q400 Line Training Guidelines Manual 1 LTG Compress

Doc. No.
: SEJ-OPS-21-LTG (Q400)
DHC-8-402
LINE AND TRAINING PROCEDURES GUIDELINES
Edi on 01 – 2017
Q400 LINE & TRAINING SEJ-OPS-21-LTG (Q400)
GUIDELINES FOR
FOREWORD Revision 00 30 Jan 2017
SpiceJet Dash 8 Q 400, Line and Training Guidelines (QLTG), have been
prepared from the information extracted out of AOM, AFM, SpiceJet OM,
QRH, Bombardier FOSL. The same has been seamlessly integrated under the
authority of Sr VP Operations.
Adherance to the QLTG is aimed at standardization and ensuring effective

crew coordination, crew performance, within the bounds of safe and efficient
commercial operations.
All pilots of Dash 8 Q400 are required to follow the QLTG. They may also refer
to the parent document whenever detailed description is desired.
Any suggestions regarding QLTG can be forwarded to

hkjs.sokhey@spicejet.com
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GUIDELINES FOR
FOREWORD Revision 00 30 Jan 2017
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SEJ-OPS-21-LTG (Q400)
Q400 LINE & TRAINING GUIDELINES
CHAPTER 1
NORMAL PROCEDURES Revision 00 30 Jan 2017
TABLE OF CONTENTS
1 General Procedures ...........................................................................................5
1.0 PANPAN/MAYDAY .............................................................................................5
1.1 Automated Cockpit and Levels ..........................................................................7
1.2 Radio Tuning and Communication Policy ..........................................................7
1.2.1 Radio Communication .......................................................................................7
1.2.2 Organization of Communications ......................................................................7
1.3 Movement of Switches and Controls ................................................................8
1.4 Altimeters Selection ..........................................................................................8
1.4.1 Pressure Altimeter.............................................................................................8
1.4.2 Radio Altimeter .................................................................................................8
1.5 Normal Procedures............................................................................................8
1.5.1 Pre Flight Preparations ......................................................................................8
1.5.2 On reaching the Aircraft ....................................................................................9
1.5.5 Auto Pilot Engaged ..........................................................................................10
1.6 Flight director standby ....................................................................................10
1.7 Manual Flight...................................................................................................10
1.8 Use of Lights ....................................................................................................10
1.9 Use of Cabin Signs ...........................................................................................11
1.10 Cabin Crew Signalling Procedures ...................................................................11
1.10.1 Prior to Start ....................................................................................................11
1.10.2 Prior to TAKE-OFF ............................................................................................11
1.10.3 After Take-Off ..................................................................................................11
1.10.4 Descent ............................................................................................................12
1.10.5 Before Landing ................................................................................................12
1.10.6 Aircraft on Chocks ...........................................................................................12
1.10.7 Door Opening ..................................................................................................12
1.11 Use of Headsets ...............................................................................................12
1.12 Display of Charts ..............................................................................................12
1.13 Sterile Cockpit .................................................................................................12
1.14 Use of FMS.......................................................................................................13
1.15 ATC Clearances ................................................................................................14
1.16 Transponder Selection ....................................................................................15
1.17 Decision Altitude/Minimum Decision Altitude and Weather Minima ............15
1.18 Cross Check of Take-Off/Landing Data/FMS ...................................................16
1.19 Airspeed for Takeoff ........................................................................................16
1.20 Acceleration Altitude .......................................................................................16
1.21 Selection of Engine Bleed during Take-Off and Landing .................................16
1.22 Use of TCAS .....................................................................................................16
1.22.2 Traffic Advisory (TA) ........................................................................................16
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1.22.3 Pilots responsibility in case of RA ....................................................................17
1.22.4 Avoidance of unnecessary TCAS warning ........................................................17
1.23 Use of EGPWS ..................................................................................................17
1.24 Normal Checklist Philosophy ...........................................................................18
1.25 Deviations from the Standard Procedure........................................................20
1.26 Cockpit Preparation .........................................................................................20
1.27 Briefings ...........................................................................................................21
1.27.1 Preflight ...........................................................................................................21
1.27.2 Before Start .....................................................................................................23
1.27.3 Taxi ..................................................................................................................23
1.27.4 Departure ........................................................................................................23
1.27.5 Arrival and Approach .......................................................................................23
1.28 Detailed Procedure (Pre-Flight and Cockpit Preparation) ...............................24
1.29 Detailed Procedure (Before Start/Pushback) ..................................................24
1.30 Engine Operation.............................................................................................25
1.30.1 Engine Start .....................................................................................................25
1.30.2 Engine Monitoring and EVENT MARKER function ...........................................26
1.31 Detailed Procedure (Engine Start) ...................................................................26
1.32 Detailed Procedure (After Start) .....................................................................28
1.33 Taxi and Runway Operations ...........................................................................28
1.34 Detailed Procedure (Taxi) ................................................................................30
1.35 Line Up.............................................................................................................30
1.36 Detailed Procedure (Line Up) ..........................................................................31
1.37 Take Off ...........................................................................................................31
1.38 Detailed Procedure (Take Off/After Take Off).................................................34
1.39 Climb................................................................................................................37
1.39.1 Parameter Check .............................................................................................39
1.40 Detailed Procedure Climb/Cruise ....................................................................39
1.41 Before Descent Procedures .............................................................................40
1.42 Approach Briefing ............................................................................................40
1.42.1 Pressurization check ........................................................................................41
1.43 Descent Procedure ..........................................................................................41
1.44 Seat Belt Sign during Descent..........................................................................42
1.45 Detailed Procedure before descent ................................................................42
1.45.1 Pressurization check ........................................................................................43
1.46 Approach Checklist ..........................................................................................43
1.47 Approach Procedures ......................................................................................43
1.47.1 Procedures for Cat-B/Non Precision Approach/CDFA Approach with Flaps 35 ..
.........................................................................................................................44
1.48 Landing ............................................................................................................45
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1.48.1 Use of Power Levers on landing ......................................................................45
1.48.2 Normal Landing ...............................................................................................46
1.48.3 Braking Technique ...........................................................................................46
1.49 Airplane Pitch Awareness ................................................................................49
1.49.1 Tail strike avoidance ........................................................................................49
1.50 Call Outs on Deviations ...................................................................................49
1.51 New Altimeter Setting, Altitude/Flight Level Assignment ...............................50
1.52 Detailed Precision Approach and Landing Procedure .....................................50
1.53 Detailed Procedure for Non Precision Approach ............................................53
1.54 CAT-II Operations ............................................................................................55
1.54.1 Practice of CAT II approaches on aircraft ........................................................55
1.54.2 Flight Crew Procedures for CAT-II operations .................................................56
1.54.2.1 General ...................................................................................................56
1.54.2.2 Flight Phase Related Procedures Preparation ........................................56
1.54.2.3 Pre-Flight Actions ...................................................................................57
1.54.2.4 CAT-II Briefing items ...............................................................................57
1.54.2.5 CAT II Approach Preparation & Briefing .................................................57
1.54.2.6 Aircraft Lights .........................................................................................58
1.54.2.7 Eye Datum ..............................................................................................58
1.54.2.8 CAT II Minima .........................................................................................58
1.54.2.9 CAT II Approach Procedure ....................................................................58
1.54.2.10 Approach Ban .........................................................................................61
1.54.2.11 CAT II Landing .........................................................................................61
1.54.2.12 CAT II Call Outs .......................................................................................61
1.54.2.13 Taxiing (after CAT II landing) ..................................................................62
1.54.2.14 Limitations..............................................................................................62
1.54.2.15 Malfunctions ..........................................................................................63
1.54.2.16 Pilot Incapacitation ................................................................................63
1.54.2.17 CAT II Missed Approach .........................................................................64
1.54.2.18 Post-flight Actions ..................................................................................64
1.54.2.19 Scanning Duties ......................................................................................64
1.55 GO – Around ....................................................................................................65
1.56 Detailed Procedure: Go- Around .....................................................................65
1.57 Touchdown ......................................................................................................68
1.58 After Landing Procedure .................................................................................68
1.59 Shutdown ........................................................................................................69
1.60 Take- Off with Reduced Power ........................................................................70
1.60.1 Pre-requisites ..................................................................................................70
1.60.2 Limitations .......................................................................................................71
1.60.3 Procedure ........................................................................................................71
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1.60.4 Abnormal Procedures ......................................................................................71
1.61 Use of Windshield Heating ..............................................................................71
1.62 Take- Off and Landing in Maximum Tail Wind Conditions ..............................72
1.62.1 Pre-requisites ..................................................................................................72
1.62.2 Limitations .......................................................................................................72
1.63 Use of FMS and Setting Up of Radio Aids (Dual UNS-1E SCN 803 FMS with
Enhanced Navigation Display and LNAV/VNAV Option) .................................73
1.64 Radio and NAV Aid selection During Various Phases ......................................74
1.65 Emergency equipments on board ...................................................................75
1 A1 Appendix: 1 Avoidance of Tail Strike .................................................................1
1 A2 Appendix -2 Visual Circuit - Criteria for Conduct (OC 12 OF 2015) ...................1
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1 General Procedures
Preface and Notes
(a) All procedures as per Guidelines. Any departure from these qualified as’ Non
Standard’ followed by action
(b) CQRC actions must be completed after doing ‘FLOWS’ as sought by PF except
incase only FLOWS are asked for.
(c) Entry Procedures into flight compartment as per AOM.
(d) OC, FOSL, Supplementary procedures are to be referred as per requirements.
(e) Preparatory duties as per OM
(f) EFB and OTP values when approved.
(g) Crew Classification (OM)
PF Pilot Flying- The PF is responsible for operating the airplane safely, within the
limitations, ensuring that good CRM, monitor the completion of all normal,
abnormal and emergency Checklists and ensure compliance with ATC
instructions and clearances.
PM Pilot Monitoring - The PM is responsible for monitoring the safe operation of the
airplane and for acting upon any instructions from the PF. The PM will read and
ensure the completion of all required Checklists when called for and will be
responsible for all radio communications, unless otherwise instructed by the PF.
LH/RH Left hand/Right hand seat position for completion of particular tasks due to the
location of controls regardless of PF or PM role.
(h) Crew Resource Management (CRM) Effective crew resource management and
crew coordination is essential. Each crew member to be aware of the duties and
responsibilities of the other crew member. Normally, a crew member shall not
perform any function, or take any action, unless the other crew member, if
present, is first informed. If a crew member is required to leave the cockpit,
upon return he/she will be informed of all actions taken during his/her absence.
Flight Attendants are part of crew and effective utilisation of crew will
strengthen the team
1.0 PANPAN/MAYDAY
GUIDANCE
MAYDAY: MAYDAY. In a grave and imminent threat, requiring immediate assistance,
call three times in a row. The following format is recommended.
“MAYDAY, MAYDAY, MAYDAY; Aircraft call sign and type; Nature of emergency;
Pilot's intentions and/or requests; Present position and heading (or if lost then last
known position and heading and time when aircraft was at that position), Altitude or
Flight level; Squawk Code; Number of souls on board; Any other useful information.”
(e.g. “MAYDAY, MAYDAY, MAYDAY, Delhi Control, SpiceJet 2438, Q-400 type, both
engine failure, request immediate landing at Delhi, position 35 miles south west of
DPN, heading 120, flight level 80, squawk 7700, 80 persons on board”.
MAYDAY relay: If an aircraft makes a MAYDAY call and it is not acknowledged by the
ATC, then another aircraft receiving the MAYDAY call should attempt to contact the
ATC on behalf of the MAYDAY aircraft by broadcasting a MAYDAY relay. A MAYDAY
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relay call should use the call sign of the transmitting (own) aircraft and give the name
and position of the MAYDAY aircraft.
PAN PAN: PAN PAN is used to indicate an urgent situation of a lower order than a
"grave and imminent threat requiring immediate assistance", such as a mechanical
breakdown or a serious medical problem. A state of urgency, distinct from a
MAYDAY call which means there is imminent danger to life. Thus "pan-pan" informs
potential rescuers (including emergency services and other aircraft in the area) that
a safety problem exists whereas "MAYDAY" will call upon them to drop all other
activities and immediately initiate a rescue attempt.
The following format of a PAN PAN is recommended “PAN-PAN,PAN-PAN,PAN-PAN;
Details are similar to MAY DAY e.g. “PAN-PAN,PAN-PAN,PAN-PAN, Delhi Control,
SpiceJet 2438, pressurization problem, request descent to FL 100, request return to
Delhi, present position 50 miles south west of DPN, heading 120, flight level 210,
squawk 0247”.
Cancelling a MAYDAY OR PAN PAN call: In the rare event that the PIC determines
that the situation has improved and the aircraft is no longer under a grave and
imminent threat, then he may consider cancelling the MAYDAY OR PAN PAN
condition. In this case, the appropriate call is “CANCEL DISTRESS”. The call of course
must be supplemented with relevant information about the aircrafts position and
status.
The Table below shall be used to determine what type of situations warrant a
MAYDAY
FAILURE CALL COMMN TO CC
1. Both Eng Fail MAYDAY Prepare for Crash Ldg/Ditching
Brace call. Evac on Ldg
2. Eng Fire MAYDAY Prepare for cabin crew and pax for
(Inextinguishable) Confirm from ATC evacuation upon landing
3. Elect Fire/ Smoke MAYDAY Advice cabin crew, request to locate
source of smoke (if applicable)
Prepare for Evacuation upon
landing.
4. LOSS OF GENERATED PAN. Advice.
ELECTRIC POWER (MAYDAY if not No lights in cabin, Loss of
recovered) Pressurization. Diversion
Radar vector.
Possible
Loss of Communication
5. Emergency descent MAYDAY. Cabin report
Medical assistant.
Numbers of wounded/
Needing oxygen Airport
of Ldg. Time of Ldg
The Table below shall be used to determine what type of situations that warrant a PAN PAN
1. 1Eng Fail PAN PAN Advice
2. Flap up Lgd. PAN PAN. Advice
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High Landing Speed
3. Door light & Advice ATC Advice. If Cabin Door,
depressurization direct Pax away from door
Controllable/slow
rate.
The above suggestions may not be all inclusive and PIC must access the failure and
implications after having reviewed the appropriate NNC.
1.1 Automated Cockpit and Levels

