FAA approved Doc. No. HS 1.16 SECTION 4 ABNORMAL/NORMAL PROCEDURES This Section is divided into two separate Sub-sections as follows: Sub-section Contents 4.05 ABNORMAL PROCEDURES 4.10 NORMAL PROCEDURES Section 4 Page 1FAA approved Doc. No. HS 1.16 Intentionally left blank Section 4 Page 2FAA approved Doc. No. HS 1.16 SUB-SECTION 4.05 ABNORMAL PROCEDURES TABLE OF CONTENTS INTRODUCTION POWERPLANT ENGINE RELIGHT IMMEDIATE RELIG! WINDMILL RELIGHT STARTER ASSISTED (NORMAL) RELIGHT Figure 4.05 -1 ~ Engine Relight Envelope .. ENGINE COMPUTER FAILURE e ABNORMAL INDICATIONS OR BEHAVIOR HIGH ENGINE VIBRATION THRUST REVERSER MALFUNCTIONS (if installed) RUDDER BIAS NOT INHIBITED. UNLOCK AND/OR ARM INDICA’ AUTOSTOW .. APU MALFUNCTIONS, APU FAILURE. APU GENERATOR OVERHEAT APU GENERATOR FAILURE. FUEL SYSTEM FUEL LOW LEVEL ... FUEL LOW PRESSURE VENTRAL FUEL TRANSFER FAILURE (if ventral tank is installed) ENGINE FUEL MALFUNCTION E AIR CONDITIONING/PRESSURIZATION .. DUCT OVERHEAT .. AUTOMATIC TEMPERATURE CONTROL FAILURE FLIGHT DECK HEAT VALVE STUCK OPEN ... MAIN AIR VALVE NOT IN SELECTED POSITION AUTOMATIC PRESSURE CONTROL FAILURE FAILURE TO PRESSURIZE .. AUXILIARY COOLING PACK (if installed) ‘Sub-section 4.05 Page 1 aFAA approved Doc. No. HS 1.16 SUB-SECTION 4.05 ABNORMAL PROCEDURES TABLE OF CONTENTS. ELECTRICAL SYSTEM ‘SINGLE GENERATOR FAILURE ... BUS TIE OPEN.. ABNORMAL ELECTRICAL INDICATIONS. GENERATORS OUT OF BALANCE BATTERY HOT (Nicad Only). BATTERY CONTACTOR XS 1 OR XS 2 FAIL : SINGLE INVERTER FAILURE... DOUBLE INVERTER FAILURE LOSS OF xS1 .. LOSS OF xs2 LOSS OF XE MWS DIMMER FAIL FLYING CONTROLS . ELEVATOR TRIM WARNING RUDDER BIAS MALFUNCTION ‘STALL WARNING/STALL IDENTIFICATION STALL IDENTIFICATION SYSTEM .. STALL IDENTIFICATION WARNINGS HYDRAULIC SYSTEM .. MAIN HYDRAULIC FAILURE ... EMERGENCY BRAKE LOW PRESSURE .. HYDRAULIC LOW PRESSURE HYDRAULIC SYSTEM OVERHEAT HYDRAULIC AUXILIARY SYSTEM LOW FLUID LEVEL. LANDING GEAR ... LANDING GEAR DOES NOT RETRACT .. LANDING GEAR LEVER CANNOT BE MOVED ... MAIN LANDING GEAR VIBRATION GROUND PROXIMITY WARNING SYSTEM. Sub-section 4.05 Page 2 ooFAA approved Doc. No. HS 1.16 SUB-SECTION 4.05 ABNORMAL PROCEDURES TABLE OF CONTENTS ICE AND RAIN PROTECTION .. ENGINE ANTICE ... ANTICE LOW QUANTITY ANTICE LOW PRESSURE ........ AIRFRAME ICE PROTECTION SYSTEM MALFUNCTION PITOT HEATER FAILURE VANE HEATER FAILURE WINDSCREEN OVERHEA’ SIDESCREEN OVERHEAT .. WINDSCREEN DAMAGE. ALTERNATOR FAILURE AUTOPILOT AND NAVIGATION with Collins APS-85 and EFIS-85 B (2) or Collins APS-85 and EFIS-85 E (4). AP TRIM WARNING .. ELEVATOR FAIL WARNING .. AUTOPILOT AND NAVIGATION with Collins APS-80 and EFIS-85 B (1). ELEVATOR MISTRIM AILERON MISTRIM. Figure 4.05 - 2 ~ Height Loss Following Autopilot Malfunction ~ Collins APS-85 Installed Figure 4.05 - 3 ~ Height Loss Following Autopilot Malfunction ~ Collins APS-80 InstalledWith CAT 2 Selected OFF Figure 4.05 - 4 ~ Height Loss Following Autopilot Malfunction ~ Collins APS-80 InstalledWith CAT 2 Operative AIR DATA and FLIGHT INSTRUMENTS with Collins APS-85 and EFIS-86 E (4) ATTITUDE HEADING REFERENCE S EFIS FAILURE with Collins APS-80 and EFIS-85 B (1) .. DOUBLE DPU FAILURE .. EFIS FAILURE with Collins APS-85 and EFIS-85 B (2) or Collins APS-85 and EFIS-86 E (4) .. DOUBLE DPU FAILURE .. ‘Sub-section 4.05 Page 3 aaFAA approved Doc. No. HS 1.16 SUB-SECTION 4.05 ABNORMAL PROCEDURES TABLE OF CONTENTS Page PFD FAILURE with Collins APS-80 and EFIS-85 B (1) or Collins APS-85 and EFIS-85 B (2) or Collins APS-85 and EFIS-86 E (4) ND FAILURE ... DISPLAY FAILURES .. EFIS FAN FAIL. EFIS OVERHEAT CATEGORY 2 APPF MISCELLANEOUS. ENTRY DOOR UNLOCKED . EMERGENCY LIGHTS NOT SELECTED (f Installed)... Sub-section 4.05 Page 4 aoFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES SUB-SECTION 4.05 ABNORMAL PROCEDURES INTRODUCTION ‘The procedures contained in this section have been developed and recommended by the manufacturer for use in the operation of this airplane. These procedures are for guidance only in identifying acceptable operating procedures for abnormal conditions. An abnormal n, in this context, is defined as an unusual situation in which immediate and precise action will substantially reduce the risk of degradation to the airplane operation. Silencing of audible warnings will enhance crew co-ordination in the performance of abnormal procedures. NOTE: In these Procedures it is assumed that the positions of the Captain and First Officer are as follows: Captain - Occupying the loft crew seat. First Officer - Occupying the right crew seat. Annunciators Annunciators within the procedural sections of this Airplane Flight Manual are shown by the following symbols: EMERGENCY (RED) ABNORMAL (AMBER) ADVISORY (WHITE) AIR BRAKE The hash sign (#) is used to indicate that two (or more) annunciators exist for a particular service or warning. Prior to initiating the actions required by the appropriate procedure, the crew must establish the exact source of the annunciated condition, e.g: ENGINE 1 FIRE or ENGINE 2 FIRE. MWS annunciators located on the roof panel are shown on the left side of a page. ‘Annunciators located on the main MWS panel are shown on the right side of a page. The red master warning flashers on the glareshield are not shown, it is expected that the crew are familiar with the need to push either flashers to acknowledge a new indication. ‘Sub-section 4.05 Page 5 ooFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES Intentionally left blank ‘Sub-section 4.05 Page 6FAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES POWERPLANT ENGINE RELIGHT CAUTION: RELIGHTS SHOULD NOT BE ATTEMPTED IF: 1, ENGINE FAILURE IS ACCOMPANIED BY SYMPTOMS OF INTERNAL ENGINE DAMAGE. or 2. NO INDICATION OF N,. IMMEDIATE RELIGHT NOTE: This procedure may be used if flame-out is detected quickly. CAUTION: IF Np FALLS BELOW 15%, COMPLETE THE NORMAL RELIGHT PROCEDURE. ENG IGNITION. Thrust Lever FUEL ENRICH (if required) Fuel Flow, ON Close . Push up to 400°C - Observe starting flow . Monitor If relight unsuccessful (N1 and Nz RPM do not increase within 10 seconds) or ITT rapidly approaches 952° C: HP COCK.... ENG IGNITION... When engine has relit: Thrust Lever.. ENG IGNITION Engine Indications GEN.. BUS TIE (if open). tfengine does not relight, carry out ENGINE SHUTDOWN OR FAILURE IN FLIGHT procedure. ‘Sub-section 4.05 Page 7 ooFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES WINDMILL RELIGHT Airspeed and altitude . Within envelope shown in Figure 4.05-1 N, RPM.. Indicating Np RPM 10% or more HP COCK.. Close LP COCK. OPEN ENG ANTICE .. OFF Fuel PUMP. ON ENG SYNC. OFF MAIN AIR VLV.. CLOSE ENG IGNITION ON HP COCK.. OPEN FUEL ENRICH (if required)... Push up to 400°C NOTE: FUEL ENRICH will not be available with the engine computer inoperative. Observe starting flow Monitor. or If ITT rapidly approaches 952° C or If no oil pressure indicated within 10 seconds of light up: HP COCK. Close If relight is unsuccessful, wait 10 seconds before making another attempt. After Start: ENG IGNITION... . OFF GEN... . Check on line BUS TIE (if open} CLOSE Engine Indications.. MAIN AIR VLV. Thrust Lever ALTERNATOR, ENG SYNC Wing Fuel XFEED/TRANSFER Lever. Close when fuel is balanced ‘Sub-section 4.05 Page 8 ooFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES STARTER ASSISTED (NORMAL) RELIGHT Airspeed and Altitude. Within envelope shown in Figure 4.05-1 Both indicating Close eeOpen OFF N, & No RPM. HP COCK LP COCK ENG ANTICE. Fuel PUMP ON ENG SYNC.. OFF MAIN AIR VLV .CLOSE START PWR ..... -Push ~ light illuminates ENG Starter esse Push ~ light illuminates HP COCK asso Open atfabove 10% Nz FUEL ENRICH (if required) Push up to 400°C NOTE: FUEL ENRICH will not be available with the engine computer inoperative. Fuel Flow ITT a If light up does not occur within 10 seconds bserve starting flow Monitor or If ITT rapidly approaches 952° C or If no oil pressure indicated within 10 seconds of light up: HP COCK lose START PWR Switch.. -PUSH FOR ABORT If relight is unsuccessful, wait 10 seconds before making another attempt. After Start: ENG Starter ight extinguishes above 45% Nz START PWR .. LOff ~ light extinguished GEN. .Check on line BUS TIE (If Open). ensensese CLOSE Engine Indications ..Normal MAIN AIR VLY sss OPEN Thrust Lever ssn Set as required ALTERNATOR. sso ON ENG SYNC Wing Fuel XFEED/TRANSFER Lever As required .Close when fuel is balanced Sub-section 4.05 Page 9 osALTITUDE - THOUSANDS OF FEET FAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES INDICATED AIRSPEED - KNOTS Starter Assisted Relight Windmill Relight Engine Computer Complete envelope OPERATIVE || (including shaded area) Serine shaded area of erwetape available anne , ‘Complete envelope Sai 5 Engine Computer ‘Shaded area of envelope below. ~ {including shaded area) INOPERATIVE | (eluding shade 20,000 ft. available NOTE: It is recommended that windmill relights should not be attempted with the engine computer inoperative. Engine Relight Envelope Figure 4.05-1 Sub-section 4.05 Page 10 asFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES ENGINE COMPUTER FAILURE NOTE: Engine synchronizer also disengages ENG CMPTR.. ‘Thrust Lever. -OVSPD PROT Adjust to keep required RPM & ITT. ‘Monitor imitations. If malfunction occurs during take-off: Below 80 knots -Abort Above 80 knots Continue take-off ~ Keep engine within Niaee IFN, rises, reduce thrust to achieve N; ger and monitor limitations. Monitor engine limitations. If malfunction occurs at Maximum Continuous Power: ‘Thrust Lever.. Adjust to achieve maximum continuous ITT (924°C) Engine Indications .. Monitor limitations ABNORMAL INDICATIONS OR BEHAVIOR 1. RPM fluctuating or not controlled: Thrust Lever. Mid-range position ENG CMPTR .OVSPD PROT Thrust Lever. Adjust to keep required RPM. (Monitor ITT Limitations) 2. Oiltemperature above limits: Carry out ENGINE FAILURE procedure. Note maximum temperature and duration. ‘Sub-section 4.05 Page 11 osFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES HIGH ENGINE VIBRATION If engine matfunction is confirmed or general vibration is present, carry out ENGINE FAILURE procedure. If high engine vibration is suspected, carry out the following procedure on each engine, one ata time: * Slowly retard the engine thrust lever to idle and monitor the engine instruments for any abnormalities. Note if there is any reduction in the vibration levels as the thrust lever is being retarded. Slowly move the thrust lever to its original position and note if there is any increase in vibration levels or if there are any abnormalities on the engine instruments. + Ifithas been determined from this procedure that there are high levels of vibration from one of the engines, carry out the ENGINE FAILURE procedure on the affected engine. Sub-section 4.05 Page 12 aoFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES THRUST REVERSER MALFUNCTIONS (if installed) RUDDER BIAS NOT INHIBITED On the ground WITH thrust reverse selected. Both Thrust Reverse Levers ... Reverse Idle UNLOCK AND/OR ARM INDICATIONS IN FLIGHT and/or ARM Associated POWER Switch(es)... AUTOSTOW ARM in flight OFF If indications normal: If indications persist: Engine may be used as required| Select engine to idle and land as soon! as practicable. Sub-section 4.05 Page 13 osFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES APU MALFUNCTIONS APU FAILURE (Sunstrand Turbomach T-62T-40C8D1~ if installed) MASTER Switch