORY ITEMS COMPLETE”

At minimum Call: “ACCELERATION” - “ONE THOUSAND”

of 1000 ft AGL Start acceleration to clean speed. - Contact ATC with mayday
if not - Set squawk 7700
otherwise
specified At speed of 140 kts: - “SPEED CHECKED”
- “FLAPS UP”
- “FLAPS UP SELECTED”

- “FLAPS UP SET”

- “CHECKED” - Set TQ 2000, RPM 2000 on

- “SET CLIMB POWER” operating engine

- Engage AP
- Read the checklist.
- “I HAVE RADIO. NNC ENGINE
FIRE/FAILURE etc”

- When NNC complete:

- Do the AFTER TAKEOFF
- “AFTER TAKEOFF PROCEDURE procedure and checklist
AND CHECKLIST”