1.1.1 Pilots must understand that there are different levels of automation available and
select the most appropriate level for any phase of flight to ensure the highest level of
situational awareness.
1.1.2 Automation Levels
Level 1 – Raw data, no automation at all. The pilot is hand-flying the airplane
without the use of the airplane flight guidance system. Pilots should
revert to this mode of operation during ambiguity of the status of
navigation or flight guidance system (mode confusion
Level 2 – Use of flight director. The pilot is hand-flying the airplane using the flight
director. Level 2 automation is typically used during takeoff and initial
departure.
Level 3 – Use of flight director, autopilot. The pilot is flying the airplane through the
flight guidance system and autopilot. This can be referred to as tactical
use of automation.
Level 4 – Use of flight director, autopilot, plus FMS vertical and lateral path
guidance. The pilot is flying the airplane using LNAV/VNAV. This mode can
be considered as strategic use of automation.
1.2 Radio Tuning and Communication Policy

All pilots are to be aware of correct communication procedures as per ICAO
standards. These may have to be modified as per operating base, however the basic
content would remain the same. Sample R/T for seeking clearance at Hyderabad
after establishing contact with ground frequency would be “Hyd Ground SG 1032
parked at Bay 42, VTSUP, Information C - QNH 1014, Request Clearance to Bangalore
FL 250 R Nav complaint, Total SOB 78 through security, request pushback and start.”
1.2.1 Radio Communication

(a) PM is responsible for radio communication.
(b) Radio communication can be transferred to PF on PM request (E.g. Monitor
VHF 1 with radar, I am getting ATIS, or contacting company on # 2).
(c) PF/PM must inform any changes on VHF #1 or instruction received when
transferring communication back to PM.
1.2.2 Organization of Communications

(a) Comm. 1 used for ATC.
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(b) Comm. 2 used for receiving ATIS, communicating with company and other
airport agencies. Comm. 2 generally must be tuned on 121.5 MHz during cruise
phase of flight and a listening watch maintained at low volume
(c) Wherever, company frequency is available (131.375 MHz), pilot shall contact
dispatch office and pass on following information :
“Chocks off time……….., Airborne time……………. Souls on Board………Reason for delay
(if any), ETA destination………Fuel on arrival….. or any other relevant information”.
Aircraft status… (serviceable/unserviceable), Fuel required for next sector, or any
other assistance required .
1.3 Movement of Switches and Controls

During abnormal or emergency situations, the movement of any control, switch,
lever, valve or other device in the cockpit may, if incorrectly positioned, affect the
safety of flight. Movement of Power Levers, Condition Levers, or PULL FUEL/HYD OFF
Handle must first be verified and confirmed by the PF to ensure that the correct
action is being taken. Normally, the PM will be tasked with this action. (As per QRH)
1.4 Altimeters Selection

1.4.1 Pressure Altimeter
(a) Take Off is always performed with all three altimeters set to local QNH.
(b) Climb/Cruise/Descend: Comply with “Altimeter setting and checking
procedure”. During climb change over to Standard setting at Transition Altitude
and during descent change over to local QNH setting at Transition Level.
(c) Destination airport QNH is set on standby altimeter as soon as it is received.
(d) Landing is always performed with all three altimeters set to local QNH.
(e) Area QNH may have to be maintained in restricted airspace.
1.4.2 Radio Altimeter

(a) Radio altimeters will not be used to designate airfield minima for any CAT1 (i.e.
DH/DA) or non precision approach.
(b) CAT 1 procedures require DA based on the barometric altimeter and not the
RAD ALT setting. MDA must be selected appropriately on each PFD.
1.5 Normal Procedures
1.5.1 Pre Flight Preparations

All pilots are to be aware of all contents of documents Operational Manual and
ensure the following:-
(a) Currency of Simulator, all licenses, AGTR and other training requirements
(b) Updated Knowledge of QRH, CQRC, AOM, AFM, MEL, OCs, CARs etc
(c) Familiarity with Enroute and Airfield Charts
(d) Weather including TAF, Metars, Satellite and Doppler radar pictures
(e) Company and AAI Notams
(f) Medical requirements and BA test (Reporting D-0:45 Domestic)
(g) CFP Review –especially fuel upliftment based on weather /diversion.
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(h) Reach parking stand by 0:25 min or before disembarkation of transit aircraft.
1.5.2 On reaching the Aircraft

(a) Check status and meet the staff and cabin crew.
(b) External inspection (Use high visibility Jacket during walk around). Special
emphasis on windshield cleanliness, leaks, brakes and tyre conditions.
External Inspection
Before the first flight of the day/crew change and at transit stops, PIC must
perform an external inspection, as per the PFI procedures.
Exterior inspection includes a check for obvious wear/damage a general
overview of the condition and position of the A/C before it is moved. The
inspection should include technical/ operational aspects such as:
(a) FOD danger at parking position
(b) Obstructions within initial taxi area,
(c) Progress of A/C servicing.
Finding of any leakage of A/C fluids should be reported to maintenance before
the flight is conducted.
(c) On entering flight compartment complete
i. Pre entry checks
ii. Adjust seat for height and leg reach
iii. Cleanliness and security
iv. Charts, EFB location and fitment
v. DATIS and clearance
vi. PF briefing
vii. CCIC briefing
viii. Preacautions when refuelling in progress. Seat Belt signs ON once
refuelling complete.
1.5.3 Cockpit Preparation

Apart from Left to Right checks as per AOM, the following are specific
(a) Setting up PFD with QNH, speeds, altitude FMA date
(b) FMS, route, callsign, fuel and OTOW parameters
(c) Cross check with EFB data when available.
1.5.4 Crew Calls

In general PF will call for selections by naming the control then the setting to which it
is to be selected; e.g. “Flap 0, Gear down, etc:” PM then checks speed or other
possible limiting parameter, then makes the selection, and when the desired
indications are achieved, makes the appropriate call E.g., “Flaps” when indicated,
calls “Zero” or “Gear”. When indicated, calls “3 Greens”.
Situational awareness can be compromised if at least one crew member is not

tasked with the responsibility of monitoring the airplane’s flight path.
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1.5.5 Auto Pilot Engaged
(a) PF announces his own selections on AFCS by calling out mode and value.
PM checks corresponding indications and if correct, responds “Checked”.
(b) Below 10,000’ PF should ask PM to update/fill/review any changes in FMS
and confirm with PF. It is important that both pilots shall not be head down
in cockpit below 10,000’.
(c) Automatic mode switching/capture by FD/AP should be called by (PF) e.g.
ALT Captured, VOR STAR ALT STAR etc, and responded to by the (PM)
having checked indications, calling “Checked”.
(d) Below 5000 FT AGL and any time turbulence is expected, PF should keep
one hand on the control wheel, in order to avoid/ minimize deviations
from flight profile caused by inadvertent autopilot disengagement.
1.6 Flight director standby

Manual Flight (AP OFF) AP ON
Request AFCS mode selection by Perform and announce
appropriate call out appropriate AFCS mode
(Including ALTITUDE Changes)
E.g. “HDG mode Selected”
PF
E.g.“Select HDG mode” “ Heading left 150 degrees set”
“Set heading left 150 degrees” “AP ON”
“Engage AP”
- Performs selection Checks the correct selection
- Announces Announces “Checked”
PM
“AP ON”
“HDG mode Selected” or
“ Heading left 150 degrees set”
1.7 Manual Flight

(a) PF flies the A/C and adjusts required power. All other selections or switching in
the cockpit are requested by PF and performed by PM.
(b) Requests from PF for FD modes should be in the form, “Set…” followed by
mode and value, E.g. “Set IAS 185”. PM makes the selection and calls out
mode and value. E.g. “IAS 185 Set”.
(c) In all situations, both pilots must be aware of all selections or switching and
maintain situational awareness throughout the flights. It is mandatory that any
selection made on the FGCP, course selector, heading bug, ARCDU
frequencies, DA/MDA, speeds, be announced and acknowledged by both
Pilots.
1.8 Use of Lights

The lights are operated as follows:
(a) Position ON whenever aircraft is powered
(b) Logo ON whenever aircraft is powered at night below
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10,000ft
(c) Anti Collision RED on ground with any engine started or during
Light ground manoeuvring e.g. during pushback/towing.
WHITE on, when entering or crossing Active Runway
and at all times in flight.
(d) Flare ON when takeoff clearance is received and on
approach when Cabin Secure report is received.
(e) Approach Light Select ON when takeoff clearance is received or
descending through 10,000 ft and OFF vacating
runway or climbing through 10,000 ft
(f) Taxi Select ON when cleared to taxi and on final approach
after receiving landing clearance. Select OFF on
receiving Take-off clearance (This would be a cross
check that take-off clearance is received).
Note: Use of landing and taxi lights could be disconcerting or actually hamper
visibility during rain or in fog. P1 to use discretion and select OFF if need arises.
When backtrack is required to reach takeoff position during night time at
airports where runways are not sufficiently lit (dark runways), PIC may use full
lighting system to be more aware about aircraft position on the runway and to
observe the runway edges for live animals which may affect the takeoff.
1.9 Use of Cabin Signs

(a) NO SMOKING sign to be “ON” at all times.
(b) SEAT BELTS sign shall be kept ‘ON’ for all ground operations, taxiing and take
off to 10,000ft.and descending below 10,000 ft or at least 10 minutes to land,
whichever is earlier.
(c) For flight into and departing Delhi; the seat belt sign must be on below flight
level 150 or within 50 NM from Delhi airport.
(d) The Pilot-in-Command has the discretion to switch ‘ON’ the Fasten Seat Belt
sign at any time during the flight due turbulence or in short sectors.
(e) All signals to the cabin must be performed using SEAT BELTS switch.
1.10 Cabin Crew Signalling Procedures

1.10.1 Prior to Start
Captain has to receive cabin report before starting engines. Cabin crew would to
confirm to the captain the total number of PAX, and request permission to close the
cabin door; “xxx passengers on board, permission to close the door”.
1.10.2 Prior to TAKE-OFF
Senior cabin crew are trained and instructed to confirm to the captain that all the
safety briefings have been completed and all passengers are secured for take-off by
double chime implying “Cabin and galley secure”. The PILOTS must chime seat belt
sign at appropriate time before takeoff.
1.10.3 After Take-Off
Cabin crew are trained and instructed to remain seated until released by a signal
from the flight deck when the seat belt sign has been switched OFF.
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1.10.4 Descent
During descent at approximately 15 min before landing, , captain should thank the
cabin crew on PA, or inform over the intercom, “ Cabin Crew thank you please
prepare cabin for landing”, time to land, temperature etc. The cabin crew will ensure
that all cabin safety requirements for landing are completed. Dispatch info to be
passed in case not done during climb.
1.10.5 Before Landing
The Cabin crew confirms to the captain that the passenger cabin is secure for
landing, by double chime implying “Cabin and galley secure for landing”. During
approach, pilot uses Fasten Seatbelt sign to indicate ‘crew to take their seats’ for
landing.
1.10.6 Aircraft on Chocks
The Cabin Crew are trained and instructed to remain seated until aircraft has arrived
and come to a complete halt on the stand.
1.10.7 Door Opening
Captain is to switch OFF seat belt signs and ANTI COLLISION LIGHT only after visually
checking the propeller stoppage, once he receives the confirmation from ground
that chocks are on. Standard PA shall be used to signal the cabin crew to open the
door i.e. “Welcome to XXX, Cabin Crew clear to open door”. In addition reason for
any delay etc can be emphasised with apology.
1.11 Use of Headsets

Use of headset is mandatory for all flight below 10,000ft and ground operations. Pre-
flight briefing must be carried out with headsets on. During turbulent flying
condition and when penetrating weather, it is recommended that headset be used
for communication.
1.12 Display of Charts

Appropriate Enroute, Approach and, Airport Charts shall be displayed in the cockpit
both for take-off and during descent up to parking.
1.13 Sterile Cockpit

1.13.1 The Concept of ensuring that no flight crew members are distracted in the cockpit in
any manner during critical phases of flight in the interest of safety is termed as
Sterile Cockpit.
1.13.2 The aircraft commanders shall ensure that the flight deck door is closed and locked
from the time cabin door are closed following embarkation until such door is opened
for disembarkation, except when necessary to permit access by authorized persons.
1.13.3 Civil Aviation Regulations prohibit flight crew members from performing any duties
during critical phases of flight except those duties required for the safe operation.
1.13.4 For this purpose Critical phases would mean:
(a) DEPARTURE will be from Engines start until “FASTEN SEAT BELT” signs are
switched OFF during climb or 10000 feet whichever is higher.
(b) ARRIVAL will be from 10000 until “FASTEN SEAT BELT’ signs are switched OFF at
the gate.
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If any flight attendant feels that the attention of the PIC is warranted, she shall use
the Cabin Interphone to alert the Flight Deck of the situation.
1.13.5 Specific Activities prohibited during critical phases of flight are as follows:
(a) Engaging in non-essential conversations within the cockpit, or with the flight
crew.
(b) Food and beverages consumption
(c) Reading publications or preparing paper work not related to the phase of the
flight
(d) Announcement to passengers promoting the company or pointing out sights of
interest.
(e) Radio calls for non-operational related purposes.
(f) Any activity which could cause distraction.
1.14 Use of FMS