OFF (see NOTE:) NOTE: Do not reselect MASTER switch to ON. The cause of the APU shut-down must be established by reference to the BITE system in the Rear Equipment Bay. Prior to flight, the APU and the Rear Equipment Bay must be inspected for damage that may have resulted from an APU rotor failure APU GENERATOR OVERHEAT (Sunstrand Turbomach T-627-40C8D1~ if installed) MASTER Switch ... OFF APU GENERATOR FAILURE No action required. ‘Sub-section 4.05 Page 14 asFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES FUEL SYSTEM FUEL LOW LEVEL When the fuel contents of either wing tank are reduced to less than 320 Ib (150 kg), set the WING FUEL cock to X FEED. ‘A fuel quantity of at least 400 Ib (180 kg) is required to complete a go-around and subsequent circuit and landing. If fuel contents are reduced to below 400 Ib (180 kg), a Go Around should not be attempted. FUEL LOW PRESSURE WING FUEL Cock. FUEL LO PRESS Annunciator Failed Fuel PUMP If ventral fuel tank is installed, proceed as appropriate: VENTRAL TANK NOT EMPTY VENTRAL TANK EMPTY Select WING FUEL cock alternately Use AUX FUEL TRANSFER cock to X FEED and TRANSFER to keep Wing Fuel contents balanced within selectively to maintain Wing Fuel balance within 500 Ib (227 kg) 500 Ib (227 kg) ‘Sub-section 4.05 Page 15 osFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES VENTRAL FUEL TRANSFER FAILURE (f ventral tank is installed) VENTRAL TANK indicator does not change from FULL within two minutes of selecting AUX FUEL TRANSFER cock. Check Wing FUEL Contents .. Proceed as appropriate: WING CONTENTS INCREASING || WING CONTENTS DECREASING Continue flight. Land as soon as possible using normal technique. Leave AUX FUEL TRANSFER cock open for 20 minutes plus 5 minutes in] | CAUTION: PROLONGED FLIGHT cruise. COULD RESULT IN CG EXCEEDING THE AFT If LO Vivo horn operates after this time, LIMIT. momentarily pull SPEED WARN relay circuit breaker (Panel DA-D) ENGINE FUEL MALFUNCTION Thrust Lever Reduce power of affected engine nti! the warning is cancelled, or to idle. If warning persists and is accompanied by engine matfunction, carry out ENGINE SHUTDOWN OR FAILURE IN FLIGHT procedure. NOTE: The malfunction indicates either Fuel Filter blocked, or Fuel overheat. Sub-section 4.05 Page 16 asFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES AIR CONDITIONING/PRESSURIZATION DUCT OVERHEAT CABIN TEMP (if installed) ... LT DK CABIN TEMP Selector... seeeutnenMANUAL ~ Hold full COOL If warning ceases: CABIN TEMP Selector. ..USE in MANUAL mode NOTE: Temperature changes in Manual mode should be made by short applications of the control. Allow sufficient time for each change to take effect. If warning persists: CABIN TEMP Selector. If warning persists: MAIN AIR VLVs 1 & 2 ese Wait 2 minutes. If warning persists: \UTO ~ Full COOL PON No. 2 Engine Increase power to a high setting MAIN AIR VLVs 1 & 2 CLOSE FIDK VLV.. PEN fully NOTE: With the F/DK VLV open the hot bleed air can maintain a cabin altitude of approximately 9,000 ft at 40,000 airplane altitude, assuming no abnormal leaks in the cabin. The temperature in the flight compartment and cabin will become high. AUTOMATIC TEMPERATURE CONTROL FAILURE CABIN TEMP (if installed) ....... CABIN TEMP Selector.. FLT DK .nuMANUAL ~ Select COOL or HOT as required. NOTE: Temperature changes in Manual mode should be made by short applications of the control. Allow sufficient time for each change to take effect. If the manual temperature control is not effective, proceed as follows: (a) If the temperature is too low: MAIN AIR VLV No. 2. FIDK VLV (b) Ifthe temperature is too hig) LP ON OPEN as required MAIN AIR VLVs 1 & 2. LP ON ‘Sub-section 4.05 Page 17 anoFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES FLIGHT DECK HEAT VALVE STUCK OPEN Air conditioning noise and warm incoming air with F/DK VLY selected CLOSE FIDK VLV .... . OPEN then CLOSE . If Flight Deck valve remains open: MAIN AIR VLV 2, MAIN AIR VALVE NOTIN SELECTED POSITION Airplane on ground ‘Annunciator remains on after MAIN AIR VLV is selected CLOSE. Have fault rectified before take-off. Airplane in fight Relevant MAIN AIR VLV. CLOSE then OPEN It warning recurs: Relevant MAIN AIR VLV ... CLOSE AUTOMATIC PRESSURE CONTROL FAILURE 1. Cabin Altitude Rising (Cabin Pressure Decreasing) or Cabin Altitude Fluctuating (Cabin Pressure Oscillating) Altitude No. 2 Engine MAIN AIR VLV 2. FIDK VLV ... MAIN AIR VLV 1. Cabin Altitude. Fly at 35,000 ft or below Set high power CLOSE OPEN fully (see NOTE) CLOSE Check: gfhappreximately 8.000 ft continue flight. w= Hising rapidly towards, or above 15,000 ff carry out EMERGENCY DESCENT procedure. NOTE: Flight Compartment and Cabin temperature may become hot with the F/DK VLV fully open. ‘Sub-section 4.05 Page 18 aeFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES AUTOMATIC PRESSURE CONTROL FAILURE (Continued) If pressurization system not controlling: MAIN AIR VLVs 1 & 2... OPEN FIDK VLV CLOSE Carry out procedure 2 below. 2. Cabin Altitude Decreasing (Cabin Pressure Increasing) or If Above Procedure is Ineffective: MANUAL CABIN ALTITUDE CONTROL ‘Slowly tun towards INCREASE until cabin altitude increases slightly. GROUND TEST Control as necessary GROUND PRESS TEST VALVE MANUAL CABIN ALTITUDE CONTROL FAILURE TO PRESSURIZE DUMP VALVE PRESSN Switch .. Check SHUT OvRD AUXILIARY COOLING PACK (if installed) AUXILIARY COOLING PACK ... NOTES: 1. ifbelow 8,000 feet altitude and/or the outside ambient temperature is above 5°C do not reselect the system ON. RECIRC may be selected if required. 2, If above 8,000 feet altitude and/or the outside ambient temperature is below 5°C the ‘system may be reselected, if required, when the aircraft is below 8,000 feet altitude and the outside ambient temperature is greater than 5°C. If the AUXILIARY COOLING PACK VALVE annunciator remains illuminated after the ON ‘selection, select control switch to OFF for the remainder of the flight. RECIRC may be selected if required, Sub-section 4.05 Page 19 onFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES Intentionally left blank Sub-section 4.05 Page 20FAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES ELECTRICAL SYSTEM SINGLE GENERATOR FAILURE Failed GEN BUS TIE (if open). GEN AMPS (operative unit) Check ~ If above limit, reduce non-essential loads. NOTE: _Itis recommended that no attempt should be made to reinstate the failed generator. Ifitis considered necessary, then making only one attempt, the following procedure should be used: BUS TIE. Applicable GEN Switch... OPEN CLOSE and hold for 5 seconds If this is unsuccessful: Ger BUS TIE ... BUS TIE OPEN Voltage high (above 29.5) or low (below 24.5) Dc vouTs Check PS1 and PS2 ~ Identify affected generator. GEN (abnormal side). BUS TIE. GEN AMPS (operative unit ABNORMAL ELECTRICAL INDICATIONS Ifthe current or voltage is fluctuating, proceed as follows: BUS TIE. GEN (abnormal side).. reduce non-essential loads. ‘Sub-section 4.05 Page 21 aoFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES GENERATORS OUT OF BALANCE Generator amps differ by more than 40 amps. BUS TIE OPEN GEN 1 and GEN 2 AMPS Check each less than limit PS1 and PS2 Volts.. Check each within 24.5 to 29.5 If currents and voltages are normal: BUS TIE, CLOSE Ifan abnormality is observed then proceed with (a) or (b) as applicable: (a) If One Generator Current Is Above Limit: ‘Shed non-essential loads on abnormal side Hf current cannot be reduced below the limit: Associated GEN.. FUEL PUMP (abnormal side) .. TRIP ws EMERG NOTE: Do not CLOSE the BUS TIE: () Ifone Busbar Voltage Is Not Between 24.5 To 29.5 Associated GEN.. BUS TIE TRIP ‘Sub-section 4.05 Page 22 aeFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES BATTERY HOT (Nicad Only) If the BATT HOT annunciator does not extinguish after take-off, or if the battery AMPS. begin to increase, proceed with In Flight procedures below. In Flight BATT HEATER Circuit Breaker (if installed).. Pull BATT ISOLATE .Select affected BATT (see NOTE: 1 below) ‘On The Ground (see NOTE: 2 below) BATT AMPS. — Proceed with (a) or (b) below, as applicable. -Monitor (a) BATT AMPS increasing: ‘Shut down the engines and APU, and select BATT switch to OFF. (b) BATT AMPS decreasing: Take-Off is permitted. BATT AMPS and Temperature. Check every 5 minutes until BATT HOT extinguishes. NOTES: 1. BATT CNTCTR annunciator will iluminate when a BATT is isolated. 2, BATT HOT condition can occur after engine start with high ambient air temperature. The sequence of starting engines and subsequently charging the batteries will raise the battery temperature. In conditions of high ambient temperature, BATT HOT conditions an occur after engine start. The batteries should be below the BATT HOT caution temperature prior to the ‘commencement of the engine starting procedure. Sub-section 4.05 Page 23 aoFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES BATTERY CONTACTOR Illumination indicates the Emergency Contactor has opened, or battery is not charging. XS 1 OR XS 2 FAIL Establish by use of the AC voltmeter whether supplies are available on the affected busbar. Proceed as appropriate: ‘Supplies not available: ‘Supplies available: Proceed in this condition. No further action. Leave the inverter associated with the failed busbar running. NOTE: Fora listing of systems lost refer to pages 25 and 26. SINGLE INVERTER FAILURE The following is applicable only if Leland Static Inverters P/N ASH664-1P or ‘ASH664-1PF are installed through the incorporation of modifications 253135A or 253246A: |WARNING: DO NOT ATTEMPT TO RESET IF INV 1 FAIL OR INV2 FAIL ANNUNCIATORS COME ON. NOTE: Airplane may be operated in accordance with MMEL. NOTE: All AC systems are available The following is applicable if other than Leland Static Inverters P/N ASH664-1P or ASH664-1PF are installed: Failed INV.. Ht annunciator remains on, no further action. ‘Momentarily select START INOTE: Airplane may be operated in accordance with MMEL. NOTE: All AC systems are available ‘Sub-section 4.05 Page 24 asFAA Approved Doc. No. HS.1.16 ADVANCE AMENDMENT BULLETIN No. 20 ISSUE: 1 Approved: July 25, 2005 REASON FOR ISSUE: Reset procedures for static inverter failure. ACTIO! Insert this page to face Page 25 of Sub-Section 4.05, Abnormal Procedures. SUB-SECTION 4.05 - ABNORMAL PROCEDURES ELECTRICAL SYSTEM DOUBLE INVERTER FAILURE IF BOTH INV 4 FAIL AND INV 2 FAIL ANNUNCIATORS ILLUMINATE, A RESET OF ONE INVERTER MAY BE ATTEMPTED IF THE FLIGHT CONDITION DICTATES. NOTE: Airplane may be operated in accordance with MMEL. Approved By: Mat) Lt Gerald M. Baker, Acting Manager Aircraft Certification Office Federal Aviation Administration Wichita, Kansas USA Approval Date: tpsles- Page 2 of 2FAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES DOUBLE INVERTER FAILURE ‘The following is applicable only if Leland Static Inverters PIN ASH664-1P or ASH664-1PF are installed through the incorporation of modifications. 