1.14.1 Departure: At airports, where RNAV SID is available and expected, check with ATC
Unit which delivers the Departure clearance (usually Ground Control) for the
expected SID. Load the SID in the FMS FPL and check it against the chart.
The FMA modes for take-off will still be HDG SEL, GA, ALT SEL and the selected NAV
source for the PFDs will be FMS1 for LS and FMS2 for RS.
Takeoff Procedure and Callouts (pertinent to FMS Operation):
PF PM
“400 FEET”
“PUSH NAV”
Push NAV pushbutton on FGCP
Observe LNAV mode (initially in Reverse
Video, then normal display) replacing HDG
SEL in FMA
Call “LNAV” (or LNAV HDG SEL – see
below)
Verify LNAV mode active in FMA
ANNOUNCE
”LNAV” (LNAV HDG SEL – see
below)
Follow SID/ATC Departure instructions in LNAV mode.
At airports where RNAV SIDs are not available, after loading the flight plan in the
FMS FPL page, select NAV page on the FMS. Insert a manual leg change to activate
the airway by selecting LSK 1L – FROM. The departure airport 4 letter code will be
highlighted. Select from the Flight Plan list the VOR/NDB collocated with the
departure route (usually item #2). Press ENTER. The selected facility will be now
active at FROM line. Press ENTER again and the next waypoint/ facility listed in the
FMS Flight Plan will be displayed at TO line. Press ENTER again to complete the
selection. Select Commanded Heading by pressing HDG LSK 1R, followed by ENTER.
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This will arm the Command Heading Mode. Follow same Takeoff procedure and
callouts (above).
When NAV pushbutton is pressed, FMA will display “LNAV HDG SEL” mode as active.
Continue flying in this mode until cleared to intercept the Airway or cleared direct to
a specific waypoint.
When cleared to intercept airway, turn the HDG knob to select the interception
heading, then press LSK 2R (INTERCEPT) to activate LNAV HDG INT MODE on the
FMA.
1.14.2 Enroute: Both Pilots shall select LNAV on their respective side. Respective ARCDU
frequencies must be set for conventional navigation for back-up to FMS. E.g. PF sets
VOR to next facility and PM sets his VOR to last facility.
1.14.3 Arrival: Use of FMS is permitted for RNAV STAR arrivals, wherever they are
published and a clearance has been issued. When an RNAV STAR is loaded, do not
change the altitudes computed by the FMS, unless ATC specifies a certain altitude to
be reached at a certain waypoint.
Wherever no promulgated RNAV arrival exists, conventional navigation is to be used

to execute the arrival procedure.
1.14.4 Approach and landing: Use of FMS loaded approaches is acceptable as advisory
information only. ILS/ VOR/ NDB should be tuned, identified and used as primary
resource for the approach. Once an approach is loaded, do not change the
predetermined altitudes as provided by FMS, as they are computed for a continuous
descent profile.
If the approach procedure is not in the FMS database, conventional navigation

method is to be used to execute approach.
1.14.5 FMS can be used for tuning frequencies, transponder etc.
1.15 ATC Clearances
1.15.1 Both crew members should listen to ATC clearances (taxi/departure/arrival etc).
The PM will read back the clearance and the PF will confirm his/her understanding of
the clearance to the PM.
Any safety related message or part of message transmitted by voice must always be
read-back.
1.15.2 The Following Shall Always Be Read Back

(a) Taxi instructions
(b) Level instructions
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(c) Heading instructions
(d) Speed instructions
(e) Airways/route clearances
(f) Approach clearances
(g) Runway in use
(h) All clearances affecting any runway
(i) SSR operating instructions
(j) Altimeter settings
(k) VDF information
(l) Type of radar service
(m) Transition levels
1.16 Transponder Selection

Transponder must be selected as per ATC instructions. Stand/by shall be selected to
2000. In case no code is allotted by ATC, it shall be selected on 2000.
1.17 Decision Altitude/Minimum Decision Altitude and Weather Minima

The DASH 8 Q400 is performance related to CAT B (with Flaps 35 degrees setting).
For Precision approaches, the Decision Altitude (DA) must be selected in the MDA
window of the PFD, rounded up to the next 10 feet, i.e. DA 2225’ will be bugged as
2230’.
For Non Precision Approaches, the exact MDA as published/approved by DGCA shall
be selected in the MDA.
For Continuous Descent Final Approach (CDFA). For approaches that do not use
VNAV or an ILS glideslope or glide path, a CDFA technique is recommended. When
electronic or a pre-stored computed vertical guidance is not used, vertical speed or
flight path angle can be used to achieve a CDFA profile.
In case of the application of the CDFA technique, the DDA () may be used safely as a
decision altitude provided the go-around manoeuvre is initiated not later than the
DDA.. It is required that flight crews add a prescribed altitude increment to the MDA,
(50’ for Dash 8Q400) to determine the altitude at which the vertical transition to the
missed approach should be initiated. In such cases, there is no need to increase the
RVR or visibility requirements for the approach. Any turning manoeuvre associated
with the missed approach should be initiated no earlier than the equivalent MAP.
Approach procedures are designed to include additional safety buffers.. Flight crews
should always be prepared in advance to initiate a missed approach procedure if
necessary.
Do not use DH selection unless for Cat. II/III approaches when cleared.
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1.18 Cross Check of Take-Off/Landing Data/FMS
Take-off/Landing speed are obtained by PM and shown to PF for cross checking
along with the respective performance weight. PF should cross check the data with
FMS (Performance Page) and CFP/Load & Trim Sheet for ZFW, TOW, Fuel on board &
Trim Setting etc. Reduced Toff power must be calculated as per the chart. First flight
would be NTOP. EFB to be crosschecked when approved.
1.19 Airspeed for Takeoff

TOLD cards not used for bugging take-off speeds. Spicejet performance booklet is to
be used for bugging speeds. Optimum options must be used. FO should take out
relevant data and cross check with PIC. The operating data in Ipad would be used as
available. The speeds to be set would be V1, VR,, V2, VFRI and V Climb
1.20 Acceleration Altitude

After take-off or Go Around, acceleration altitude is be 800 ft above airport elevation
(AAE) unless specified otherwise for a particular airport due to obstacles. The result
should be rounded up to the 10 feet and selected in the MDA box of the PFDs.
1.21 Selection of Engine Bleed during Take-Off and Landing

The Bleeds at MIN/OFF for takeoff. On receiving Take-off clearance, BLEED is
selected OFF. On approach select BLEED OFF latest by 500 feet above ground level
and should be called out “LANDING CHECKLIST COMPLETE”.
1.22 Use of TCAS

1.22.1 TCAS enhances Situation Awareness
Departure: During Cockpit preparation, to ABOVE.
Cruise and Arrival: It select BELOW.
After crossing FAF, select TCAS to ABOVE.
1.22.2 Traffic Advisory (TA)

The goal of traffic advisory is to inform the pilot of any surrounding traffic. The crew
should attempt to establish visual contact with intruder and assess the potential
collision risk. Select APPROACH and FLARE lights ON.
TA display shows the intruder relative position and altitude with trend arrow to
indicate if it is climbing or descending greater than 500 feet per minute.
TCAS display a TA when time CPA (Closest Point of Approach) is between 20 and 48
seconds with an aural alert “TRAFFIC, TRAFFIC”. This alert has to make pilots to look
for intruder aircraft and establish visual contact to determine visually the position of
intruder. Manoeuvres based solely on TA (Traffic Advisory) should not be initiated.
Resolution Advisory (RA):

The Resolution Advisory is an appropriate vertical avoidance manoeuvre. The RA
display is incorporated into vertical speed indicator IVSI.
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Compliance with RA (Resolution Advisory) is MANDATORY.
1.22.3 Pilots responsibility in case of RA

(a) Respond to RA by disengaging the Autopilot and commencing a climb/descent
manoeuvre as called for by TCAS.
(b) If pilots simultaneously receive instructions to manoeuvre from ATC and RA
which are in conflict, the pilots should follow the RA.
(c) Inform ATC about RA by PM e.g. “SpiceJet ..., TCAS RA”.
(d) Return to required flight path on cessation of RA.
(e) After Landing call Chief Pilot/Dy Chief Pilot/ Flight Safety Department followed
by filling up RA form and FSR.
1.22.4 Avoidance of unnecessary TCAS warning

To avoid unnecessary TCAS warning reduce the aircraft rate of climb or descent as
applicable to 1500 feet per minute or less when the airplane is 2000 feet to level off
altitude/ flight level in aerodrome control zone as per DGCA circular.
1.23 Use of EGPWS

1.23.1 Navigation is not to be predicated on the use of the terrain display.
Note: The Terrain Display is intended to serve as a situational awareness tool only. It
does not have the integrity, accuracy or fidelity on which to solely bases decisions for
terrain or obstacle avoidance.
1.23.2 To avoid giving nuisance alerts, the predictive TAWS functions can be inhibited when
landing at an airport that is not included in the airport database. Visual verification
to be done by the pilot.
1.23.3 EGPWS Warning

No pilot engaged in passenger transport deliberately enters a situation which may
put his passengers, his aircraft, his crew and himself in danger. Analysis of crashes (
voice recorders from aircraft flying into terrain) tell us that the pilots involved did not
believe in warning, and that some pilots, as a consequence of their disbelief, entered
a state of inability to take the proper action.
When flying under daylight VMC conditions, should a warning threshold be

deliberately exceeded or encountered due to known specific terrain at certain
locations, the warning may be regarded as Cautionary and the approach may be
continued. PF must brief PM about this possibility.
A go-around shall be initiated in any case if the following warning appears and cause
of warning cannot be identified immediately.
“WHOOP - WHOOP PULL UP”, “TERRAIN TERRAIN”, “TOO LOW TERRAIN”

(a) A/P ----------------------------------------------DISENGAGE
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(b) GA Button----------------------------------------------PUSH
(c) POWER -----------------------------------RATING DETENT
(d) Rotate to achieve maximum possible rate of climb.
(e) When flight path is safe and GPWS warning ceases:
(f) Decrease pitch attitude and accelerate.
When speed above minimum required and V/S positive:

(a) Clean up aircraft as necessary.
(b) CALL ATC, Recheck navigation, evaluate situation.
“SINK RATE” Adjust pitch attitude/VS and power to silence the warning.
DON’T SINK” Adjust pitch attitude and power to maintain level or climbing flight.
“Glide slope”
(a) Re-establish the airplane on the glide slope.
(b) Depress once GPWS/GS push button if flight below glide slope is intentional (in
this case, PM should be briefed in advance).
1.23.4 EGPWS Inoperative/Deviation Callouts
EVENT PM CALLOUT PF CALLOUT
Excessive angle of bank (>30º) “BANK ANGLE” “CORRECTING”
Rate of descent more than 900 fpm on final “SINK RATE” “CORRECTING”
approach and altitude below 500 feet AGL.
Rate of descent more than 1200 fpm and
altitude below 1000 feet AGL.
Speed consistently more than 10 knots “SPEED” “CORRECTING”
above the selected Target speed, or speed
below the selected target
Glide slope deviation more than one dot up “GLIDE SLOPE” “CORRECTING”
to 500 feet and half dot below 500’.
Localizer deviation more than one dot “LOCALIZER” “CORRECTING”

Activation of Radio Altimeter “RADALT “CHECKED”
ALIVE”
1.24 Normal Checklist Philosophy

1.24.1 A Challenge-and-Response or Read-and-Do method will be used to execute the
checklist, depending on the phase of flight.
In case of a Challenge-and-Response, after the LH pilot calls for the CHECKLIST, the
RH pilot reads the TITLE and challenges by reading the CHECKLIST items aloud. The
LH pilot confirms the item or action has been accomplished as required and then
answers the challenge. RH pilot must also visually verify the item or action called. If
the item is required to be accomplished or verified by the RH pilot, then the RH will
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answer his own challenge. In all cases, the response by one pilot is confirmed by the
other and any disagreement is resolved prior to continuing with the checklist.
For Read-and-Do, the PM will read aloud the checklist items, verifies the switch
position or action completed and will answer his own challenge.
1.24.2 Requesting a Checklist

During the ground operations, LH always requests the checklist. During the flight, PF
requests a checklist. The appropriate checklist shall be called for by announcing the
title, E.g. “CRUISE CHECKLIST”.
1.24.3 Any time landing gear, flap, trims, or condition lever selection is required, both pilots
should verify and confirm the relevant position in regard to the above controls.
1.24.4 Reading a Checklist

If the checklist has to be stopped before being completed (due to ATC
communication or other pertinent reasons), the checklist execution must be
resumed from where it was discontinued. In case of any ambiguity in respect to
where the checklist was stopped, the entire checklist will be executed. All required
actions that have not been accomplished earlier have to be performed before calling
“... Checklist completed”.
1.24.5 After the completion of any CHECK LIST, the PM states “…CHECKLIST COMPLETED”.
This allows the PF to maintain situational awareness during checklist phases and
prompts the PF to continue to the next checklist, if required.
1.24.6 Use of Flows

The use of flow patterns is an efficient method of accomplishing the cockpit setup
for normal procedures in each phase of flight. After running the flow pattern, the
CHECK LIST must be used to verify the setup.
Flow patterns are not used for abnormal or emergency procedures. In case of an
emergency, maintain control of the airplane, accomplish the memory items first (if
any), and call for the appropriate Checklist when the situation allows.
COMPLETE THE FLOW/CHECKLIST WHEN ASKED  FOLLOW UP WITH