253135A or 253246A: WARNING: DO NOT ATTEMPT TO RESET IF INV 1 FAIL OR INV2 FAIL ANNUNCIATORS COME ON. NOTE: Airplane may be operated in accordance with MMEL. The following is applicable if other than Leland Static Inverters P/N ASH664-1P or ‘ASH664-1PF are installed: Failed INV. Momentarily select START Hf annunciator remains Illuminated, no further action. NOTE: Airplane may be operated in accordance with MMEL. LOSS OF XS1 WILL RESULT IN THE LOSS OF THE FOLLOWING: (a) Stall IDENT 1 (b) AOA Indicator (©) Weather Radar (d) No. 2 Altimeter {e) No. 2 Pitch Trim Servo (f) No. 2 Nav. (9) No2. ADF (h) No, 2 ADC () No. 2 Compass System () No. 2 EFIS. ‘Sub-section 4.05 Page 25 aoFAA approved Doc, No. HS 1.16 ABNORMAL PROCEDURES LOSS OF XS2 WILL RESULT IN THE LOSS OF THE FOLLOWING: (a) Stall IDENT 2 (b) Ice Detector (0) Cabin Pressurization Fan Venturi LOSS OF XE WILL RESULT IN THE LOSS OF THE FOLLOWING: (@) No. 1 Altimeter (b) No. 1 Pitch Trim Servo (6) No, 1 Nav. (@) No.1 ADF (e) No. 1 ADC (f) No. 1 Compass System (9) No.1 EFIS, (h) 26 VAC Lights MWS DIMMER FAIL MWS NORM/DIM OVRD Switch, .. DIM OVRD Sub-section 4.05 Page 26 osFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES FLYING CONTROLS ELEVATOR TRIM WARNING If on take-off and below 80 KIAS ... Thrust Levers Pitch and Aileron Trim Indicators. Idle . Check RUDDER BIAS MALFUNCTION Rudder bias gives unwanted rudder deflection when both engines are operating normally at the same No. RUDDER BIAS (AB) OFF RUDDER BIAS (A) .--.ON (in turn to identify faulty system) RUDDER BIAS (faulty system). OFF Sub-section 4.05 Page 27 ooFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES STALL WARNING/STALL IDENTIFICATION STALL IDENTIFICATION SYSTEM Operation of the STALL IDENTIFICATION (stick push force) or STALL WARNING (stick shake) must be accepted as indicative of a stall. Proceed with normal stall recovery actions. If stick push force or stick shake persists, proceed as appropriate: Stick Push Force persists: STALL IDNT 1 and 2... Push both together ~ System is now inhibited. Stick Shake persists: Circuit Breakers: ‘STALL WARN MOTOR L ang R ... Pull NOTE: With stall identification system inhibited or stall warming system disabled, normal stall protection is not available. Continue flight with caution. ‘STALL IDENTIFICATION WARNINGS and Relevant IDNT Switch Push ~ Relevant INHIB annunciator illuminates. NOTE: Remaining channels of stall identification system will continue to provide stick pusher stall protection. ‘One or more of: No in-flight action. CAUTION: SYSTEM MAY BE INOPERATIVE. ‘Sub-section 4.05 Page 28 oeFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES HYDRAULIC SYSTEM MAIN HYDRAULIC FAILURE. Hydraulic SUPPLY pressure reduces to approximately 2,300 psi or below. No immediate action necessary. Use of the Auxiliary Hydraulic System will be necessary to lower the LANDING GEAR and FLAPS before landing. Follow the appropriate procedures given below. If EMERG BRK LO PRESS annunciator is illuminated, referto EMERGENCY BRAKE LOW PRESSURE procedure. NOTE: Thrust reversers (if installed) should be available for one deploy and one stow operation. Landing Gear And Flaps Lowering AUX HYD SYSTEM PULL Handle ull ~ Do not re-set Hand Pump. Operate (see NOTES: below) LANDING GEAR Lever. elect down FLAP Selector When required, set to desired position. Hand Pump.. ..Operate until desired position is achieved. NOTES: 1. After 3 greens are seen, continue pumping until significant resistance is felt. 2, AIR BRAKE and LIFT DUMP inoperative. Wheel brake Operation Before Landing: WHEEL BRAKE Lever. If supply pressure is approximately £2,300 psi leave brake lever in the NORMAL (forward) position ~ lf supply pressure is zero, select EMERGY. Avoid use before landing Actions on Landing: Brake Pedal ssnseeeeApply gently ~ Use one continuous ‘application if possible. Do not taxi NOTE: Nosewheel steering inoperative. If normal braking fails: Brake Pedals... WHEEL BRAKE Lever Brake Pedals.. ‘Apply gently ~ Use one continuous ‘appieston ¥ possible. NOTE: Anti-skid inoperative. ‘Sub-section 4.05 Page 29 onFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES EMERGENCY BRAKE LOW PRESSURE MAIN HYDRAULIC FAILURE and Emergency brake system probably inoperative. On landing, use normal braking sparingly to conserve remaining pressure. HYDRAULIC LOW PRESSURE No in-flight action. HYDRAULIC SYSTEM OVERHEAT During Taxi (High Ambient Temperatures) Cycle the flaps twice over the operating range. If warning is extinguished continue taxi. If annunciator remains illuminated, have fault rectified before flight. During Flight No in-flight action. Sub-section 4.05 Page 30 aeFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES HYDRAULIC AUXILIARY SYSTEM LOW FLUID LEVEL AUX HYD LO LEVEL annunciator is illuminated whenever the auxiliary system is used. If this annunciator illuminates without using the auxiliary system, it indicates that insufficient hydraulic fluid may exist for extension of the gear and flaps using the auxiliary system. ‘Sub-section 4.05 Page 31 osFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES Intentionally left blank Sub-section 4.05 Page 32 osFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES LANDING GEAR LANDING GEAR DOES NOT RETRACT AUX HYD SYSTEM Hand Pump .. AUX HYD SYSTEM PULL Handle. Check socket fully down If gear stil fails to retract: If necessary, reduce and land. LANDING GEAR LEVER CANNOT BE MOVED If retraction is essential: BAULK Lever or OVRD Button (as installed)......... Operate LANDING GEAR Lever... Seer ee MAIN LANDING GEAR VIBRATION Main gear vibration on landing is most likely to occur at high speed and when the main gear leg is nearly fully extended (.e: in a position where the torque link geometry provides least resistance to the onset of vibration.) This combination of circumstances will occur if a very ‘smooth touchdown is made at high airspeed and if the airplane is then maintained in a nose-up attitude. To minimize the risk of main landing gear vibration, the following landing technique is recommended: (@) Fly the approach at Vagr +10, reducing speed to cross the threshold at Vagr and complete a normal flare. This should result in touchdown a few knots below Vaee This does not preclude the pilot from adding a suitable gust factor in windy and gusty conditions. NOTE: Vper is approximately 30 KIAS above the stall speed. (b) After touchdown, without delay, lower the nose gear to the runway and deploy lift dump. Commence braking, at least gently. This procedure makes sure maximum weight is put on the main gear. Braking is recommended because even light braking will help reduce the risk of vibration. ‘Sub-section 4.05 Page 33 aoFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES GROUND PROXIMITY WARNING SYSTEM Sundstrand Mark 2 BAe Mod. 259551B or equivalent (if installed) a PULL UP warning is received in flight, fully advance the thrust levers immediately and simultaneously adopt an attitude to produce the maximum climb gradient consistent with the airplane configuration. If a warning occurs while in the landing configuration, select flaps to 15° and retract the landing gear when a positive rate of climb is established. For information relating to GPWS installed, other than the above, refer to the supplement Provided in the back of this Airplane Flight Manual. ‘Sub-section 4.05 Page 34 asFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES ICE AND RAIN PROTECTION ENGINE ANTICE Affected Engine Annunciator remains illuminated: ‘Avoid icing conditions it possible. ANTICE LOW QUANTITY Monitor antice fluid quantity. Approximately 30 minutes operation of the airframe antice system is available when the warning illuminates. ANTICE LOW PRESSURE Avoid icing conditions. Airframe ice protection system has failed. If the antice fluid tank is empty and spare fluid is available: WING/TAIL Antice Switch Tank... Vent Valve Syster ‘Sub-section 4.05 Page 35 osFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES AIRFRAME ICE PROTECTION SYSTEM MALFUNCTION Hf maifunction is apparent, or suspected, during flight proceed as follows: {a) Leave icing conditions as soon as possible. b) Before starting the landing approach, observe the wing leading edge to determine if ice is s ig leading edg present. ‘+ fice is present, make a flaps up landing + Ifice is not present, make a normal landing PITOT HEATER FAILURE PITOT/VANE HEAT sane Check Land R switches ON Ifswitched ON: PITOT AMPS. 7 heck left and right AMPS to identify failed heater. (current below 1 AMP) Associated instruments. Monitor Hf discrepancies occur, the following equipment may fail to operate satisfactorily: (a) Left Pitot Heat Heater Failed: Left air data computer and associated displays, overspeed warnings, 150 KIAS warning horn. (b) Right Pitot Heat Heater Failed: Right air data computer and associated displays, overspeed warnings, 150 KIAS warning horn, standby airspeed indicator. CAUTION: AUTOPILOT PERFORMANCE MAY BE ADVERSELY AFFECTED The fault must be rectified before the next flight. Sub-section 4.05 Page 36 aoFAA Approved Doc. No. HS 1.16 ADVANCE AMENDMENT BULLETIN No. 29 ISSUE: 1 Approved: November 11, 2013 REASON FOR ISSUE: Revision of existing SIDESCREEN OVERHEAT text and addition of instructions for SIDE SCRN OVHT waming recurrence. ACTION: Insert Advance Amendment Bulletin No. 28, Page 2 of 2, to face Page 37 in Section 4 - ABNORMAL/NORMAL PROCEDURES, Sub-section 4.05 - ABNORMAL PROCEDURES. SECTION 4 - ABNORMAL/NORMAL PROCEDURES. SUB-SECTION 4.05 - ABNORMAL PROCEDURES ICE AND RAIN PROTECTION SIDESCREEN OVERHEAT Refer to Page 2 of 2. Page 1 of 2FAA Approved Doc. No. HS 1.16 ADVANCE AMENDMENT BULLETIN No. 29 (continued) SECTION 4 - ABNORMAL/NORMAL PROCEDURES SUB-SECTION 4.05 - ABNORMAL PROCEDURES ICE AND RAIN PROTECTION SIDESCREEN OVERHEAT of ..OFF and ON, one at a time to identify the overheating screen. NOTE: Left SCREEN HEAT switch controls LH Windscreen + RH Sidescreen. Right SCREEN HEAT switch controls RH Windscreen + LH Sidescreen. ‘The warning will extinguish when the switch is turned OFF, but may recur either immediately or subsequently when the switch is turned ON. Left and Right SCREEN HEAT Leave the switch ON and continue in that condition, if necessary. The relevant screen will be controlled at a higher temperature than normal. Refer also to WINDSCREEN DAMAGE procedure. ‘Approved by: Randbipn Bhidlds, ODA Leadfadministrator Beechoraft Corporation ‘ODA-290339-CE ‘Approval Date: if it [26 Page 2 of 2FAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES VANE HEATER FAILURE | No pilot action is required. However, when flying through icing conaiions, extreme caution should be exercised. NOTES: 1. Accumulation of ice on the stall vanes may cause a spurious stick shake. 2. The fault must be rectified before next flight. WINDSCREEN OVERHEAT Relevant SCREEN HEAT Switch.... .. OFF then ON The warning will extinguish when the switch is turned OFF, but may re-occur either immediately or subsequently when the switch is turned ON. Leave the switch ON and continue in that condition if necessary. ‘The relevant screen will be controlled at a higher temperature than normal. SIDESCREEN OVERHEAT Left and Right SCREEN HEAT .. FF and ON, one at a time to identify the overheating screen. NOTE: Left SCREEN HEAT switch controls LH Windscreen + RH Sidescreen. Right SCREEN HEAT switch controls RH Windscreen + LH Sidescreen. If any of the SCREEN OVHT or SIDESCRN OVHT warnings persist or are repeated, leave the relevant switch in ON position. WINDSCREEN DAMAGE Cracks or other visible damage: Relevant SCREEN HEAT. ‘Sub-section 4.05 Page 37 asFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES ALTERNATOR FAILURE Appropriate ALTERNATOR: Proceed as follows: Warning cancels: No further action. Warning persists: ALTERNATOR... . OFF NOTE: Both windscreens (A panels) will remain heated but both sidescreens (B panels) will be unheated. Sub-section 4.05 Page 38 aoFAA approved Doe. No. HS 1.16 ABNORMAL PROCEDURES AUTOPILOT and NAVIGATION with Collins APS-85 and EFIS-85 B (2) Collins APS-85 and EFIS-85 E (4) AP TRIM WARNING A or E displayed in yellow on + the PFD Move Appropriate Trim Wheel .. Zero AP TRIM (AIL or EL) indicator. If mistrims are still present Autopilot. ...Disconnect ~ anticipate heavy ‘out-of-trim loads. ELEVATOR FAIL WARNING ELEVATOR TRIM Wheel Check free Move Trim Wheel Zero AP TRIM EL indicator Autopilot. Disconnect NOTES: 1. If en-route, the autopilot may be re-engaged and the flight continued. If the failure recurs, manual trimming will be necessary to keep the AP TRIM EL indicator at zero. 2. If the failure occurs below 1,000 feet AGL, the autopilot should be disconnected. Sub-section 4.05 Page 39 aoFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES AUTOPILOT and NAVIGATION with Collins APS-80 and EFIS-85 B (1) ELEVATOR MISTRIM Elevator Trim Whee! Move trim Wheel... Autopilot Check freedom of movement Zero AP TRIM EL indicator Disconnect NOTES: 1. Ifen-route, autopilot may be re-engaged. If fault recurs, trim manually to keep the AP TRIM EL indication at zero. 2. If fault occurs below 1,000 feet when coupled to a glideslope, the autopilot should be disconnected, AILERON MISTRIM Aileron Trim Wheel. Move to zero AP TRIM AIL indicator ‘Sub-section 4.05 Page 40 anFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES AUTOPILOT and NAVIGATION ‘The following is provided for airplanes having Collins APS-85 installed Tests have established the height lost due to autopilot matfunction in the most adverse combination of altitude, airspeed, weight and center of gravity position. The minimum height limitations with the autopilot engaged are based on these results. Inflight, when not coupled to an ILS glidestope, a height lost of 825 ft could occur following a nose down runaway at terrain clearance altitudes before level flight can be regained, assuming the recovery action is taken by the pilot 4 seconds after commencement of the Tunaway and a total recovery 'g’ of 1.5 is used, When coupled to an ILS glidestope, it is assumed that recovery action is taken by the pilot three seconds after commencement of the runaway and a total recovery 'g' of 1.3is used. ‘The demonstrated altitude loss due to a simulated hardover autopilot malfunction when ‘coupled to the ILS glidesiope is shown below (80 ft minimum use height). Runaway YETGHT LOSS FOLLOWING AUTOPILOT a eta) 100 oo 60. “0 iccisestore 207 = iter sro.0] Ge 200 400 400 _eo0 1000 1200 14001600 1800 2000 2200 2400 2400 a rn ° 100-200 500 400-500-600 700800 RANGE Height Loss Following Autopilot Malfunction ~ Collins APS-85 Installed Figure 4.05-2 ‘Sub-section 4.05 Page 41 onFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES Intentionally left blank ‘Sub-section 4.05 Page 42FAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES AUTOPILOT and NAVIGATION The following is provided for airplanes having Collins APS-80 installed With CAT 2 selected OFF Tests have established the height lost due to autopilot malfunction in the most adverse combination of altitude, airspeed, weight and center of gravity position. The minimum height limitations with the autopilot engaged are based on these results In fight, when not coupled to an ILS glideslope, a height lost of 420 ft could occur following a nose down runaway at terrain clearance altitudes before level flight can be regained, assuming the recovery action is taken by the pilot 4 seconds after commencement of the runaway and a total recovery 'g' of 1.5 is used. ‘When coupled to an ILS glideslope, it is assumed that recovery action is taken by the pilot two seconds after commencement of the runaway and a total recovery ’g' of 1.5 is used. The demonstrated altitude loss due to a simulated hardover autopilot malfunction when: coupled to the ILS glideslope and, if installed ~ Category 2 system selected OFF, (90 feet minimum use height) is shown below. VETO Loss FOLLOWING AUTOPILOT aur Tadeinch aN es & ¥ reer 200 400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 VETERS © 50 100 150 200 250 300 350 400 450 500 550 600 650 700 750 800 RANGE Height Loss Following Autopilot Malfunction ~ Collins APS-80 Installed With CAT 2 Selected OFF Figure 4.05-3 ‘Sub-section 4.05 Page 43 ooFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES Intentionally left blank Sub-section 4.05 Page 44 osFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES AUTOPILOT and NAVIGATION The following is provided for airplanes having Collins APS-80 installed with CAT 2 Operative HEIGHT (FT) ‘The demonstrated altitude loss due to a simulated hardover autopilot malfunction when coupled to the ILS glideslope and, if installed ~ Category 2 system operative, (60 feet minimum use height) is shown below. RUNAWAY INJECT HEIGHT LOSS FOLLOWING AUTOPILOT 120 MALFUNCTION WITH CAT 2 OPERATIVE 100: 20 6 a SER, 3 20: a ovat See a > ° 200 400 600 800 1000 1200 1400 1600 1800 2000 THRESHOLD GLIDESLOPE ORIGIN RANGE (FT) Height Loss Following Autopilot Malfunction ~ Collins APS-80 Installed With CAT 2 Operative Figure 4.05-4 Sub-section 4.05 Page 45 osFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES Intentionally left blank ‘Sub-section 4.05 Page 46FAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES AIR DATA and FLIGHT INSTRUMENTS with Collins APS-85 and EFIS-86 E (4) Management of the Air Data System, during abnormal conditions, is confined to fault finding and remedial action. In flight faults, which may be remedied, are mainly power supply failures. In the event of a failure, check the related circuit breaker. If either AIR DATA FAIL annunciators illuminate, check the associated altimeter, Mach Airspeed Indicator, and Vertical Speed Indicator. fan instrument displays a fail flag, perform a self-test as follows: 1. Mach Speed Indicator: (@) Push and hold the PUSH TEST knob. (©) Check the fail fiag is in view and the MACH display is blank. (c) Check both pointers slew to 300 KIAS for approximately 1 second, then move to zero. (@) Release the knob, turn and check the airspeed bug slews. 2. Barometric altimeter: (a) Push and hold the TEST button. (b) Check the fail flag is in view and the pointer moves to 750 ft. (©) Release the TEST button. 3. Vertical Speed Indicator: (@) Push and hold the PUSH TEST knob. (b) Check the fail flag is in view and the pointer moves to 6,000 fpm UP. (©) Release and turn the knob to check the bug slews. Ifa self-test fails, continue flight and use the standby altimeter and airspeed indicator as required. NOTE: If the Captain’s altimeter has failed, the pre-selector/alerter will also show a fail flag. ‘Sub-section 4.05 Page 47 osFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES Ifthe instrument self-test is satisfactory and if the altitude and airspeed failures have ‘occurred together, the associated computer will be unserviceable. Only in this event, push the relevant AIR DATA TRANSFER switch to CAPT 2 or F/O 1. This action connects all main flight instruments to the remaining serviceable computer. NOTE: Selecting either AIR DATA TRANSFER switch to CAPT 2 or F/O 1 transfers the input to the associated flight director channel. With the autopilot and yaw damper engaged when the TRANSFER switch is operated, the system monitors may cause a disengagement. If this occurs, the autopilot and yaw damper may be subsequently re- engaged. Selecting either AIR DATA TRANSFER switch to CAPT 2 or F/O 1 also causes the command bug function of the MSI and VSI on the side transferred to the cross-side Air Data Computer, to be inhibited. fa faultis suspected in the TEMP/TAS indicator, perform a self-test as follows: (@) Push and hold the FLT ANNUN TEST button, (b) Check the TEMP/TAS indicator displays 888 888, (©) Release the FLT ANNUN TEST button and cross-check the displayed SAT with the indicated Outside Air Temperature. ATTITUDE HEADING REFERENCE SYSTEM (if installed) Management of the Attitude Heading Reference System, during abnormal conditions, is confined to fault finding and remedial action. In the event of a power failure, check the related circuit breaker. Failure of an Attitude Heading Computer will cause the autopilot and Yaw Damper to disengage and the following will be displayed on the associated Electronic Flight Displays: (@) A red ATT failure flag on the Primary roll pointer, sky/ground raster and flight i Display, with loss of the pitch scale, roll scale, irector bars. (b) A red HDG failure flag on the Navigation Display. Both failure flags will flash for 10 seconds, then remain steady. The flashing may be cancelled by pushing the associated CMPRTR PTR annunciator switch. If attitude or heading flags are annunciated, push the appropriate AHRS TRANSFER annunciator switch. The relevant green CAPT 1 or F/O 2 legend will guish and the associated white CAPT 2 or F/O 1 legend illuminates, NOTE: Failure of the white legend to illuminate indicates a failure to the AHAS transfer switching. Correct transfer to EFIS is identified by the ATT 1(2) and HDG 1(2) legends on the PFD and ND respectively. ‘Sub-section 4.05 Page 48 aisFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES With transfer selected, the PFD returns to a normal display, with the exception that red ATT. and FD failure flags are annunciated with the FD bars out of view. NOTE: Operation of an AHRS TRANSFER annunciator switch renders the other switch ‘inoperative. If an amber AHS TAS annunciator illuminates, this will indicate a failure of the ADS true airspeed input to the associated AHC. The AHC reverts to the reversionary mode and the performance levels will be similar to that of a conventional gyroscope. ‘Subsequent discrepancies between the two systems may cause the Autopilot and Yaw Damper to disengage. NOTE: Close monitoring should be exercised. In the unlikely event of a temporary power failure to a system, or if a significant discrepancy appears between the systems, carry out the following: (a) Cross check both PFDs with the standby indicators. (b) Maintain wings level, constant pitch attitude, and constant speed during alignment. (©) By reference to the standby attitude indicators, determine which system is in error. (d) Push the relevant RE-ALN pushbutton. Re-alignment will take approximately 30 seconds. During this time, the ADC data will become invalid and the ATT and HDG failure flags will be annunciated. Cross check the PFDs and standby attitude indicators for correct re-alignment and make sure all failure flags and CMPRTR warnings are removed. Sub-section 4.05 Page 49 anFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES EFIS FAILURE with Collins APS-80 and EFIS-85 B (1) In the event of any failures, the airplane should be flown by the pilot who has the fully operational system, or the better system in the case of multiple failures. Fail annunciation is displayed in red letters on the PFD. In the event of failure, unusable functions and the recommended action are presented in the table below. ‘Annunciation Unusable functions ‘Recommended Actions Push DSP Transfer switch, white legend nates. Pull circuit breaker of the failed All display functions controlled psp by DSP (Panel C, A2 for DSP 1 ~ C2 for DSP 2) ‘On-side PFD and ND cannot —_|(1) Continue with available sensors display the following cross-side | (2) Monitor standby attitude