APPROPRIATE CHECK LIST
1.24.7 Approved Check List

Item Action
st
COCKPIT PREPERATION Flow (including 24 h check 1 /last flight)
ORIGINATING BEFORE START Challenge and Response
BEFORE START Challenge and Response
AFTER START Challenge and Response
TAXI Read and Do, Challenge and Response for
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configuration items: Flap, Trims, and Condition
Levers
LINE UP Read and Do
AFTER TAKEOFF Read and Do
CRUISE Read and Do
DESCENT Read and Do
APPROACH Read and Do
LANDING Challenge and Response (Landing Gear, Flaps, and
Condition Levers) Read and Do (remaining items)
AFTER LANDING Read and Do
SHUTDOWN Challenge and Response
LAST FLIGHT Challenge and Response
1.24.8 Prompting of Checklist

The PF is responsible for initiating the appropriate checklist. However, if the PF
forgets to call for a particular checklist, the PM should ask the PF whether a checklist
should be started, e.g. “standing by with the Descent Checklist”. Such prompting
onstitutes good CRM, which is appropriate in any flight situation. No Checklist or
flow should be executed by the PM unless called by PF.
1.25 Deviations from the Standard Procedure

If the actual configuration or condition is inadvertently not in accordance with the
CHECKLIST, corrective action should be initiated before proceeding with CHECKLIST.
If the actual configuration or condition is intentionally not in accordance with the
CHECKLIST standard (e.g. special/abnormal operation, MEL procedure) the response
must be modified to reflect the actual situation (specific answer). Both Pilots must
realize this deviation from the standard.
1.26 Cockpit Preparation

1.26.1 GPU or BAT CART
As soon as an indication for DC GPU, check the voltage/load on electrical page. If the
voltage indicated at MAIN BUSES is below 26 VDC and/or if batteries indicate
discharge, disconnect the external power/ battery cart and use the APU (if available)
or de-power the airplane and conduct a Battery Start when ready.
1.26.2 APU Operations

(a) APU operation shall always be supervised, either by Pilots or AME available.
(b) During push back APU shall be selected off at the earliest. i.e. on completion of
nd
startup of the first/2 engine, after SELECT light extinguishes.
(c) After Landing select APU on, when asked by PIC.
1.26.3 24 Hours System Check (AOM)

24 Hours System Checks are Cockpit Preparation Items that are mandatory checks
performed every day. In order to improve operational reliability and to provide
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engineering with sufficient time for maintenance, as a company policy, these checks
have to be carried out on the first flight of the day for the aircraft and enclosed in
techlog. The same may be repeated after last flight if required.
1.27 Briefings
Headsets must be ON during briefings.
1.27.1 Preflight
This briefing will usually be given prior to airplane movement by the PF to discuss the
flight profile, potential problems, weather, safety and operational issues. This
briefing also serves to set the tone for the flight and supports team building. The
preflight briefing should also include an emergency return plan and any planned
deviations from SOP due to weather, runway conditions or other safety issues.
Take off data must be cross checked by both pilots.
The topics to be covered would include, but not be limited to:
(a) Airplane status to include MEL items
(b) Weather (departure, en route and destination)
(c) Performance criteria
(d) Airport information
(e) NOTAMS
(f) Taxi route
(g) Route of flight, including SID
(h) Deviations from SOP for any reason
(i) Review V speeds
(j) Power setting for Reduced Power Take-Off, if applicable.
(k) Review the calls to be made by the PM
(l) Discuss the action to be taken in the event of an abnormal emergency
indication before V1
(m) Discuss the action to be taken in the event of an abnormal/emergency
indication at or after V1 to include emergency return
(n) Discuss the departure procedure to include headings, altitudes and tracks to be
flown and any minimum climb gradient required
(o) Review radio, navigation, FMS and flight director selections
(p) Review anti-ice requirements
(q) Review tail-strike avoidance procedure during takeoff
(r) Review windshear recovery procedure (during monsoon season)
(s) Any questions/clarifications
EXAMPLE:
Example given below is advisory in nature, PF may brief additional points
depending upon prevailing circumstance (e.g. single engine procedure, special
procedure etc)
“This will be a standard left seat departure. Takeoff weight is ….kgs. Normal
Takeoff Power is 90% or less Torque. Speeds for Flap 10 are V1120, VR 121, V2
122, VFRI 133 and VCLIMB 154 and bugged appropriately. Before V1 either pilot
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can call “ABORT”. I will abort the take off for any CAUTION or WARNING light,
any directional control problem or safety of the flight issues. You will briefly
inform ATC about the rejected takeoff. I will bring the aircraft to a complete
stop; we will analyze the situation and decide on the course of action. If
evacuation is required, you will inform ATC about fuel on board, number of
souls on board, any dangerous goods and request for emergency equipment,
thereafter you proceed in the passenger cabin to assist in evacuation. I will
complete the Memory Items and be the last to leave the aircraft.
For any other reasons, we will try to vacate the runway, deal with the
malfunction and return to the bay.
At or after V1, in the event of any problem we will continue the takeoff. I will
ensure a positive rate of climb, command gear up and climb with minimum
speed of V2. In the event of a powerplant failure, you will confirm propeller
feathered and POWER UPTRIM. At Acceleration Altitude I will accelerate to a
minimum of IAS VCLIMB. If engine is failed, I will ask you to set IAS VCLIMB. Passing
VFRI we will retract the flap, establish the aircraft in climb, reassess the
malfunction and conduct Memory Items (if any), followed by Abnormal/
Emergency checklist, followed by Normal checklist, inform ATC and decide on
the next course of action (return to departure airport, divert to Takeoff
Alternate or continue to destination).
Takeoff runway is 09L. HITAS FOURS departure, runway heading to 3000 feet
and then right turn heading 080 to maintain 5000 feet.”
NOTE: In case of an Assisted Takeoff, the Rejected Takeoff actions will be
performed by the LS pilot, as he controls the Power Levers after Takeoff Power
has been set by the RS pilot.
Cabin Crew Briefing

Cabin Safety briefing will be conducted on Flight Deck by PIC with Co-Pilot and Cabin
Crew.
CCIC would handover crew slip and brief on any specific passenger/ACM, status of
safety equipment, Emergency System and Equipment.
PIC would brief CCIC after introduction.
i. Procedure for cockpit security

ii. Procedure of actions or ground and Abort take off including Evacuation.
iii.Emergency procedure in air Procedure in case of unlawful interference.
iv. Taxy time, flying time, weather which may affect be flight.
v. Remind CCIC to be informed of any non-normal activity pertaining to
aircraft or passengers.
vi. Any special information.
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1.27.2 Before Start

(a) The purpose of this briefing is to ensure that each crew member is aware of
his/her own specific responsibilities during engine starting and those critical
items that ensure early recognition of a start malfunction.
(b) “In the event of a malfunction or emergency during engine start, I will abort the
start by selecting Condition Lever to FUEL OFF, START Selector to center and
together we will carry out the appropriate memory items and CHECKLIST. I will
inform Ground AME and you will inform ATC and await my instructions.”
1.27.3 Taxi
There is usually no time on a taxiway to deliver a lengthy, detailed taxi briefing. The
attention of the crew should be more properly directed to steering the airplane.
Therefore this briefing is best accomplished while parked.
1.27.4 Departure
The PF will review the Departure Clearance. The only briefing items that should be
repeated while taxiing are:
(a) Initial heading and altitude
(b) Emergency Special Procedure
(c) First turning point if on a SID
(d) Confirmation of avionics/ FMS setup
(e) Review/changes in type of takeoff (wet/dry, SID, noise abatement, reduced
Power etc)
1.27.5 Arrival and Approach

(a) Arrival and approach planning and briefing should be accomplished by PF as
early as practicable, preferably before TOD.
(b) Destination weather conditions
i. Alternate weather conditions
ii. Fuel status and plan of action should a landing not be possible
iii. Assigned STAR and other routing
iv. The approach procedure and runway dimensions
v. Altitudes: MSA, FAF, step downs, minimums and runway threshold
elevation
vi. VREF and all the other applicable speeds for the approach
vii. Desired avionics set-up
viii. Anti-icing requirements
ix. Missed approach procedure
x. Go-around actions
xi. Actions to avoid tail strike
xii. Actions in case of Approach to Stall
xiii. Windshear escape manoeuvres (during monsoon)
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1.28 Detailed Procedure (Pre-Flight and Cockpit Preparation)
PRE-FLIGHT AND COCKPIT PREPERATION
FLT PHASE EVENT LH RH
CAPT AND F/O AT THEIR DO DO
STATIONS -PREPARE THE COCKPIT -OBTAIN ATIS
AND SET DATA FOR -PREPARE THE COCKPIT
DEPARTURE RUNWAY. ON RESPECTIVE SIDE.
-CONFIRM FMS FLIGHT -SET DATA FOR
PLAN DEPARTURE RUNWAY
-FILL UP THE FUEL PAGE -FILL UP FMS
AS PER LOADSHEET
READ DO
LOAD SHEET---------------- -DATA FILLED IN CFP
LOAD SHEET ON BOARD ------CHECK
ANNOUNCE
“AZFW IS...”
“TAKEOFF FUEL IS..” TAKE OUT FROM
“ATOW IS...” PERFORMANCE BOOK:
“ALW IS...” V1
“SOB IS...” V2
“ZF MAC IS …” VR
“TO MAC IS …” VFRI
VCLIMB
FILL UP FUEL AGE DO CROSS CHECKS
TAKE-OFF DATA REVIEW SET
V1
V2
SET VR
VFRI VFRI
VCLIMB VCLIMB
ORIGINATING BEFORE RESPONSE CHALLENGE
START and BEFORE
START CHECKLIST
ORGINATING BEFORE START CHECK LIST (C & R) TO BE CONDUCTED FOR THE
FIRST FLIGHT OF THE DAY AND DURING CREW CHANGE.
24 HOURS SYSTEM CHECKS TO BE COMPLETED BEFORE THE AIRCRAFT’S FIRST
FLIGHT OF THE DAY.
1.29 Detailed Procedure (Before Start/Pushback)

BEFORE START/PUSHBACK
DO
PUSHBACK/STARTUP
-“DOORS CLOSED”
CLEARANCE OBTAINED
-CHANGES OVER MFD TO
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NAV MODE
-CHECK AREA CLEAR -CHECK AREA CLEAR
DO DO
-NWS---------CHECK OFF -TRANSPONDER SEL ON
READY TO PUSH BACK -PARK BRAKE-------- OFF (if required)
-A/COL----------------RED
CALL GROUND CREW….

“PUSH BACK APPROVED
FACING..., NOSEWHEEL
STEERING OFF, PARK
BRAKE OFF, CHOCKS OFF
TIME……..DELAY DUE
TO………….”
DO
-APU BLEED----------OFF
ASK DO
”START APPROVED -START APPROVED
CHECKLIST” CHECKLIST
Chocks On and Off Timings

NOTE: In order to resolve a possible difference between the time entry in the
Techlog and that recorded in DFDR, for logging of CHOCKS OFF and CHOCKS
ON time by Q400 Captains the standard procedure shall be as follows:
(a) When parked at a ‘Power Out’ Bay: The Captain shall log CHOCKS OFF at
the moment when after obtaining ‘start up clearance’, the first engine
start is initiated. An easy means of ‘remembering’ this event is to
synchronize the first Engine Start with “ANTI-COL ON” (i.e. ANTI-COL ON
= FIRST ENGINE START = CHOCKS OFF).
(b) When parked at a ‘Pushback’ Bay: The Captain shall log CHOCKS OFF at
the moment when the ‘Pushback’ commences. An easy means of
remembering this event is to synchronize it with “ANTI-COL ON” (i.e.
ANTI-COL ON = COMMENCE PUSHBACK = CHOCKS OFF).
CHOCKS ON: The Captain shall log CHOCKS ON at the moment of ‘ANTI-
COL OFF’.
1.30 Engine Operation

The detailed engine start procedures and engine monitoring are given in this section.
1.30.1 Engine Start

(a) Both crew members will be in the cockpit for the engine start. The before
start briefing will be given by the LH.
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(b) The crew will maintain visual contact with the ground crew at all times during
the engine start.
(c) The Left Seat Pilot will perform the engine start while being monitored by the
Right Seat Pilot. Either pilot will call out any abnormal indications.
(d) The normal start sequence is to start #2 (Right) engine first followed by #1
(Left) engine. This allows for an easier evacuation if required during the first
engine start. If circumstances require a different start sequence, this should
be coordinated with the ground crew and briefed prior to the start.
(e) Starting should be planned in such a way that taxiing can be commenced
without undue delay after starting the second engine and completion of the
After Start Checklist.
(f) In the event of an engine fire during start, both engines should be shut down
immediately in accordance with the appropriate memory items. ATC and
ground crew must be informed and evacuation considered.
1.30.2 Engine Monitoring and EVENT MARKER function

(a) There is an EVENT MARKER switch on the ‘Engine Control Panel’.
(b) When pressed, this EVENT MARKER highlights on DFDR an area covering 2
minutes prior and one minute after the button is pushed. Also this opens up
more channels of information to be collected by Engine Monitoring Unit
(EMU). These channels are normally closed for DFDR pick-up.
(c) Whenever there is a Power plant issue like POWERPLANT, FADEC1, FADEC2,
FADECS message on ED, suspected engine vibration, momentary power
rollback / power fluctuations or any Caution / Warning lights associated with
Power plant system, it is needed to push and hold the EVENT MARKER button
for 5 seconds, for Engineering analysis.
1.31 Detailed Procedure (Engine Start)