indicator data: + Attitude + Heading . NOTE: XDATA : ae Comparator 5 ots Inhibited ° ADF + DME * as NOTE: DPU ALTN may not be available when required. Push DPU Transfer switch, ae ee (white legend comes on) DOUBLE DPU FAILURE Following a failure of both PFD’s and with both DPU Transfer switches selected, normal conditions are: * The Captain's DSP controls the displays. * No. 1 attitude and No.1 compass are normally shown, together with No 1 Flight Director mode indications. Alternative Conditions: * No. 2 attitude and No. 2 compass can be displayed by operating the relevant ATT or HDG changeover switches. ‘* The displays can be controlled by the First Officer's DSP by pushing the Captain's DSP Transfer switch. Sub-section 4.05 Page 50 ooFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES EFIS FAILURE with Collins APS-85 and EFIS-85 B (2) or Collins APS-85 and EFIS-86 E (4) In the event of any failures, the airplane should be flown by the pilot who has the fully operational system, or the better system in the case of multiple failures. Fail annunciation is displayed in red letters on the PFD. In the event of failure, unusable functions and the recommended action are presented in the table below. “Annunciation Unusable functions Recommended Actions = ‘All display functions controlled | Push DSP Transfer switch ~ by DSP white ALTN legend illuminates. ‘On-side PFD and ND cannot _| (1) Continue with available sensors oe the following cross-side | (2) Monitor standby attitude indicator lata: © Attitude * Heading ~ NOTE: DPU ALTN may not be available + VOR when required. XDATA 2 yee Comparator requit E eae Inhibited + ADF * DME + as Push DPU Transfer switch, CEE poo ana ND (white ALTN legend comes on) DOUBLE DPU FAILURE Following a failure of both PFD's and with both DPU Transfer switches selected, normal conditions are: * The Captain's DSP controls the displays. * No, 1 attitude and heading are normally shown, together with No 1 Flight Director mode indications. Alternative Conditions: + No. 2 attitude and heading can be displayed by operating the AHRS CAPT 1 switch. * The displays can be controlled by the First Officer's DSP by pushing the Captain's DSP Transfer switch. Sub-section 4.05 Page 51 oeFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES PFD FAILURE with Collins APS-80 and EFIS-85 B (1) or Collins APS-85 and EFIS-85 B (2) or Collins APS-85 and EFIS-86 E (4) Relevant Transfer switches: PFD TONI .. Push ~ White legend illuminates If PFD is displayed on ND, continue in this condition. If PFD data is not displayed: PFD TO ND . DPU ALTN. Push ~ White legend extinguishes Push ~ White legend illuminates ND data displayed on MFD. ND FAILURE Wit is required to restore ND information, operate Transfer switches as A or B below: (a) ND TO MFD Switch (Captain only) Push ~ White legend illuminates. or (b) DPUALTN Switch... Push ~ White legend illuminates ND data displayed on MFD. DISPLAY FAILURES It is not practicable to provide annunciation of every failure of processors or displays. Failures of this nature are characterized by illegible data or complete removal of the displays. If reversionary mode switching does not restore operation, the relevant display circuit breaker should be pulled. Should both displays fail on the same side and selection of the appropriate DPU switch fails to restore normal operation, the relevant EFD MSTR should be selected off. EFIS FAN FAIL No further action if en-route and not accompanied by an EFIS OVHT warning. Sub-section 4.05 Page 52 aoFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES EFIS OVERHEAT NOTE: EFIS equipment must not be operated continuously for longer than 5 minutes after an EFIS OVHT waming has come on. Proceed according to the type of overheat annunciation installed. (a) Airplanes where source annunciation is NOT provided on the left m: ‘System Switching Unit. instrument panel ‘Warning on Captain's panel only ~ Isolate the left EFIS displays and MFD as follows: Left EFD MSTR MFD MSTR.. OFF OFF ‘Warning on First Officer's panel only ~ Isolate the left EFIS displays and MFD as follows: Right EFD MSTR OFF Warning on both panels ~ Isolate all EFIS displays as follows: Loft EFD MSTR ss Right EFD MSTR MFD MSTR.. () Airplanes with source annunciation provided on the left main instrument panel System Switching Unit. ‘Warning on Captain's panel ~ According to which annunciator has illuminated, isolate the affected equipment as follows: EFD (Left EFD MSTR).. OFF MFD (MFD MSTR). OFF MPU (circuit breakers) ull ~ As installed: Either panei C, A3 & C3 or panel DA-A, G4 & Ha, Warning on First Officer's panel ~ Isolate the right EFIS displays as follows: Right EFD MSTR. OFF Warning on both panels ~ Isolate all EFIS displays as follows: Left EFD MSTR Right EFD MSTR... MFD MSTR. OFF NOTE: Provided that the affected EFIS displays have been turned off for at least 30 minutes following an overheat warning they may be turned on again for the final approach and landing (5 minute use maximum). Sub-section 4.05 Page 53 ooFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES CATEGORY 2 APPROACH (if applicable) Before the "100 ABOVE" call: In the event of an excessive deviation warning, the approach may be continued provided the excursion is less than 1 dot glideslope with 1/2 dot localizer and the flight path is stable and returning to the ILS center line. Following an autopilot Category 2 system failure or engine failure, the approach may be continued to the Category 1 Decision Height (not less than 200 feet ARTE). NOTE: A Category 2 system failure is defined as any red or yellow warning annunciators within the EFIS or the CMPTR or CAT 2 warning annunciators illuminating. After the "100 ABOVE" call: In the event of an excessive deviation warning, engine, autopilot, Category 2 system or PFDIND failure, the approach must be discontinued by executing a Go Around unless the flight path is stable and the required visual references for landing have already been established. If a Go Around procedure is executed, monitor the airplane attitude with the primary and ‘standby attitude indicators. ‘Sub-section 4.05 Page 54 ooFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES MISCELLANEOUS ENTRY DOOR UNLOCKED Ensure all occupants have seats belts fastened and remain clear of the door Cabin Sign... ON . Reduce to the lowest value practical (zero preferred) by descending and/or selecting higher cabin altitude setting. Cabin Pressure. Oxygen As required NOTE: Land as soon as possible. EMERGENCY LIGHTS NOT SELECTED (if installed) AUTO ‘Sub-section 4.05 Page 55 aoFAA approved Doc. No. HS 1.16 ABNORMAL PROCEDURES Intentionally left blank ‘Sub-section 4.05 Page 56 aeFAA approved Doc. No. HS 1.16 SUB-SECTION 4.10 NORMAL PROCEDURES TABLE OF CONTENTS Page HANDLING FLIGHT IN TURBULENT AIR GENERAL STORM TURBULENC! Figure 4.10-1 ~ Maximum Altitude for Flight When Storm or Severe Turbulence May Be Expected. STALLS. PROCEDURE TECHNIQUE CHARACTERISTICS Figure 4.10-2 ~ Power Off Stalling Speeds. AUTOPILOT and NAVIGATION. AUTOPILOT PROCEDURE: VOR APPROACH ILS APPROACH AND LANDI GLIDESLOPE CAPTURE NAVIGATION. Figure 4.10-3 ~ Speed for Use in Ieing Conditions. ICE AND RAIN PROTECTION SYSTEMS .... GENERAL . BEFORE TAKE-OFF IN FLIGHT . DESCENT . LEAVING ICING CONDITIONS SEVERE ICING CONDITIONS PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT. WHEEL BRAKES GENERAL . COOLING TIMES AFTER NORMAL LANDING Table 1 ~ Maximum Take-Off Weights with a 5 Minute Waiting Period for Cooling Brakes AFTER REJECTED TAKE-OFF CREW TRAINING ‘THRUST REVERSERS (if installed) GROUND PROXIMITY WARNING SYSTEM if installed) . MISCELLANEOUS PROCEDURES FLIGHTS IN EXCESS OF Myo .. FLIGHTS IN EXCESS OF Vo. ‘Sub-section 4.10 Page 1 eyFAA approved Doc. No. HS 1.16 SUB-SECTION 4.10 NORMAL PROCEDURES TABLE OF CONTENTS CHECKLIST INTRODUCTION .. : Figure 4.10-4 ~ Recommended Walk-Around Pattern. EXTERNAL CHECKS, INTERNAL CHECKS .. BEFORE START CHECKS START CHECKS AFTER START CHECKS TAX! CHECKS .. BEFORE TAKE-OFF CHECKS LINE UP CHECKS... AFTER TAKE-OFF CHECKS CLIMB CHECKS COLLINS AVIONICS RVSM CHECKS WITH MODIFICATION 25F7318 (if installed)......... HONEYWELL AVIONICS RVSM CHECKS WITH MODIFICATION 25F731A (if installed). CABIN ALTITUDE SETTING FOR LANDING. LANDING REFERENCE SPEED Vper DESCENT CHECKS .. APPROACH CHECKS .. LANDING CHECKS ... AFTER LANDING CHECKS SHUT DOWN CHECKS LEAVING AIRPLANE (TERMINATING FLIGHT) CHECKS CABIN HI DATUM CHECKS. ‘Sub-section 4.10 Page 2 onFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES SUB-SECTION 4.10 NORMAL PROCEDURES INTRODUCTION This Sub-section consists of two parts: + Handling + Checklist These parts contain normal operating procedures which relate primarily to the handling of the airplane and the management of the airplane engines and systems. Operating procedures in this section include only those where an action or sequence of actions, of, prohibition of incorrect action(s), which if not observed, could result in a significant adverse effect on the airworthiness of the airplane or the safety of the passengers and crew. ‘Sub-section 4.10 Page 3 aoFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES Intentionally left blank ‘Sub-section 4.10 Page 4 osFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES HANDLING FLIGHT IN TURBULENT AIR GENERAL ‘Severe turbulence may be classified into two groups, as follows: ‘+ Clear air and non-storm turbulence * Storm turbulence Whenever possible, severe turbulence should be avoided. In all types of turbulence it is important to avoid actions which could give rapid changes in attitude, altitude or airspeed; whenever possible, achieve a steady condition before entry into turbulence. Apart from the actions detailed below, pilot control movements should be kept to the minimum and restricted to limiting long term changes in attitude and airspeed. All control actions should be small and gentle and use of the trimmers should be restricted to compensating for intentional change of airspeed. The airplane should be flown through turbulence on a straight course or, if this is not practicable, bank angles should be limited to approximately 15°. The autopilot in TURB mode and yaw damper may be used in storm turbulence at the pilot's discretion. If APS-80 is installed, the ALT SEL, ALT, VS, IAS and MACH modes must not be engaged. NOTE: The high true airspeed of which the airplane is capable can considerably increase the extent of the damage to airframe and engines which may result from encountering hail. FLIGHT PROCEDURE CLEAR AIR and NON-STORM TURBULENCE. Airspeed need not be reduced except for reasons of passenger comfort. If it is changed it is recommended that an airspeed of 230 KIAS or 0.70 Mach Indicated be used. STORM TURBULENCE {fits not certain that the conditions are non-storm, then the conditions must be assumed to be storm turbulence. When severe turbulence is forecast or expected: ‘The weight/altitude boundary shown in Figure 4.10 -1 should be observed for that part of the flight where severe turbulence is expected in order to avoid the possibility of encountering heavy buffet. The airplane should be stabilized at 230 KIAS or 0.70 Mach Indicated, as appropriate, before entry into the area of turbulence. Where a change to the flight path is made to avoid a region of storm turbulence, it shall be assumed that severe turbulence might stil be expected for the purpose of defining the maximum allowable altitude, When severe turbulence is not forecast or expected: Air speed should be changed slowly to 280 KIAS or 0.70 Mach Indicated, as appropriate, at constant altitude. ‘Sub-section 4.10 Page 5 ooFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES Intentionally left blank Sub-section 4.10 Page 6FAA approved Doc. No. HS 1.16 NORMAL PROCEDURES 1.8G MANOEUVRE AT THE ROUGH AIR SPEED OF 0.70M IND. rr a a a a a a Maximum Altitude for Flight When Storm ot Severe Turbulence May Be Expected Figure 4.10-1 ‘Sub-section 4.10 Page 7 asFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES Intentionally left blank Sub-section 4.10 Page 8 onFAA approved Doc. No. HS.1.16 ADVANCE AMENDMENT BULLETIN No. 21 ISSUE: 1 ‘Approved: August 11, 2005 REASON FOR ISSUE: Provide clarification and additional information concerning stall flight checks. ACTION: Insert Page 1 of 2 to face Page 9 of Sub-Section 4.10 - Normal Procedures. SECTION 4 - ABNORMAL/NORMAL PROCEDURES Sub-section 4.10 - NORMAL PROCEDURES STALLS Read the following information in place of the existing PROCEDURE: PROCEDURE When intentional stalls are carried out, the following conditions apply: . The altitude must be above 10,000 ft AGL, 10,000 ft above clouds and below 18,000 ft MSL. p . Stalls must be conducted during day VMC with good visual horizon. 3. The autopilot must be disengaged. 4, The Stall Identification System must be operative. 5. All extemal surfaces must be free from ice. 6. The ventral tank (if installed) must be empty. 7. ‘The weather radar (i installed) must be in standby. Stalls may be demonstrated with the yaw damper switched on or off, To limit altitude toss, to maintain acceptable stalling characteristics and to limit structural abuse, itis strongly recommended that the TECHNIQUE given below should be followed. Page 1of2FAA approved Doc. No. HS 1.16 NORMAL PROCEDURES STALLS PROCEDURE When intentional stalls are carried out the following conditions apply: 1, The altitude must be between 10,000 feet and 18,000 feet. 2. The autopilot must be disengaged. 3. The Stall Identification System must be operative. 4. All the external surfaces must be free from ice. 5. The ventral fuel tank (if installed) must be empty. 6. The weather radar (if installed) must be at standby. Stalls may be demonstrated with the yaw damper switched on or off To limit the height loss, to maintain acceptable stalling characteristics and to prevent structural abuse, it is strongly recommended that the procedure given below be followed. TECHNIQUE The stalling technique is as follows: 1. Allstalls are to be made in straight (wings level) fight. 2. Stalls with flaps retracted and in the take-off configuration should be carried out at idle thrust. To reduce altitude loss with approach or landing flaps, thrust should be adjusted not to exceed 77% Nj. Once thrustis set, it should not be reduced during the approach to the stall and recovery. 3. The airplane should be trimmed at an air speed of approximately 1.4 Vs in the appropriate configuration after setting the required thrust. 4. The airspeed should be reduced at not more than one knot per second. Rapid or violent movements of any control during the approach to the stall should be avoided particularly at speeds below the operation of the stick shaker. With the yaw damper off, any tendency to ‘yaw during the approach to the stall should be corrected by normal use of the rudder. 5. The stallis identified by a short forward movement of the control column provided by the Stall Identification System. The red STALL VLV OPEN annunciators to the left of each main attitude display will come on. The airplane should be allowed to pitch nose down until the stick push has cancelled, and should then be recovered to normal controlled flight. Any tendency to roll should be corrected by use of ailerons. NOTE: Do not attempt to hold the airplane in the stall. ‘Sub-section 4.10 Page 9 ooFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES CHARACTERISTICS There is no natural stall warning or aerodynamic buffet prior to the stall. Stall warning is provided by a stick shaker which is set to operate at an indicated airspeed of 7% to 9% above the stalling speed. It is acceptable for stick pusher operation to be coincident with the natural stall, provided that any rolling tendency can be restrained to within 20° of bank angle by normal use of ailerons. NOTE: Some aerodynamic buffet may occur briefly at the point of stall. Power-off stalling speeds in terms of indicated air speed (IAS) are given for various configurations on Figure 4.10 - 2. These airspeeds apply to an altitude of 15,000 feet and are the stall identification speeds at forward CG and therefore differ from the values shown in Figure 4.10 - 3 which are based on the minimum airspeed obtained during the stall. Sub-section 4.10 Page 10 as“ISSUE: 1 _ REASON FOR ISSUE: Provide clarification and additional information concerning stall flight checks. ACTION: Insert Page 2 of 2 to face Page 10 of Sub-Section 4.10 - Normal Procedures. ee ‘SECTION 4 - ABNORMAL/NORMAL PROCEDURES ‘Sub-section 4.10 - NORMAL PROCEDURES STALLS Read the following CAUTION at the beginning of the existing CHARACTERISTICS: CHARACTERISTICS CAUTION: A FREQUENT REASON FOR UNACCEPTABLE STALL CHARACTERISTICS IS A TENDENCY TO ROLL AT THE STALL. IT IS ACCEPTABLE FOR A MODERATE ROLL TO OCCUR, PROVIDED THAT NORMAL USE OF ‘AILERONS CAN LIMIT THE ROLL ANGLE TO NO MORE THAN 20°. AILERON SNATCH MAY OCCUR AT OR PRIOR TO STALL AND IS NOT es da ce ‘ THROUGHOUT THE aFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES STALLING SPEED Power Off Stalling Speeds Figure 4.10-2 ©) 2: 6: 8 Z: S: S: 3: = fi ie O: M3459 ‘Sub-section 4.10 Page 11FAA approved Doc. No. HS 1.16 NORMAL PROCEDURES Intentionally left blank Sub-section 4.10 Page 12FAA approved Doc. No. HS 1.16 NORMAL PROCEDURES AUTOPILOT and NAVIGATION AUTOPILOT PROCEDURES VOR APPROACH If APS-85 is installed, when coupled to a VOR course for an approach and landing, the APPR mode should be engaged. If EFIS-858 (2) is installed, the deviation selector (DEV) should be selected OFF (EFIS annunciator ANG). ILS APPROACH AND LANDING - LOCALIZER AND GLIDESLOPE CAPTURE With VOR/LOC (APS-80) or NAV (APS-85) or APPR mode armed, localizer capture is achieved by flying the airplane in the heading mode towards the localizer center line at the desired intercept angle. Glideslope arm requires the selection of APPR. Glideslope capture will occur automatically after localizer capture. ‘Where practical, approach the glidesiope from below with flaps 15° and landing gear down, At glideslope capture, select flaps 25° and reduce the airspeed to Vrcr +20 knots. Select flaps 45° not later than 1,000 ARTE and then reduce the speed slowly to Vrer +10 knots. Carefully maintain this airspeed down to the Decision Height and avoid large or rapid engine ower changes because large changes in airspeed may result in excessive deviation from the glidesiope beam. The ILS display should be monitored throughout the approach. NAVIGATION If the airplane systems are to be shut down after landing, airplane equipped with IRS must not make normal landings at airfields whose latitude is greater than 78° 25’ North or 78° 25’ South. ‘Sub-section 4.10 Page 13 aoFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES Intentionally left blank Sub-section 4.10 Page 14 osFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES M3457 Speed For Use in Icing Conditions Figure 4.10-3 ‘Sub-section 4.10 Page 15 aoFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES Intentionally left blank ‘Sub-section 4.10 Page 16FAA approved Doc. No. HS 1.16 NORMAL PROCEDURES ICE AND RAIN PROTECTION SYSTEMS GENERAL {fice has formed on the airframe prior to approach, or icing conditions exist, the flight speeds for use on approach are provided in LANDING IN ICING CONDITIONS in this section. Where planned operation exceeds 5 hours, it is recommended an additional 12 liters of TKS fluid (26 U.S. Pints) container be carried. BEFORE TAKE-OFF Prime the airframe ice protection system by setting the WING/TAIL ANTICE time switch to run the pump for two minutes. Check that priming is complete before start of take-off. If the outside air temperature is 5°C or below and is associated with conditions of high humidity, i.e. mist or fog reducing visibility to approximately 1,000 yards (915 meters), or with, a wet runway surface, set ENG ANTICE 1 and 2 and ENG IGNITION 1 and 2 to ON. NOTE: ENG ANTICE 1 and 2 should be selected ON before setting take-off thrust. When take-off is made with ENG ANTICE 1 and 2 selected ON, ITT must be monitored during take-off and initial climb. Allowance must be made for the use of ENG ANTICE on performance by reference to the appropriate figures in Sub-sections 4.10 and Section 5. If necessary, the airframe WING/TAIL ANTICE switch may also be selected ON for take-off. ‘Switch ENG ANTICE 1 and 2 to OFF and the ENG IGNITION 1 and 2 to OFF when conditions permit. NOTE: There is a fuel penalty when the engine antice systems are in use. In icing conditions, the ICE DET switch should normally be set to AUTO but should be set to OVRD before taxi in icing conditions. Whether icing conditions are present or not, both PITOT HEAT switches must be set to ON and it is recommended that SCREEN HEAT for all panels should also be set to ON. ‘Sub-section 4.10 Page 17 aeFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES IN FLIGHT Maintain the airframe system in the fully primed condition (see NOTE: 1 below). Ificing conditions are present or expected, proceed as follows: ENG IGNITION 1 ENG ANTICE 1. WING/TAIL ANTICE.. ON ON ... Select before entering icing and set for 10 minutes. (see NOTES: 1 and 2 below) Airspeed... Adjust airspeed to 230 KIAS. (see NOTE: 3 below) ENG IGNITION 2... ON ENG ANTICE 2... ON ENG 1 & 2 A-ICE annunciators.. Not on ~ Monitor during flight in icing conditions. NOTES: 1. The airframe system should be maintained fully primed by selecting it on for 30 seconds at the start of climb, for 2 minutes at the top of descent, and, if icing conditions are expected, preferably for 2 minutes prior to entering icing conditions. 2. If icing conditions still prevail or are expected, a further period of operation should be selected prior to the time switch reaching zero. Termination of the WING/ TAIL ANTICE selection will be given by an audio chime. 3. This is a recommended speed. However, if it is necessary to take advantage of the full range of airspeeds permitted for fight in icing conditions and if other conditions permit, the airspeed may be adjusted to within the limits given in Figure 4.10 - 3. 4, Allowance should be made for the adverse effect of the engine anticing system upon cruise, hold and baulked landing performance (see Section 5). 5. With either of the ENG ANTICE switches selected ON in flight, the windscreen temperature is increased to provide windscreen ice protection. This increase is not provided when the airplane is on the ground. (NOTE: 5 does not apply to airplanes that do not have two-level windscreen heating) DESCENT When descending into icing conditions, select the airframe ice protection system on 2 minutes before entering icing (approximately 5,000 ft above cloud). With ENG ANTICE selected in flight and thrust lever at idle, a raised N, is automatically applied at which adequate intake and engine ant-ice is available. NOTES: 1. The procedural use of flap 15° for descent and holding is not permitted in icing conditions. 