COMPLETE “START APPROVED” CHECKLIST
ENGINE START
STARTING ENGINE Call Ground Crew
“CONFIRM #2 (or #1) ENGINE
CLEARED FOR START”
After receiving Ground
clearance,
ANNOUNCE
“CLEAR #2 (OR #1)”
DO
-Checks area clear
ANNOUNCE
“ #2 CLEAR”
ANNOUNCE
“STARTING #2( or #1)”
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DO
-POSITION START SELECT
SWITCH
-Press START button DO
-Start timer
Select CONDITION LEVER to
START FEATHER at first
indication of NH .
Both crewmembers monitor engine gauges for normal
indications until start select switch returns to normal and
engine stabilizes at idle.
Observe starter cut out
ANNOUNCE
“STARTER CUTOUT” Observes Starter
centered and “START”
Advisory light out
ANNOUNCE
“CHECK”
Once engine has stabilized, make sure that SELECT light is
out, the engine accelerates to a minimum of 64.2% NH and
0
ITT does not exceed 920 C
Also, check that the oil pressure is greater than 44psi
Check that applicable CAUTION and WARNING lights are
out.
DO DO
START UP OF THE -APU GEN------------------OFF -ASSOCIATED BLEED------
FIRST ENGINE -APU POWER------------- --ON
COMPLETE OFF/Delay till other Eng. -BLEED FLOW SELECTOR
(SELECT light OUT) Started (all) ---------NORM
Wait for the Batteries Load to

drop below .40, then apply the
same procedure to start second
engine.
STARTUP COMPLETE DO
– BOTH ENGINES -BUS TIE--------------------OFF
ANNOUNCE…..
“TWO NORMAL START ,
DISCONNECT ALL GROUND
EQUIPMENT, STBY FOR HAND
SIGNALS ON
LEFT/RIGHT/FRONT”
NOTE
(a) Silent cockpit procedures require only that non-normal situations be
announced during the Start Procedure.
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(b) Respective Bleed may be switched after stabilization of respective engine
after start (NH stabilized at 64.2% minimum, ITT decreasing or stable and
Caution and Warning lights associated with the running engine to be out).
1.32 Detailed Procedure (After Start)

The After Start Check list will be accomplished by the crew using the Challenge and
Response method, before the airplane is moved.
AFTER START
GROUND CREW DO
GIVES THUMB UP -BOTH CL MAX
CHECK
-NP STABILISES AT 660 RPM
-#1 AND #2 AC GEN
CAUTION LIGHTS---- OUT
-#1 AND #2 TRU CAUTION
LIGHTS-----OUT
ASK
“AFTER START FLOW” DO
-STBY HYD PRESS ---ON
(PRESS CHECKED)
-PTU CONTROL-------ON
-NO. 3 HYD ISOL VALVE-----
----------------------ON
DO -FLAPS---10/15DEGREES
-RUDDER TRAVEL-------------- -ELEVATOR TRAVEL----------
------------FULL TRAVEL -CHECK FULL TRAVEL -HYD
-NOSEWHEEL STEERING ----- #3 SYSTEM PRESSURE -----
-----------------------ON ---------------------CHECK IN
-YAW DAMPER---------ON LIMITS
-RADAR----------STANDBY -NO.3 HYD ISOL VALVE-----
---------NORMAL (OFF)
-CHECK #3 HYD SYSTEM
PRESSURE RETURNS TO
ZERO
-“ELEVATOR PRESS”
CAUTION LIGHT---- OFF
1.33 Taxi and Runway Operations

(a) Conduct a pre-taxi/departure briefing that includes the taxi route and
restrictions as cleared by ATC.
(b) Monitor the frequency when initial taxi clearance is called for to ensure that the
taxi clearance is heard.
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(c) After taxi clearance has been received, determine the assigned runway, any
restrictions, and the taxi route. If in doubt or not in agreement, seek
clarification from ATC.
(d) Observe “sterile cockpit,” especially while taxiing.
(e) Have the airport diagram(s) out, available, and in use. As appropriate, cross
check the heading situation indicator (HSI), airport diagram, and airport signage
to confirm aircraft position while taxiing.
(f) Fixed navigation lights (red, green, and white) must be on whenever the
airplane is in motion. Red A/COL light must be ON whenever aircraft is in
motion.
(g) Pilot(s) will monitor the appropriate ATC frequency when anticipating a
clearance to cross or taxi onto an active runway.
(h) When approaching an entrance to any runway, pilot(s) will ensure compliance
with hold short or crossing clearance by discontinuing non-monitoring tasks
(e.g., Flight Management System (FMS) programming, company radio calls,
etc.).
(i) Prior to crossing or taxiing onto any runway, verbally confirm ATC clearance
with other crew members and visually scan the runway and approach area.
(j) Read back all clearances/instructions to enter a specific runway, hold short of a
runway, and taxi into “position and hold,” including the runway designator.
(k) Do not merely acknowledge the foregoing instructions/clearances by using your
call sign and saying “Roger” or “Wilco.” Instead, read back the entire
instruction/ clearance including the runway designator.
(l) When entering a runway after being cleared for takeoff, or when taxiing into
“position and hold,” make your aircraft more conspicuous to aircraft on final
behind you and to ATC by turning on lights (except landing lights) that highlight
your aircraft’s silhouette.
(m) Be especially vigilant when instructed to taxi into “position and hold,”
particularly at night or during periods of reduced visibility. Scan the full length
of the runway and scan for aircraft on final approach when taxiing onto a
runway either at the end of the runway or at an intersection. Contact ATC
anytime you have a concern about a potential conflict. Maintain situational
awareness about traffic operating with in close vicinity.
(n) The crew member in the left seat will taxi the airplane while the crew member
in the right seat will be responsible for radio communications and for copying
any further clearances. The crew member taxiing the airplane must be looking
outside to the maximum extent possible.
(o) The crew must be constantly aware of their present position on the airport and
the intended taxi route. In the event of a failure during taxi, the captain will
stop the airplane and apply the parking brake while the FO informs ATC.
CAUTION
A potential pitfall of pre-taxi and pre-landing planning is setting expectations and
then receiving different instructions from ATC. Pilots need to follow the clearance or
instructions that are actually received, and not the ones they expected to receive.
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1.34 Detailed Procedure (Taxi)
TAXI PROCEDURE

READY TO TAXI ASK
“REQUEST TAXI
CLEARANCE” DO
-VHF1 ………….CALLED
TAXI CLEARANCE REVIEWED REVIEWED
OBTAINED
GROUND MECHANIC DO
ON LEFT /RIGHT -GIVE “CLEAR” SIGNAL TO
SIDE GROUND PERSONNEL
-TAXI LT------------------ON
-PARKING BRAKE--------------
---------------RELEASED
-TEST “TAKEOFF
WARNING”-----------TEST DO
-CHECKS VISUALLY -CHECKS VISUALLY
AREA CLEAR FOR TAXI AREA CLEAR FOR TAXI
DEPARTURE ASK RDC TOP – SELECT RDC TOP AS
BRIEFING ASKED SET _% (PAUSE
COMPLETED “TAXI C/L” INBETWEEN EACH CLICK)
DO
VERIFY RDC TOP VALUE ON -TANK AUX PUMP 1 and 2-
ED “CHECK” ------------------------ON
-AUTOFEATHER-SELECT
-VERIFY “AF SELECT”
MESSAGE DISPLAYED ON
ED
READ
TAXI CHECKLIST
At the beginning of taxi phase, both pilots must check the brakes.
The Taxi Checklists shall be called for when clear of any congested areas and
should be completed before arrival at the runway holding point using Read-and-
Do method, except for Flaps, Trims, Condition Levers and T/O warning, which
must be confirmed by the Left Seat Pilot.
1.35 Line Up
The ‘Line up’ checklist items will be accomplished using Read-and-Do method when
cleared onto the runway to either line-up or takeoff. Anti-collision lights should be
turned “WHITE” when entering the runway and transponder on ‘ON/ALT’, if not
already done so.
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1.36 Detailed Procedure (Line Up)
LINE UP CHECKLIST AND FLOWS
FLT PHASE LH RH
EVENT
CABIN REPORT
OBTAINED
LINE –UP ANNOUNCE
CLEARANCE “LINEUP CHECKLIST”
OBTAINED DO DO
- ANTI COLLISION---------- -CAUTION/WARNING
----------------WHITE PANEL.................CHECKED
-TRANSPONDER------------------
----------CHECK “ON ALT”
- RELEASE CONTROL LOCK
- FLIGHT CONTROLS--------------
-------------CHECKED FREE
- FLIGHT ATT------NOTIFIED BY
SEATBELT SIGN (TWICE ON)
FLIGHT -FLIGHT/TAXI SWITCH----
CONTROL ----------------FLIGHT
CHECK
COMPLETED READ AND DO
LINE- UP CHECKLIST
LINE-UP DO REFRESH HDG
-RWY HDG/LATERAL FD
BAR-----CENTERED
ANNOUNCE
“RUNWAY IDENTIFIED,
FLIGHT DIRECTOR
CENTERED”
TAKEOFF DO DO
CLEARANCE -APPROACH LIGHT-ON -BLEED FLOW SELECTOR--------
OBTAINED -FLARE LIGHT-------ON --------------------------MIN
-TAXI LIGHT---------OFF -BLEED 1 AND 2 ---------OFF
-TAKEOFF FUEL-------NOTED
ANNOUNCE
“LINEUP CHECKLIST
COMPLETED”
1.37 Take Off
1.37.1 The primary responsibility of the PF during takeoff is to fly the airplane while the
primary responsibility of the PM is to monitor the airplane systems and call out any
abnormalities to the PF.
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1.37.2 The heading bug will be set to the departure runway magnetic heading, the Flight
Director ‘Go Around’ mode will be selected to provide the correct takeoff pitch
attitude, “HDG SEL” for lateral control and “ALT SEL” for altitude capture protection.
1.37.3 Procedure: The airplane will be positioned as close as possible to the departure end
of the runway for takeoff.
When lined up, compass heading and airplane position should be checked for
positive runway identification.
Power application may not be commenced until the airplane is lined up unless rolling
takeoff is performed.
A/C performance is certified for setting powers either statically prior to brake or
while rolling, after brake release. A rolling T/O is recommended, wherever possible.
Static T/O should be preformed when ATOW is near limiting MTOW for runways or
obstacle limit.
NOTE: Refer to AFM limitation section in respect to Power Setting in crosswind
condition (AFM 2.3.6)
PF always sets PLs to Rating Detent and calls for “CHECK POWER”.
NOTE: Power Levers must be at Rating Detent by 50 KIAS.
PM checks AND ANNOUNCES “SPOILERS DOWN” on the PFCS. After verifying A/F
ARM message displayed on the ED, PM calls “AUTOFEATHER ARMED”. He checks
torque needles matching the blue bugs and calls “POWER SET”.
1.37.4 Technique: Use rudder pedals to maintain lateral control during T/O roll from the
commencement of the takeoff roll.
Smooth rudder control inputs combined with fine lateral control inputs (allow
control column to “float” around neutral position) will result in normal T/O without
over controlling directionally or laterally. LH should keep his Right Hand on the
Power levers until reaching V1, for possible rejected T/O.
When FO is PF: After he sets the power to detent he then puts his left hand on the
controls. PM (CAPT) puts his right hand on power levers so he can reject take off if
required
AUTHORITY TO REJECT TAKE-OFF LIES WITH PIC. ANY PILOT MAY CALL FOR ABORT
AND THE PIC MUST COMPLY
1.37.4.1 Correct Take-off configuration

Flaps are to be selected to the correct configuration after both engines are started
and checked that T/O Warning Horn doesn’t sound while carrying out the T/O WARN
TEST. Any time the Landing Gear, Flap, Trims or Condition lever selection is required;
both pilots must verify and confirm the relevant position in regards to the set
controls. Specific care to be taken where take off is 15 deg flaps.
A thorough scan of the Caution / Warning Panel must be performed before any
critical phase of flight (T/O and Landing). Proper briefing regarding any
Caution/Warning lights must be given during the T/O or Landing briefing.
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The normal checklists must not be done by memory. PM must ensure that all the
checklist items have been properly read and actions have been performed as
relevant.
1.37.5 Rotation
When reaching VR, rotation should be performed at a steady rate (approx 2º/sec).
Once airplane became fully airborne, continue to the T/O pitch target attitude,
thereafter maintain pitch attitude to establish climb with minimum V2+10 KIAS.
During the take off roll adjust the control wheel (aileron input) in such a position to
keep the wings level. After lift-off pointing the nose of the A/C into the wind perform
crosswind correction.
Lateral control is maintained with reference to RWY centreline, and the instruments.
Gear retraction should be initiated when positive rate is established. This should be
confirmed by indication on both vertical speed indicator and altimeter.
1.37.5.1 Tail strike avoidance

The points relevant to avoid tail strike during take-off and landingare given in
Appendix-1 to this chapter
1.37.6 After Take Off and Initial Climb