2. In icing conditions, ice may accumulate on the unprotected areas between the TKS panels on the leading edge of the wings. Sub-section 4.10 Page 18 ooFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES LEAVING ICING CONDITIONS ENG ANTICE 1 and 2. ENG IGNITION 1 and 2 WING/TAIL ANTICE time switch OFF OFF ‘SEVERE ICING CONDITIONS NOTE: The following weather conditions may be conducive to severe in-flight icing: 1. Visible rain at temperatures below 0°C ambient air temperature. 2. Droplets that splash or splatter on impact at temperatures below 0 °C ambient air temperature. PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT These procedures are applicable to all flight phases from takeoff to landing. Monitor the ambient air temperature, While severe icing may form at temperatures as cold as -18°C, increased vigilance is warranted at temperatures around freezing with visible moisture present. If the visual cues specified in Section 2 LIMITATIONS of this Flight Manual for identifying severe icing conditions are observed, accomplish the following: 1. Immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the severe icing conditions in order to avoid extended exposure to flight conditions more severe than those for which the airplane has been certified. 2. Avoid abrupt and excessive maneuvering that may exacerbate control difficulties. 3. Do not engage the autopilot. 4. If the autopilot is engaged, hold the ram’s-horn control column firmly and disengage the autopilot. 5. If an unusual roll response or uncommanded roll control movement is observed, reduce the Angle-Of-Attack. 6. Do not extend flaps during extended operations in icing conditions. Operations with flaps extended can result in a reduced wing Angle-Of-Attack, with the possibilty of ice forming on the upper surface further aft on the wing than normal, possibly aft of the protected area. 7. Ifthe flaps are extended, do not retract them until the airframe is clear of ice. 8. Report these weather conditions to Air Traffic Control. ‘Sub-section 4.10 Page 19 asFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES WHEEL BRAKES GENERAL ‘The normal wheel brake system incorporates Maxaret anti-skid units which automatically reduce the brake pressure should a wheel tend to skid. Since the Maxaret unit does not operate until the wheel is revolving, the brakes must not be applied before touchdown. It should be noted that the emergency braking system by-passes the anti-skid units and therefore care should be exercised when using this system. NOTE: if any of the wheel fusible plugs blow, the brakes must be inspected and certified serviceable before the next take-off. ‘The brakes are of adequate capacity to bring the airplane to a stop under all circumstances: {including a rejected take-off from V;) provided that the procedures stated below have been carried out. COOLING TIMES After the airplane has made a normal landing or a stop from a rejected take-off, a waiting period should be established to make sure the brakes are both sufficiently cool and in serviceable condition for a further rejected take-off (critical case). Sub-section 4.10 Page 20 ooFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES AFTER NORMAL LANDING The required waiting period from completion of taxi-in from landing to before start of taxi-out for take-off is 5 minutes, except when the take-off weight exceeds the values given in Table 1. When the weight exceeds these values, a period of 30 minutes must be allowed. Aon Temperature °C Altitude -10 0 to | 20 | 30 | 40 | 50 feet Take-off Weight ~ Lb 10,000 22,300 | 21,900 | 21,500 | 21,100 | 19,500 ‘9,000 22,800 | 22,400 | 21,900 | 21,600 | 20,300 8,000 23,300 | 22,800 | 22,400 | 22,000 | 21,100 7,000 23,800 | 23,300 | 22,900 | 22,400 | 21,900 6,000 24,300 | 23,800 | 23,300 | 22,900 | 22,500 | 20,900 5,000 24,700 | 24,200 | 23,800 | 23,300 | 22,900 | 21,600 4,000 25,200 | 24,700 | 24,300 | 23,800 | 23,400 | 22,400 3,000 25,700 | 25,200 | 24,700 | 24,300 | 23,800 | 23,100 2,000 26,300 | 25,700 | 25,200 | 24,700 | 24,300 | 23,900 1,000 26,800 | 26,200 | 25,700 | 25,200 | 24,700 | 24,300 | 23,300 SL 27,300 | 26,700 | 26,200 | 25,700 | 25,200 | 24,800 | 24,100 Table 1 Maximum Take-Off Weights with a 5 Minute Waiting Period for Cooling Brakes This table is based on stil air and a downhill slope not exceeding 1/2%. Corrections for more adverse conditions are given in the following NOTES: NOTES: 1. In 0-5 knots tailwind subtract 500 Lb. 2. In 6-10 knots tailwind subtract 1,500 Lb. 3. If the downhill slope exceeds 1/2%, subtract 500 Lb. ‘Sub-section 4.10 Page 21 GoFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES AFTER REJECTED TAKE-OFF Required period from completion of taxi-in following a rejected take-off from a speed of 90 knots or less, to before start of taxi-out for take-off. After a single rejected take-off. After two or more successive rejected take-off. If the rejected take-off is made from a speed greater than 90 KIAS the brakes must be inspected and certified to be serviceable before the next take-off. CREW TRAINING ‘The waiting times obtained by the table on the previous page relate to normal operations in which the brakes and tires have time to cool between landings. If repeated braked landings are made for crew training or any other reason, the brakes and tires may not have time to cool between runs and their temperatures may rise to an undesirable level. The following restrictions should therefore be observed. Heavy braking should not be used more than necessary for the purpose of the exercise, and the landing gear should be extended as long as possible ~ never less than 5 minutes in each circuit. Landings with light braking may be repeated at intervals of not less than 15 minutes. After a landing with heavy braking, one or more touch and go circuits should be done, and a time of 30 minutes should elapse before the next braked landing. ‘Sub-section 4.10 Page 22 asFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES THRUST REVERSERS (If installed) Before the first flight of the day, the thrust reversers and associated annunciators should be checked for correct operation. With the RUDDER BIAS A and 8 on, confirm that selection of thrust reverse on each engine in turn inhibits the rudder bias system. If the thrust reverser system is known to be inoperative or unserviceable, it must be disabled and locked in the forward thrust position. The thrust reversers should be armed (ARM annunciator illuminated) before each flight unless the system is inoperative or unserviceable. Reverse thrust should only be used when the main and nose gears are on the ground. ‘Movement of the thrust levers above IDLE is inhibited during thrust reverser deployment and stowage, the UNLCK annunciators will be illuminated when the thrust reverser doors are not locked in the stowed position. When the thrust reversers doors are fully deployed, and fan flap doors extended, the REVSR annunciator will illuminate. The UNLCK annunciator remains illuminated. Maximum reverse thrust is automatically controlled at approximately 65% Ny. GROUND PROXIMITY WARNING SYSTEM Sundstrand Mark 2 BAe Mod. 259551B or equivalent (if installed) Pre-Flight Check (with flaps up) GPWS PULL UP GP INHIBIT annunciator switch GPWS FAIL annunciator.. Push and hold Check ~ Illuminated GLIDESLOPE Audible warning.. Check itis heard once After a short pause. Check the PULL UP. annunciator comes on and the audible warning “WHOOP WHOOP PULL UP" is heard. . Check the voice stops. The PULL UP annunciator should be extinguished. . Release and check the GPWS FAIL annunciator extinguishes. Atter several repetitions of PULL UP"...... Annunciator switch .... Sub-section 4.10 Page 23 ooFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES MISCELLANEOUS PROCEDURES FLIGHTS IN EXCESS OF Myo As permitted by the LIMITATIONS in Section 2, Myo may be exceeded when authorized for the purpose of pilot training or routine test fights provided the following conditions are observed: * Passengers are not carried. ‘+ The maximum air speed is an indicated Mach number of 0.82. + The altitude should be at least 30,000 feet throughout the maneuver with wings level and no applied‘g’. + There is no significant turbulence. ‘Commence the maneuver in level fight by selecting Maximum Continuous Power and then push the nose gently. Recovery action is to reduce power to idle, extend the airbrakes and carry out a gentle pull up. fa Mach number greater than 0.82 indicated or an air speed greater than 20 knots above Viio inadvertently achieved, or if any airframe or aileron buffet is encountered, take recovery action immediately. FLIGHTS IN EXCESS OF Vo It is permissible, for the purpose of pilot training or routine test flights, to exceed the maximum operating speed Viso, as stated in Section 2 LIMITATIONS, by 20 knots provided that: * Passengers are not carried. © There is no significant turbulence. + The altitude is not greater than 20,000 feet. Ifa Mach number greater than 0.82 indicated or an air speed greater than 20 knots above Vivo is inadvertently achieved, or if any airframe or aileron buffet is encountered, take recovery action immediately. Sub-section 4.10 Page 24 GisFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES CHECKLIST INTRODUCTION This Checklist has been developed and recommended by the manufacturer for use in the operation of this airplane. It should be noted that the INTERNAL CHECKS offer the choice between: EXTERNAL POWER AND/OR APU AVAILABLE or INTERNAL CHECKS - BATTERY ONLY Follow the appropriate series of checks when that stage of the procedure is reached. NOTE: Figure 1 is a typical 800 Series airplane with Thrust Reversers installed. Recommended Walk-Around Pattern Figure 4.10-4 ‘Sub-section 4.10 Page 25 aoFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES EXTERNAL CHECKS The Recommended "Walk-Around" Pattern is shown on Figure 4.10-4 All surfaces. (see LIMITATIONS) Protective covers, blanks and plugs... Remove and stow Engine, APU and CAU Landing gear... Extension normal ~ Check tires, brakes and hoses. Landing gear locking pins Remove (3) Nose wheel steering pin. Check Nose gear doors Closed. Manual release secure. Static Plates Free from dust, corrosion, and contaminants. Avionics Access doors (if installed)... Correctly seated and secured Nose Skin (forward of static plates) and sealant bulges. Fasteners and panels, All secure ‘Thrust Reversers (if installed) removed. Check level Undamaged, Free from oil, fuel, or hydraulic leaks. Engine oil General condition. Wing and Horizontal Tait. panels. INTERNAL CHECKS Cabin Check Cabin Overwing Emergency Exit Locking Pin (if installed) Check removed and stowed REFUEL switches. Circuit Breakers.. +All OFF Set Safety equipment Check and stow Pump hand .»