Prior to reaching at least 400 feet AGL, no action should be carried out apart from
raising the landing gear. Between 400 feet AGL and acceleration altitude, only those
switches, levers and controls necessary to ensure the safety of flight shall be moved.
The appropriate airplane checklist will specify procedures for any actions after
takeoff.
Landing Gear : After liftoff, when a positive rate of climb is noted on the altimeters
and IVSI, the PM will announce “POSITIVE RATE”. The PF will give command, “GEAR
UP”. The PM will actuate the gear handle and then monitor the landing gear control
panel and verbally report when it is in the selected position with appropriate
indications e.g. “GEAR UP, LIGHTS OUT”.
At 400 ft: PM will announce “400 ft.” PF will command “PUSH NAV”. PM will press
NAV pushbutton on the FGCP, observe HDG SEL mode on the FMA changing to LNAV
(or LNAV HDG SEL, depending on the FMS selection) and calls “LNAV” (or “LNAV
HDG SEL”). PF will confirm the mode
FLAP: At Acceleration Altitude the PM will announce “Acceleration Altitude”. The PF
will command “FLAPS 0”. The PM will verify speed above VFRI prior to moving the flap
handle and then monitor the flaps while in transit and report when they are in the
selected position with appropriate indications.
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BLEEDS: PF will call for “BLEED ON/NORM, SET CLIMB POWER PROPS 900 (or 850
MCL)”. PM will select BLEED ON/NORM, will set the Climb Power as requested and
will confirm action has been completed.
Once Climb power has been set, PF will call “SET IAS 185” and then, at his discretion,
“ENGAGE AUTOPILOT”.
Once Autopilot is engaged, PF will call for “AFTER TAKEOFF FLOW”. PM will perform
the After takeoff flow, by deselecting STBY HYD PUMP, PTU, TANK AUX PUMP 1 and
2 and AUTOFEATHER.
AFTER TAKE-OFF CHECKLIST: The PF will call for the “AFTER TAKEOFF CHECKLIST”
(Read and Do) AFTER ALTIMETER SETTING TO STANDARD AT TRANSITION ALTITUDE
AND the airplane is established in climb and clear of busy terminal airspace.
NOTE: If Transition Altitude is above 10000 FT, After Takeoff Checklist can be
initiated earlier, but will be called “completed” only after all 3 altimeters were set to
STANDARD 1013 HPA and altitude verified.
1.38 Detailed Procedure (Take Off/After Take Off)

TAKE OFF/AFTER TAKE OFF
FLIGHT PHASE PF PM
“LINE UP CHECK COMPLETE”
DO DO
-Advances Power -Observes spoilers retracted
Levers to Rating ANNOUNCE
detent “SPOILERS DOWN”
DO
-Observes Auto-feather ARMED
on ED
CLEAR FOR TAKE
ANNOUNCE
OFF
“AUTOFEATHER ARMED”
ANNOUNCE
“TAKE –OFF”
“CHECK POWER”
-Observes NTOP on ED
ANNOUNCE
“POWER SET”
At 80 Knots ANNOUNCE
“80 KNOTS”
OBSERVES &
ACKNOWLEDGE
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“80 KNOTS”
At V1/VR ANNOUNCE
“V1 ROTATE”
Verifies speed,
removes hand from
the power levers at
V1 and rotates at VR
Observes positive rate on
altimeter and VSI
ANNOUNCE
“POSITIVE RATE”
ANNOUNCE
“GEAR UP” DO
-Selects Landing Gear Lever Up,
ON INDICATION
ANNOUNCE
“GEAR UP. NO LIGHTS”
AT 400 FEET AGL ANNOUNCE
“400 FT”
ANNOUNCE
“PUSH NAV” / HDG
SEL (BLUE NEEDLE) DO
-Pushes NAV mode on the FGCP
-Verifies lateral mode indication
changing to LNAV or LNAV HDG
SEL on FMA
ANNOUNCE
“LNAV or LNAV HDG SEL SET”
DO
-Verifies mode
ANNOUNCE
“CHECK”
AT ACCELEARATION At Acceleration Altitude:
ALT ANNOUNCE “ACCELERATION
ALTITUDE”
-Confirms speed
greater than VFRI
ANNOUNCE
“FLAP ZERO, BLEEDS
ON/NORM”
Page 1-35
CHAPTER 1
Confirms speed VFRI or above
DO
-Selects Flap Lever --------------------
-ZERO
ON INDICATION
ANNOUNCE
“ FLAPS ZERO, INDICATING
BLEEDS ON/NORM”
ANNOUNCE
“SET CLIMB
POWER PROPS 900
(or 850 MCL)”
DO
-Sets Condition Lever to 900 (or
850 and pushes MCL pushbutton)
ANNOUNCE
“CLIMB POWER SET 900 (or 850
MCL)”
ANNOUNCE
“SET IAS 185” DO
-Push IAS mode on FGCP
-Adjust IAS to 185 KIAS
ANNOUNCE
“IAS 185 SET”
ANNOUNCE
“CHECK”
ANNOUNCE
“ENGAGE DO
AUTOPILOT” -ENGAGES AUTO PILOT
-VERIFY “AP” MESSAGE
DISPLAYED ON PFD
ANNOUNCE
“AUTO PILOT ENGAGED”
ANNOUNCE
“CHECK”
ANNOUNCE
“AFTER TAKEOFF DO
FLOW” -STBY HYD PRESS----------------------
NORM
-PTU------------NORM
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CHAPTER 1
-TANK AUX PUMPS 1 &2------------
--OFF
-AUTO FEATHER -----------------------
--- OFF
TRANSITION ANNOUNCE
ALTITUDE “TRANSITION
ALTITUDE, SET
STANDARD” (1013.25
HPa)
DO
DO - PUSH BARO KNOB ON ICP TO
- PUSH BARO KNOB SET 1013
ON ICP TO SET 1013
- PUSH “STD”
BUTTON ON IESI -ALTIMETERS CROSS-CHECK
-ALTIMETERS CROSS-
CHECK
ANNOUNCE ANNOUNCE
“1013, PASSING “CHECKED”
FL...NOW”
ANNOUNCE
-AFTER TAKE OFF
CHECKLIST DO
-READ AND DO
AFTER TAKE OFF CHECKLIST
ANNOUNCE
“AFTER TAKEOFF CHECKLIST
COMPLETE”
1.39 Climb
Optimum Cruise Flight Level
Optimum level selection for a particular route depends on:
(a) ATC requirement,
(b) Sector length.
(c) A/C actual weight.
(d) The optimum cruise altitude is calculated on CFP and should be deviated from
only by operation reason (WX and prevailing winds etc)
Climb Procedure
During the climb, both pilots will monitor the power. IAS/Pitch hold mode to be used
during climb. The climb speed would be governed by weather and as per clearance
obtained. Though pitch mode selection at 15000’ (approx 5° pitch) is ideal, the same
can be selected earlier as per situation/weather turbulence.
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As per DGCA circular, do not exceed ROC more than 1500 fpm in Terminal/Control
Zone, when climbing within 2000’ from assigned altitude/level to avoid TCAS RA
trigger. (Non standard vs climb can be done in such cases)
Normal Type I, II or III climb could be planned as per requirements. Normal climb
would be to fly at 185 kts to reduce work load, till 5000 ft above airfield elevation
and then progressively increase speed to 210 kts. At FL 150 change to pitchhold 5
deg pitch for further climb. In case of step climb speed upto VMO-15 kts can be
maintains.
NOTE: While climbing through an area where icing conditions exist and, therefore,
“INCREASE REF SPEED “Switch is selected to “INCREASE”, particular attention must
be paid so the speed does not drop below Vclimb+20 KIAS during climb CHANGE
FROM LEVEL FLIGHT TO CLIMB MODE
Whenever airplane levels off (especially at altitudes below 10000 ft, due to the fact
the IAS will increase, care should be taken when a new climb clearance is received.
The following procedure is recommended in order to provide passenger comfort, to
avoid abrupt transition to climb attitude and exceeding the maximum load factors:
(a) Push IAS mode twice
(b) Verify PITCH HOLD mode displayed as active mode on the FMA on PFD
(c) Smoothly adjust pitch attitude to 5 degrees nose up
(d) Power Levers to Rating Detent
(e) When airspeed approaches 185 KIAS, push IAS pushbutton again
(f) Verify mode changed to IAS... on FMA
(g) Smoothly adjust IAS value to IAS185
FL100 Procedures
The procedure is to be conducted by LSP and monitored by RSP:
(a) Wind Shield Heating – ON (below +20 degrees)
(b) Pressurization –CHECK CLIMBING, DIFFERENTIAL PRESSURE AND CABIN
ALTITUDE WITHIN LIMITS
(c) Approach and Flare Light -OFF
(d) At night – LOGO Light OFF
(e) Seat Belt sign – AS REQUIRED
At 1000 Ft to go for assigned Flight Level:
At 1000 Ft, to go, PF shall call “1000 to go, ALT SEL”. PM shall cross check altitude
and ALT SEL mode armed on FMA and respond “ALT SEL CHECKED”.
Alt Star:
At ALT STAR, PF shall call “ALT STAR”. PM shall cross check and respond “CHECKED”.
Alt Capture:
At Alt Capture, PF shall call “Alt Capture”. PM shall cross check and respond
“CHECKED”.
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1.39.1 Parameter Check

The performance parameters including Pressurization System must be checked every
5000 ft.
Observe the following:
- Cabin Altitude corresponds to the scheduled value as per aircraft altitude
- Cabin Diff. Pressure indication keeps increasing as aircraft climbs (important at
5000ft)
- Cabin rate of Climb/ Descend is lower than the aircraft ROC/ ROD
- No FAULT light illuminated in the Pressurization panel
- BLEED switches are ON and FLT COMPT and CABIN PACK switches are in AUTO
- Engine and other system parameters are within limits.
1.40 Detailed Procedure Climb/Cruise
DETAILED PROCEDURE CLIMB/CRUISE

FLT PHASE EVENT PF PM
1000 FT PRIOR TO CRUISE FL ANNOUNCE

“1000 FEET TO GO,
ALT SEL, 1013” DO
-Verify ALT SEL armed
ANNOUNCE
“ ALT SEL CHECK, 1013”
ALT STAR ANNOUNCE
“ALT STAR”
ANNOUNCE
“CHECK”
ALT CAPTURE ANNOUNCE
”ALT CAPTURE”
ANNOUNCE
“CHECK”
DO
-OBTAIN CRUISE
TORQUE FOR
APPROPRIATE CRUISE
POWER SETTING FROM
THE PERFORMANCE
BOOK
IAS REACHES 210 KIAS DO
-Props 850 NP when
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climbing with NP 900
or select MCR when
already NP 850/MCL
-Set CRUISE TORQUE
for appropriate
CRUISE POWER setting
ANNOUNCE
“CRUISE POWER SET”
ANNOUNCE
”CHECK”
CRUISE ASK
ACTIONS COMPLETED “CRUISE CHECKLIST”
READ
“CRUISE C/L”
ANNOUNCE
“CRUISE CHECKLIST
COMPLETED”
1.41 Before Descent Procedures
Well before reaching TOD point, it is PM’s duty to obtain current destination airport
ATIS/Landing Data and complete Landing Data Section on CFP. Speed calculation is
to be carried out for landing weight and appropriate flaps setting, using the
LANDING SPEED BOOKLET.
1.42 Approach Briefing

The Approach Briefing is a plan of action for the approach, landing and possible
missed approach. Proper planning will normally permit the Approach Briefing to be
accomplished prior to entering busy terminal airspace.
The Approach Briefing will normally be given by the PF and should consist of at least
the following:
(a) Top of Descent Point.
(b) Special Briefing (Airport).
(c) STAR or Expected Routing.
(d) Safety Altitudes (MSA/SSA)
(e) Approach Procedure (ILS /NDB/DME) Radio Aids, Hold Entry, Minimum Holding
Altitude.
(f) Touchdown Elevation/ QNH.
(g) Minima.
(h) Landing Flap Setting, Anti- Icing, and Wipers.
(i) Approach Runway Lighting.
(j) Missed Approach Procedure & Aids required and approx. holding fuel available.
(k) Alternate Airfield – Fuel Required – Route – MSA.
(l) Flap setting
(m) V REF, VGA, VFRI and VCLIMB (the solid bug is set to VREF and the outline bug is
set to VCLIMB.)
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(n) Approach speed (normally VREF +10 kts until short final and then reduced to
meet VREF by 50 feet above the threshold)
1.42.1 Pressurization check

Since we are doing “BLEEDS OFF” take-off, so in order to ensure the mitigation of
CABIN PRESS warning light illuminating inadvertently, all Q400 pilots are to conduct
the following checks on every flight over and above the standard checks given in the
AOM.
i. Special emphasis should be given to the initial 5000ft check. The Differential
Pressure indication should be rising (ΔP should be rising). Cabin altitude and
cabin rate may not be rising at this point.
ii. Every 5000ft during climb, the PM shall call out the DIFFERENTIAL PRESSURE
and the CABIN ALTITUDE.
By virtue of the above callout, the two Pilots shall maintain a crosscheck on the
efficacy of the Cabin Pressure Controllers.
If there is a discrepancy seen between:
a) the scheduled Differential Pressure Limit and the actual Differential Pressure;
or
b) the scheduled CABIN ALTITUDE vs FLIGHT ALTITUDE
Then the matter must be reported by writing it up in the FLIGHT TECH LOG and the
‘DEBRIEFING REPORT’ section of the PRE-FLIGHT BRIEFING SHEET.
1.43 Descent Procedure

For descent calculation purpose, multiply altitude to be lost in terms of thousand
(i.e. 10 for 10,000 by 3 and add 5NM, to establish TOD value in NM (30+5=35) for
3 deg continuous descent. Make correction when significant head /tall wind
encountered. Make frequent checks of descent profile as necessary. A profile of as
close to 3 deg should be maintained during descent. For straight-in approaches add
another 10 NMs to the calculation.
The vertical speed used for descent should be 5 times the current GS (i.e. GS of 340
KTS requires a VS of -1700 FPM to maintain a 3 degrees descent profile).
Descend is to be carried out in VS or VNAV mode. (Except Emergency Descent)