- Stowed LANDING GEAR. ‘Selector down. Nose gear indicator visible. Brakes. PARK All trims Check, set Thrust Reverse levers (if installed). Stow, POWER OFF HP COCKS a OFF LP COCKS. Levers up XFEED and TRANSFER. Levers up BATT ON ~ Check gear 3 greens BATT ISOLATE, = NORM BUS TIE OPEN annunciator . Check illuminated Battery Volts .. Above 23, Fire extinguisher switches. Off (2) Indicators clear (2) ... Free from snow, ice and frost ~ Intake and exhaust ports clear Free from dents, paint bubbles Stowed ~ Check safety pins (2) smssnnennee Check antice fluid distributed at ‘Sub-section 4.10 Page 26 os"REASON FOR ISSUE: Additional Ios Protection Limitations prior to takeoff and revised — _ctiteria for in-flight icing. jh cae kM e of : 1 in Section 2 - ACTION: tiranone en ian Pege? to face Page 21 in Section Insert Advance Bulletin 4. ORNAL PROCEDURES. Subsection 10" 26 in Section PROCEDURES. F ‘SECTION 4- ABNORMAL/NORMAL PROCEDURES ‘Sub-section 4.10 - NORMAL PROCEDURES ae CHECKLIST ‘EXTERNAL CHECKS Read the following procedural check in place of the first procedural check: All surfaces and wing leading edges... Free trom snow, ice and frost - : ‘see AFM Section 2 - LIMITATIONS.FAA approved Doc. No. HS.1.16 ADVANCE AMENDMENT BULLETIN No. 28 (continued) Intentionally left blank Page 4 of 4FAA approved Doc. No. HS 1.16 NORMAL PROCEDURES if External Power or APU available: i Battery Power initially only available: EXT PWR... .... AS required EXT PWR. OFF EXT BATT CHG... Off No 1 VHF Comm. ON TEST panel Test APU FIRE warnin, TEST ENG FIRE 182 os em BEACON R PUMP ENG CMPTR2 No2MAIN AIR VLV.. START PWR. Continue with: BUS TIE (if EXT PWR OFF) .CLOSE IRS's (if installed). Avionics MSTR switches (as installed) .. RADIO, ADS, EFIS and MFD master ‘Transponders EFIS FAN FAIL annunciators (2), STBY INV... Inverters. Air conditioning Oxygen .. Passenger oxygen LH mask and mictophone. LH side panels.. FLT ANNUN.. STBY INSTS Standby attitude. ws No. 2 Standby Attitude Indicator (if installed) TRANSFER switches. AUX HYD SYSTEM handle Avionics Emergency Power (if installed RADAR MASTER (f installed) Pannier Heat (if installed). -NAV or ALIGN .On ON Signal from flying pilot's ADC (Ghanigo as fying Blot erangos) ..Not illuminated ARM ~ Check XE VOLTS: .ON and check LAs required _SUPPLY ON ~ Check contents .ON Check .Check .. TEST ~ DIM OVRD - NORM EMERG PWR TEST Erect .. TEST ~ DIM OVRD - NORM Erect All green ‘Sub-section 4.10 Page 27 asFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES Continue with: AUXILIARY COOLING PACK (if installed) FLT RCDR (If installed ~ first flight of the day) RH side panels. RH mask and microphone Glareshield.. If External ‘and/or : = —— ‘APU avallable then: With No 2 engine running: TEST panel... “Test all functions]| |] TEST Pane! estat cxent } Continue with: Roof Panel BEFORE START CHECKS External and internal checks... Autopilot. Electric trim EFD (EFIS) CAT 2 (if installed) EMERG Lights (if installed). IRSs (f installed)... ‘START CHECKS. Brakes, BEACON. ENG CMPTRs. Fuel pumps START PWR No.2 Engine . No.1 Engine . Check Complete Test Test Test Check as required Set Reset Set Set Set Set Set and checked Set Set Given On ‘ARM NAV PARK On AUTO ON ON . Start . Start Sub-section 4.10 Page 28 asFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES AFTER START CHECKS START PWR. EXT PWR (if used) Generator 1 & 2. APU GEN.. Volts and Amps... Ai conditioning ALTERNATORS .. Heaters PITOT AMPS CVR (If installed ~ first fight of the day) . AIR BRAKES. APR OFF TAXI CHECKS one SOt As required -As required Given Closed Secure Exterior lights.. Take-Off Briefing Flight Deck Windows Harnesses Controls soeeatenAS Tequired ‘Sub-section 4.10 Page 29FAA approved Doc. No. HS 1.16 NORMAL PROCEDURES BEFORE TAKE-OFF CHECKS Brakes... . Check Instruments .. . Check Altimeters. . LH and RH reading within 40 ft of each other THRUST REVERSERS: . ARM. ENG CMPTR RUDDER BIAS ~ first fight of the day Thrust Reversers (if installed ~ first flight of the day) APU... Seats and harnesses Windows Briefing.. BATT 1 & 2 (Nicad only) BATT AMPS. FMS... Check (if required) LINE UP CHECKS EXTERIOR LIGHTS .. ‘Transponder Flying controls. Antice and ENG IGNITION .. MWS: Flaps, Airbrakes, Trims and Vspeeps. APR As required Set Full and free movement Sub-section 4.10 Page 30 coFAA Approved Doc. No. HS 1.16 ADVANCE AMENDMENT BULLETIN No. 22 ISSUE: 1 Approved: 14 May 2001 REASON FOR ISSUE: Addition of Cruise Checks. ACTION: Insert this page to face Page 31 of SUB-SECTION 4,10, NORMAL PROCEDURES. ‘SECTION 4 - ABNORMAL/NORMAL PROCEDURES: SUB-SECTION 4.10 - NORMAL PROCEDURES CHECKLIST The following information is to be inserted after CLIMB CHECKS. ‘CRUISE CHECKS Prossurization .. Check OXYGEN... Check contents Antice and ENG IGNITION .....As required Systems Check and monitor ‘Approved aL. few ‘Manager, Aircraft Certification Office Federal Aviation Administration Wichita, Kansas USA Page 1 of 1FAA approved Doc. No. HS 1.16 NORMAL PROCEDURES AFTER TAKE-OFF CHECKS LANDING GEAR... Up MAIN AIR VLVs 1 & 2.. OPEN Yaw damper Engage Flaps up APR. Disarm SYNC Antice and ENG IGNITION. Ny oF No AS required ~ Prime Airplanes modified with CABIN HI DATUM and the departure or landing airfield is above 9,000 ft. Refer to CABIN HI DATUM CHECKS: following the LEAVING AIRPLANE CHECKS (TERMINATING FLIGHT) CLIMB CHECKS . Set and checked . As required . As required . Check . Check contents Altimeters .. ‘Sub-section 4.10 Page 31 weFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES COLLINS AVIONICS RVSM CHECKS WITH MODIFICATION 25F731B (i In Airspace designated as RVSM ADC 1, 2. ‘Operational Altimeters.. .-Compare. Repeat at least once per hour. ‘Transponder _ Signal from flying plots ADC (change as flying pilot changes) ‘Operation in Airspace Designated as RVSM ‘The maximum permited Mach number for operations in airspace designated as RVSM is: Pressure Altitude - feet Mach 29,000 068 30,000 0.69 31,000 0.70 132,000 o71 33,000 072 35,000 and above 0.80 (Myo) RVSM Malfunctions Discontinue operations in Airspace designated as RVSM ift ADC 1 of ADC 2 FAIL annunciator illuminates HONEYWELL AVIONICS RVSM CHECKS WITH MODIFICATION 25F731A (if installed) In Airspace designated as RVSM ADC 1,2. Operational ‘Alimeters Compare. Repeat at least once per hour. ‘Transponders. .» Signal from flying pilot's ADC {change as ying plot changes) RVSM Limitations ‘No additional timitations RVSM Malfunctions Discontinue operations in Airspace designated as RVSM if: ‘ADC 1 or ADC 2 FAIL annunciator illuminates Sub-section 4.10 Page 32 aoFAA Approved Doc. No. HS.1.16 ADVANCE AMENDMENT BULLETIN No. 24 ISSUE: 1 Approved: 7 January 2003 REASON FOR ISSUE: a yee ne asl eee eo ies Naar os Sections Bee and to update procedures which pertain to flight in RVSM airspace with failed components. ACTION: == Insert this page to face Page 32 of SECTION 4, Sub-Section 4.10, NORMAL PROCEDURES. ee SUB-SECTION 4.10 - NORMAL PROCEDURES (CHECKLIST COLLINS AVIONICS RVSM CHECKS for AIRPLANES WITH ADC-82A AIR DATA go arinmere: INSTALLED BY SERVICE BULLETIN No. 34-3381 (if incorporated) COLLINS AVIONICS RVSM CHECKS for AIRPLANES WITH ADC-86 AIR DATA COMPUTERS INSTALLED BY MODIFICATION 25F731B (if installed) In Airspace designated as RVSM ADC 1,2... Operational Atimeters ‘Compare. Repeat atleast once per hour. ‘Transponders ‘Signal from flying pilots ADC (change as flying pilot changes) RVSM Malfunctions ‘When Flying In RVSM Airspace Failure of components or systems that may affect flight in RVSM airspace should be handled by the following: 2) Reterto the applicable procedures forthe faled components or systems in Sub-section 4.05, b) Utilize the specific contingency procedures applicable to individual ICAO RVSM regions. HONEYWELL AVIONICS RVSM CHECKS WITH MODIFICATION 25F731A (if installed) In Airspace designated as RVSM pct, Operational ‘Compare. Repeat atleast once per hour. ‘Signal from flying pilot's ADC (change as flying pilot changes) RVSM Malfunctions When Fiying In AVSM Airspace . ; ale ot ieee 3 aon Wi ay tec Ratt VAM atopy ikl Majid, 2) Refer othe applicable procedures forthe failed components or systems in Sub-section 4.05. ‘b) Utilize the specific contingency procedures applicable to individual ICAO RVSM regions, Page 1 of 2FAA Approved Doc. No. HS.1.16 ADVANCE AMENDMENT BULLETIN NO. 24 (continued) Approved By: Can Babe LPPonald K. Rathgeber, Manager Aircraft Certification Office Federal Aviation Administration Wichita, Kansas USA 1 2/0.3. Approval Date: Page 2 of 2FAA approved Doc. No. HS 1.16 NORMAL PROCEDURES CABIN ALTITUDE SETTING FOR LANDING (Apply setting correction to airfield elevation) QNH-mb_ || 970 975 980 985 990 995 1000 in.Hg 28.64 | 28.79 | 28.94 | 29.09 | 2923 | 29.38 | 29.53 ee QNH-mb || 1005 | 1010 | 1015 | 1020 | 1025 | 1030 | 1035 in.Hg 29.68 | 29.82 | 29.97 | 30.12 | 30.27 | 30.41 | 30.56 LANDING REFERENCE SPEED Vper UP TO Maximum Landing Weight Weight Ibs | 17,000 | 18,000 | 19,000 | 20,000 | 21,000 | 22,000 | 23,000 VaerKIAS] 112 | 115 | 119 | 122 | 125 | 128 | 130 ABOVE Maximum Landing Weight FOR EMERGENCY USE ONLY .Use Vagr + 10 Ise Vper + 15 Icing/Flapless Use Vper +30 ‘Sub-section 4.10 Page 33 asFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES DESCENT CHECKS MAIN AIR VLVs 1 & 2 Pressurization . Veer -- Briefing. Antice OPEN both . Set Calculate and Set Given Prime APPROACH CHECKS Altimeters . ‘Set and checked F/DK VLV . CLOSE EXTERIOR LIGHTS. As required Cabin notices ..... On Seats and harnesses .. . Secure Nosewheel steering. . Handwheel clear CAT 2 Checks .. . Complete (if applicable) LANDING CHECKS AIR BRAKES .. ‘SHUT LANDING GEAR. own ~ 3 Greens Nosewheel steering, entered ENG SYNC.. Altimeters FLAPS... MAIN AIR VLVs 1 & 2 AP & YD... AFTER LANDING CHECKS AIR BRAKES & FLAPS.. EXTERIOR LIGHTS. PITOTVANE HEAT L & R... Antic XPDR & RADAR ‘Only the SHUT DOWN CHECKS needs to be completed for a short turnaround. Before the Taxi Checks go to BEFORE START CHECKS, ignoring EXTERNAL and INTERNAL CHECKS. ‘Sub-section 4.10 Page 34 osFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES ‘SHUT DOWN CHECKS: With both engines and APU running Brakes. THRUST REVERSERS (if installed)... EMERG LIGHTS (if installed). Air conditioning HP cocks. Fuel pumps ENG CMPTRS.. BEACON, Cabin notices... PARK OFF GEN FAI. ‘SCREEN HEAT & ALTERNATORS: ‘Sub-section 4.10 Page 35 GsFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES If the LEAVING AIRPLANE (TERMINATING FLIGHT) CHECKS are completed, the EXTERNAL CHECKS AND INTERNAL CHECKS should be completed before the next flight. LEAVING AIRPLANE (TERMINATING FLIGHT) CHECKS. With APU only running BATT 1 & 2 Temperature (Nicads only) IRS's ({f installed). FMs. Avionics MSTR switches {as installed) . Check OFF OFF OFF Standby Inverte OFF APU, ‘Shut down EXTERIOR and INTERIOR LIGHTS .. Flying controls . OXYGEN SUPPLY BATT. VESTIBULE LIGHT. Sub-section 4.10 Page 36 ooFAA approved Doc. No. HS 1.16 NORMAL PROCEDURES The following procedures are for airplane modified with CABIN HI DATUM and the departure or landing airfield is above 9,000 ft. eter twee eee ee eens NOTE: CLIMB CHECKS Altimeters.. ‘Set and checked EXTERIOR LIGHTS As required Cabin notices As required Antice. : As required Pressurization Check OXYGEN... heck contents CABIN HI DATUM... )e-Select ~ see NOTE: Cabin Hi Datum should be de-selected once cabin pressure altitude drops below 8,000 ft. Cabin Hi Datum must be de-selected by the time the airplane has reached 25,000 ft. DESCENT CHECKS (if the landing airfield is above 9,000 ft) MAIN AIR VLVs 1 & 2 Pressurization.. CABIN HI DATUM... Veer: Briefing Antice. APPROACH CHECKS Altimeters. Exterior Lights.. Seat Belts Nosewheel Steering ..Set and check As required ON ..Handwheel clear LANDING CHECKS Air Brakes Flaps Gear. Nosewheel Steering. Brakes... Harnesses SYNC. Refer to previous AFTER LANDING CHECKS ‘Sub-section 4.10 Page 37 or ng eee San