As per DGCA circular, do not exceed ROD more than 1500 fpm in Terminal/Control
Zone, when descending with in 2000’ from assigned altitude/ level to avoid TCAS
RA trigger.
The recommended speed is 250 KIAS during descent.(Max speed VMO -15 kts) Due
consideration must be given for traffic conditions, ATC instructions, turbulence,
prevailing weather and cabin comfort.
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VNAV Mode is recommended for descent management, wherever RNAV STARs are
available with the target VS of approx ROD of 1500 FPM. This would provide
optimum descend profile for the planned approach, as well as passenger comfort.
Speed limitations at various altitudes must be adhered to.
Air Speed control under radar for Mumbai, Chennai, Delhi, Kolkata, Ahmadabad,
Bangalore International Airport and Hyderabad International Airport to be adhered
to unless speed restrictions are negated by radar controller.
Note:
The descend profile can be managed with vertical path indicator on MFD with
activation of VNAV mode.
FLT IDLE position musts be announced by PF and acknowledged by PM
1.44 Seat Belt Sign during Descent

Seat belt signed to be switched ON, before passing FL 150 OR minimum 10 Minutes
to land. PF may exercise his/her discretion for seat belt sign depending on traffic,
Weather descend profile and expected approach time. However, adequate time
must be given to Cabin Crew for preparation of cabin and galleys.
1.45 Detailed Procedure before descent

DETAILED PROCEDURE BEFORE DESCENT
ESTABLISHED IN CRUISE DO
-TOD-------------COMPUTE
PRIOR TO TOD DO
-ATIS ---------OBTAINED
-LANDING DATA---------------
------------OBTAINED
READ AND SET
-ATIS ------------------CHECK DO
-SPEEDS BUGS-----------SET -SPEED BUGS----------SET
-STBY ALTIMETER-------SET
TO LANDING AIRPORT QNH
COMPLETE DESCEND AND APPROACH BRIEFING
APPROACH BRIEFING REQUEST
COMPLETED “DESCENT CHECKLIST”
READ AND DO
DESCENT CHECKLIST
ANNOUNCE
“DESCENT CHECKLIST
COMPLETED”
TOD DO
-ALT SEL -----------------SET
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-VS----(or VNAV)--------AS
REQUIRED
ANNOUNCE
“.....FT SET, ALT SEL SET,
VS --- ..... FT/MIN” or “VPATH
CAPTURED” ANNOUNCE
“CHECK”
NOTE: For optimum descend (3 degree path), Vs must be adjusted based on
current GS
1.45.1 Pressurization check

Similar to the checks done during climb, as given in 1.42.1, perform the checks
during descent also, ie., observe that the differential pressure is gradually
decreasing.
1.46 Approach Checklist

The Approach Check (other than Standby Hyd and PTU pumps) should be initiated
when passing through Transition Level after setting QNH on all 3 altimeters. All
navigation aids used during the approach must be positively identified as early as
possible. STBY HYD PRESS and PTU CNTRL should be selected ON just before
selecting FLAP 5 (on base Leg or extended final). (APPROX 10NM TO LAND)
When reading a checklist which incorporates an ALTIMETER item, PM should read
the Altimeter setting and the current altitude (wait for a round number). PF should
verify his altimeter and, provided that the value indicated is the same, confirm it.
PF PM
ANNOUNCE DO
“ALTIMETER 1007, PASSING 5200 -VERIFY ALTITUDE ON HIS ALTIMETER
NOW” If same or within accepted limits,
ANNOUNCE
“CHECK”
1.47 Approach Procedures

The aim of any approach is to position the A/C in the correct configuration on a
stabilized flight path (1000 AGL for instrument; 500 AGL for visual) so that
touchdown can be made at correct speed and at the correct point on the runway.
For this purpose, criteria for stabilized approach are:
- Aircraft to be on the correct flight path
- Only small changes in heading and pitch required to maintain the correct flight
path
- Landing briefing and checklist completed (with the exception of BLEED Air, which
is to be done by 500ft AGL)
- Power set as per aircraft configuration
- Speed not more than Vapp +10 KIAS and not less than Vref, aiming for Vapp
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- If on ILS approach, within 1 dot of LOC and 1 dot of GS
- Sink rate not greater than 1000 fpm; if an approach requires a sink rate higher
than 1000 fpm, special briefing should be conducted.
All published procedures and operational speed limits as per AFM must be adhered
to during approach segment.
Wherever, published STAR/RNAV STAR are applicable, speed and altitude restrictions
need to be complied with unless advised by the appropriate controlling agency.
All manoeuvres in initial approach phase, (reversal procedure, racetrack pattern)

should be flown in initial approach speeds in are (ideal 180 Kts). Select STBY HYD,
PTU CTRL ON and Flap 5 when established on Base Leg (or equivalent) or on
capturing final approach track (long final) in case of a straight-in approach. At this
stage, PM will state “APPROACH CHECKLIST COMPLETED”.
At Delhi, Chennai, Mumbai, Bangalore etc, under positive radar control, controller
may ask to maintain higher speeds. In that case, aim to be in stabilized condition at
1000 AGL positively.
1.47.1 Procedures for Cat-B/Non Precision Approach/CDFA Approach with Flaps 35

The exceedances on Q400 associated with NPA/CDFA Approaches using Flap 35 ͦ as
associated with significantly higher Parasite Drag, for landing could be:
(a) Negative Pitch Attitude at Touchdown; and
(b) High ROD below 1000ft AGL; and
(c) High ROD below 500ft AGL; and
(d) EGPWS Warning (“SINK RATE”)
The procedure would be as follows:-

1. Before reaching the NAVAID (VOR/NDB) or IAF, speed should be approx 180 Kts.
Use normal or reversal procedure for “aligning” with the outbound
Radial/Bearing of IAP And follow published procedure.
Commence ‘procedure turn’/on base leg configing to L/G down, flaps 15° and at
a speed as above (145 KIAS) so as not to overshoot final approach track.
Having established inbound track (FINAL APPROACH TRACK) and within ± 5 ͦ
from designated Radial/Bearing, commence descent as per published profile (as
per respective IAP).
After establishing final approach track, Select Flap 35 ͦ by 1500 feet AAL/5 AM (if
Flap 35 ͦ are to be used for landing). Torque 40 to 50 % to maintain level flight
and VREF + 10 kts in flaps 35°. During descend, increase in Drag has to be
compensated for by a significantly higher Power setting of approx 20-25 %
torque (required to maintain VREF + 10 knots below 1000ft AGL on a Glide Path
of 3⁰).
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During an Autopilot coupled, Non Precision Approach without a FAF, using VS

mode, Flaps 35⁰ should be selected immediately after establishing ‘Final
Approach Track’.
During descent PM’s callouts are mandatory for DME vs ALT for every NM.
Initially ROD recommended is VS - 900 FPM.
Maintain ‘Stabilized Approach Criteria’ as briefed during the approach briefing

as per DGCA and Company Circulars.
Prior to reaching MDA + 50’, speed must be at VREF + 10 kts and PM should
look outside for visual references such as R/W, Approach Lights, etc. A negative
aircraft pitch (sometimes approximately -2⁰ pitch attitude) is required to
maintain a correct Glide Path of 3⁰ (with Flaps 35⁰). This caters for tail wind.
Follow PAPI indication make small power corrections and gentle on control
hardly.
A decision has to be made for “continuing” to land or “go around” at MDA + 50’.
Auto Pilot should be disengaged at a maximum of:
i. 1000ft AGL during “visual approaches” with Flaps 35⁰.
ii. Before selecting Flaps 35⁰ on an ILS approach.
iii. At or above 200 ft AGL during Flaps 35⁰ “Non Precision” approach (using
VS mode).
Flaps 35⁰ ‘Flare technique’ to achieve the required transition for correct
touchdown (positive pitch) requires larger inputs on control column as
compared to Flaps 15⁰. In this case, instead of aircraft pitch attitude change
from 0⁰ to 4⁰ (as for Flaps 15⁰ flares), the change in pitch attitude during flare is
from -2⁰ to + 2⁰. Aircraft pitch attitude i.e. A/c symbol on ADI, should be seen in
the blue portion of ADI prior to touchdown, to avoid landing on the nose wheel.
During the achievement of flare attitude, power (TQ settings) may be smoothly
reduced by about 2-6% (as per conditions) in order to avoid ballooning before
touchdown.
1.48 Landing
1.48.1 Use of Power Levers on landing

Q400 meets all the performance criteria - for both takeoff and landing as presented
in the TAC for all the airfields where Q400 is operating - without using MAX REVERSE.
DISCING and MAX BRAKING will be sufficient to stop the aircraft within the available
landing distance at all airports where DHC- 8-402 operates.
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Do not use MAX REVERSE during normal landings. Power levers at MAX REVERSE
may cause gravel and stones to be thrown up, thereby causing unnecessary and
expensive damage to the airplane.
Close attention shall be paid to the execution of the correct deceleration technique
after landing.
The ‘MAX REVERSE’ position of POWER lever may be used during:

(a) Reject Takeoff on short fields.
(b) Flapless Landing.
(c) Overweight landing.
(d) Situations similar to above conditions that require use of ‘MAX REVERSE’ power
to help decelerate the airplane within available runway.
1.48.2 Normal Landing

When landing is assured:
(a) Airspeed – V REF + 10 as per performance charts.
(b) Condition levers – MAX or RDC NP LDG – ON and Condition levers- Max (for
reduced NP Landing).
(c) Power levers to FLT IDLE when main wheels firmly on the runway, immediately
nosedown then PL DISC. Check PROPELLER GROUND RANGE advisory lights
illuminate. Q400 has carbon brakes, apply max brakes for effectiveness.
(d) Anti-skid brakes - Use subject to runway conditions
Maintain directional control using rudder pedals until aircraft decelerates below
50 KIAS. Maximum speed for using Steering Tiller is 50 KIAS.
Note
To avoid inadvertent flap selection, release flap selector latch following movement
of flap selector from last selected position.
The airspeed indicator is the primary speed reference; however the TREND indicator
may be used as an aid in managing engine power to maintain VREF appropriate to flap
angle.
The nose wheel should be promptly brought into contact with the runway following
main wheel contact.
1.48.3 Braking Technique

All SpiceJet Q400 aircraft are equipped with Carbon Brakes.
Carbon brakes have a different wear pattern and usage procedures as compared to
older conventional ‘steel brakes’. Unlike steel brakes, Carbon Brakes are best when
they are HOT. Carbon brake wear is primarily dependent on the total number of
brake applications — one firm brake application causes less wear than several light
applications. Maximum carbon brake life can be achieved during taxi by using a small
number of long, moderately firm brake applications instead of numerous light brake
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applications. This can be achieved by allowing taxi speed to increase from below
target speed to above target speed, then using a single firm brake application to
reduce speed below the target and repeating if required, rather than maintaining a
constant taxi speed using numerous brake applications. Carbon brake wear is much
less sensitive to airplane weight and speed than steel brake wear.
(These recommendations are intended as general taxi guidelines only. Safety and
passenger comfort should remain the primary considerations.)
Brake life is measured in Landings per Overhaul (LPO). In the recent past, brake wear
has increased on the Q 400 fleet. The LPO has dropped to 1800 (from earlier average
of 3500). This data has been compiled from DFDR data. SpiceJet has set a target of
5000 LPO to match the worldwide industry standards of lifecycle of Carbon brakes.
To meet the above target, Pilots must understand and employ the proper techniques
of using Carbon Brakes. The following paragraphs describe how Carbon Brake wear
happens and how to reduce the wear by using good best practices.
Carbon brake wear is a function of the number of times the brakes are applied and
the brake temperature at the moment when brakes are applied:
Fewer applications = longer life
Higher brake temperatures = longer life
One firm brake application causes less wear than several light applications.
Continuous light applications of the brakes to keep the airplane from accelerating
over a long period of time (‘riding’ the brakes) to maintain a constant taxi speed
produces more wear than proper brake application. Use the brakes when necessary,
giving precedence to the safety of the flight.
Carbon brakes are very high performance brakes, however they generate low friction
levels when they are cold. The carbon brakes have to reach a certain threshold
temperature before they become effective. Once carbon brakes are heated the
friction level increases and the brake wear reduces.
Following are the recommendations:
For Taxi – in or out to gate:

1) Avoid ‘riding’ the brakes. Riding brakes (light continuous pressure) during taxi to
maintain a particular speed is not efficient.
2) Brakes to be applied only with strong positive application.
3) Taxi Speeds should be regulated primarily through the use of power (DISCING).
4) At slow speeds, if brakes are required, they should be used smoothly, and
positively applied towards maximum pressure to enable a complete stop.
Landing – Ground Roll
1) On short runways, flight crew should apply the brakes immediately after
touchdown and stop the aircraft using both brakes and DISCING. Strong and
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positive brake application ensures brakes reach their optimum operating
temperature when bringing the aircraft to a stop.
2) For Long runways, DISCING may be sufficient to decelerate the aircraft for high
speed taxi exit. In order to decelerate the aircraft for slow taxi or make 90
degree turns, main wheel brakes must be applied ahead of the planned turn or
exit to achieve the desired speed with use of strong and positive braking action.
3) Using the brakes for short duration and/or light application will cause
premature wear.
Carbon Brake use - Quick Reference Guide:

(a) Carbon brakes are effective when applied with a Positive force. (This would be
realized on the Q400 by actual brake pedals moving more than 11 degrees.)
Light application would cause snubbing action. This means brakes are not
providing deceleration, but merely turning brake pads into dust. This is most
prevalent on taxi out, when the brakes are cold.
(b) If the RWY is short, it is recommended that flight crews apply the main wheel
brakes immediately after touchdown, coupled with aerodynamic braking
through the use of DISCING. Strong, positive brake application is most effective
& ensures the brakes reach their optimum operating temperature when
bringing the aircraft to the acceptable taxi speed/ a complete stop.
(c) Manage speed while taxiing with power at DISC or in-between DISC and Flt Idle.
Avoid use of Brakes or riding the brakes to maintain speed.
(d) Recommended speeds as mentioned in the Ops Manual are to be followed. If
required, main wheel brakes should be applied ahead of the planned turn-off at
a distance sufficient to achieve the desired taxi speed (for the turn) with the use
of strong, positive brake application.
(e) Avoid Brake riding and Use brakes in a consistent manner when required.
(f) Avoid using the brakes on taxi out (manage speed with DISC).
(g) Fewer applications and higher brake temperature means longer life.
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1.49 Airplane Pitch Awareness
Pitch attitudes greater than 6° in the landing flare may cause the tail to contact the
runway.
Below 100 feet AGL, the PM is to state the pitch attitude anytime the pitch is greater
than or equal to 5 degrees.
Pitch Callout Procedure
PF PM
If pitch is between 5 or 6 degrees nose up
"<aircraft pitch> DEGREES"
If pitch is above 6 degrees nose up
"CORRECTING"
NOTE
To decrease the landing descent rate and not exceed a pitch attitude of 6 degrees, at
anytime the landing descent rate is higher than desired, power will be required in
the landing flare through touchdown.
1.49.1 Tail strike avoidance

The points relevant to avoid tail strike during take-off and landing are given in
Appendix-1 to this chapter
1.50 Call Outs on Deviations

Observations Call (PM) Response (PF)
Any time bank angle exceeds 30° "BANK" "CORRECTING"
Heading ± 10 degrees "HEADING" "CORRECTING"
Speed Deviations ± 10 KNOTS "SPEED" "CORRECTING"
ALT Deviations ± 100 FT "ALTITUDE" "CORRECTING"
Speed deviation Vapp ±10 KNOTS “SPEED” “CORRECTING”
Rate of descent exceeds 1000 “SINK RATE” “CORRECTING”

ft/min.
First positive movement of "LOCALIZER ALIVE" “CHECK"
localizer bar
1 dot localizer deviation "LOCALIZER" "CORRECTING"
First positive movement of glide "GLIDESLOPE "CHECK"
slope ALIVE"
1 dot glideslope deviation "GLIDESLOPE" "CORRECTING"
VOR approach - one half (1/2) DOT "TRACK" "CORRECTING
left or right LEFT/RIGHT"
NDB approach - five (5) degrees "TRACK" "CORRECTING
left or right of track LEFT/RIGHT"
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1.51 New Altimeter Setting, Altitude/Flight Level Assignment
The following convention is used throughout the Standard Call-Outs Section:
Challenges are given by the PILOT FLYING
Responses are given by the PILOT MONITORING
SITUATION PILOT FLYING PILOT MONITORING
New Altimeter Setting SET (QNH/Standard) (QNH/Standard) SET
Cross Check ALTIMETER “…..” CHECK
New Alt/FL Assigned (Altitude/FL) SET, ALT SEL CHECK
1.52 Detailed Precision Approach and Landing Procedure

NOTE: If a full ILS or LOC procedure is carried out (from overhead a navigation
facility or following a DME ARC approach), PF will change the active frequency to ILS
as required, but PM must maintain the VOR frequency active until inbound turn is
commenced. (Any change must be discussed PF and PM)
If radar vectors are provided following a RNAV STAR to intercept the ILS, PF can
follow ATC vectors either by using LNAV HDG SEL and FMS as navigation source, or
can select HDG SEL mode and use conventional instruments (ILS) as navigation
source.
PRECISION APPROACH
CLEARED FOR DO
APPROACH -APP MODE-----ARMED
ANNOUNCE
“ APP MODE ARMED,
LOCALIZER AND GS
ARMED” ANNOUNCE
“CHECK”
LOC Star ANNOUNCE
“LOC STAR” ANNOUNCE
“CHECK”
ASK
“SET HEADING BUG ON
RWY HDG, ILS BOTH SIDE”
DO
-SELECTS HDG BUG ON
RUNWAY HEADING AND
VERIFIES ILS FREQ. ACTIVE
ON ARCDU
ANNOUNCE
“HEADING BUG ON
RUNWAY HEADING, ILS
ACTIVE”
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LOC CAPTURE ANNOUNCE
“LOC CAPTURED” ANNOUNCE
“CHECK”
G/S ALIVE ANNOUNCE
“G/S ALIVE” ANNOUNCE
“CHECK”
G/S 1 ½ DOT LOW ANNOUNCE
“G/S 1 ½ DOT”
ANNOUNCE
“ GEAR DOWN”
DO
-CHECKS SPEED BELOW VLO
AND SELECTS GEAR LEVER
DOWN. ON OBTAINING 3
GREENS
ANNOUNCE
“GEAR DOWN”
G/S 1 DOT LOW ANNOUNCE
“ONE DOT”
ANNOUNCE
“FLAPS 15”
DO
-CHECKS SPEED BELOW VFE
-SELECTS FLAP 15
ON INDICATIONS -
ANNOUNCE
“FLAPS 15 SET”
ANNOUNCE
“CONDITION LEVERS TO
MAX (or RDC NP, DO
CONDITION LEVERS TO -SETS PROPELLER RPM AS
MAX if required)” REQUESTED
ANNOUNCE
“LANDING CHECKLIST” READ AND DO
OTHER THAN – LANDING
GEAR, FLAPS AND
CONDITION LEVER, WHICH
ARE C & R.
ANNOUNCE
"LANDING CHECKLIST
COMPLETE EXCEPT
BLEEDS"
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GLIDE SLOPE STAR ANNOUNCE
“GLIDESLOPE STAR, SET
MISSED APPROACH
ALTITUDE” SET AND ANNOUNCE
“MISSED APPROACH
ALTITUDE------------- SET”
GLIDE SLOPE ANNOUNCE
CAPTURED “GLIDESLOPE CAPTURED”
ANNOUNCE
“CHECKED”
OUTER MARKDER or ANNOUNCE
FAF "GLIDESLOPE ALTITUDE
ANNOUNCE CHECKED ...(i.e. "1830")”
"CHECK"
CLEAR TO LAND DO
-TAXI LIGHT-----------ON
AT 1000 FT AGL IN ANNOUNCE
IMC OR 500 FT AGL DO “1000 FT” (or 500FT)
IN VMC -VERIFY APPROACH IS
STABILIZED
ANNOUNCE
“STABLE”
If in VMC conditions
runway in sight and
landing clearance
obtained,
ANNOUNCE
“STABLE, LANDING”
500’ AGL DO
-BLEEDS MIN AND OFF
ANNOUNCE
"LANDING CHECKLIST
COMPLETE "
100 FT ABOVE ANNOUNCE
MINIMUMS “100 ABOVE MINIMUMS,
RUNWAY IN SIGHT (or NO
CONTACT)
ANNOUNCE
“CHECK, CONTINUING”
AT MINIMUMS ANNOUNCE
“MINIMUMS, RUNWAY IN
SIGHT”
ANNOUNCE
“CONTACT, LANDING”
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(or ”NO CONTACT”)
“GO AROUND”
** FOR GO- AROUND, REFER MISSED APPROACH PROCEDURE
1.53 Detailed Procedure for Non Precision Approach

NON PRECISION APPROACH
2 NM FROM FAF ANNOUNCE
“GEAR DOWN”
DO
-CHECKS SPEED BELOW VLO
AND SELECTS GEARLEVER
DOWN.
ON OBTAINING 3 GREENS
ANNOUNCE
“GEAR DOWN”
ANNOUNCE
“FLAPS 15”
DO
-CHECKS SPEED BELOW VFE
-SELECTS FLAP 15
ON INDICATIONS
ANNOUNCE
“FLAPS 15 SET”
ANNOUNCE
“CONDITION LEVERS TO
MAX (or RDC NP,
CONDITION LEVERS TO MAX
if required)” DO
-SETS RPM 1020 (or RDC
NP, CONDITION LEVERS TO
MAX)
ASK
“LANDING CHECK LIST” READ AND DO
OTHER THAN – LANDING
GEAR, FLAPS AND
CONDITION LEVER, WHICH
ARE C & R.
ANNOUNCE
"LANDING CHECKLIST
COMPLETE EXCEPT
BLEEDS"
ANNOUNCE
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“SET GO AROUND
ALTITUDE”
SET AND ANNOUNCE
GO AROUND ALT—SET
“VS ZERO”
AT FAF COMMENCE DESCENT WITH
DESIRED ROD TO MDA
ANNOUNCES
ADVISORY DME AND
ALTITUDE CALL OUTS AND
VARIATIONS
AT 1000 FT AGL IN ANNOUNCE
IMC OR 500 FT AGL “1000 FT” (or 500FT)
IN VMC DO
-VERIFY APPROACH IS
STABILIZED
ANNOUNCE
“STABLE”
If in VMC conditions runway
in sight and landing
clearance obtained,
“STABLE, LANDING”
CLEAR TO LAND DO
-TAXI LIGHT----------ON
500 FEET ABOVE DO
AIRPORT -BLEEDS -------------- OFF
ELEVATION ANNOUNCES
“LANDING CHECKLIST
COMPLETE”
100 FT ABOVE ANNOUNCE
MINIMUMS “100 ABOVE MINIMUMS,
RUNWAY IN SIGHT (or NO
CONTACT)”
ANNOUNCE
“CHECK, CONTINUING”
AT MDA OR MAP ANNOUNCES
"MINIMUMS, VISUAL"
ANNOUNCES
“ CONTACT,LANDING”
OR
" MINIMUMS NO
CONTACT"
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“GO AROUND”
** FOR GO- AROUND, REFER MISSED APPROACH PROCEDURE
Note:
i. The preferred approach for all SpiceJet operations is instrument approach (ILS,
LOC ONLY, VOR DME, VOR, NDB)
ii. PF may designate distance and altitude for configuration change to save on
fuel.
iii. On those occasions where instrument approach is not available at an
aerodrome or for training, and at VFR airfields only a visual circuit shall be
conducted.
iv. Refer Appendix-2 for Visual Circuit procedure
1.54 CAT-II Operations

1.54.1 Practice of CAT II approaches on aircraft
i. Pilots may carry out the practice of CAT II approach and auto landing with the
following conditions being met
(a) Crew is CAT II rated and current.
(b) Check the aircraft status as CAT II.
(c) Runway has a CAT I or better ILS installed with published CAT I minima.
(d) Actual weather is at or above CAT I minima.(LVP not in force)
ii. Procedures for the practice of CAT II approach

(a) Advice ATC for intended practice CAT II approach and landing.
Keep in mind that ILS signals are not protected. Watch out for signal
interference.
(b) Use flaps 15 for practice CAT II approaches.
iii. Perform CAT II Procedures and Call Outs

Be prepared to take over manual control if auto pilot tracking is not on localizer
or glideslope. Abandon practice CAT-II approach in case of any non normal
event.
Complete Post-flight CAT-II approach documentation. Appropriate remarks may
be entered in tech log and LVP Performa regarding success or failure of CAT-II
approach.
iv. List of Airfields (CAT-II approaches)
The list of airfields where the practice of CAT II approach may be carried out
1. Agartala
2. Ahmedabad
3. Amritsar
4. Aurangabad
5. Bangalore
6. Chandigarh
7. Chennai
8. Cochin
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9. Delhi
10. Guwahati
11. Hyderabad
12. Jaipur
13. Kolkatta
14. Lucknow
15. Madurai
16. Mumbai
17. Surat
18. Thiruvananthapuram
19. Tiruchirappalli
20. Udaipur
21. Vadodra
22. Varanasi
23. Vishakhapatnam
1.54.2 Flight Crew Procedures for CAT-II operations

1.54.2.1 General
This procedure is in harmony with Supplement 16 of the AFM.
The Q400 has been shown to meet the performance criteria of JAR-AWO subpart
2 for Category II Autopilot approaches. SpiceJet Q400 aircrafts are authorized for the
following two(02) types of CAT II approaches:
i. Autopilot Coupled (till 100ft AGL) CAT II Approach; and
ii. FD only CAT II approach (100ft minima)
Note: CAT II Approach and Landing shall always be performed by the Captain in the
LHS. Both Crew members must be approved for CAT II operations.
1.54.2.2 Flight Phase Related Procedures Preparation

There are three elements for normal flight preparations which must be considered
while performing CAT II operations:
(a) Crew Status:
i. Crew CAT II rated and current.
(b) Aircraft Status:
i. Aircraft placarded for CAT II.
ii. Availability & serviceability of items as per MEL.
(c) Airfield Status:
i. Review NOTAMS to ensure that the airport (intended for use) meets CAT II
requirements.
ii. Check that the runway at the airfield (intended for use) is classified for CAT
II approach and landing.
iii. Check all required radio and navigation aids are serviceable to accept CAT II
approaches.
(d) Weather
Check weather conditions at the destination & alternates. Both TDZ and MID
RVR values must be available for CAT II approaches. The selected alternate must
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have weather conditions equal to or better than CAT I. Check Company minima
for CAT II operations. Check the ATIS to see if LVP are in force.
1.54.2.3 Pre-Flight Actions

Carry out the normal pre-departure checks. Check the technical log for any
restrictive MEL limitations.
If the departure airport is CAT II compliant and is Takeoff alternate, have all
necessary charts out for reference. Over and above the Normal take-off briefing, this
must include appropriate CAT II holding points, taxiway lighting, taxi speed, runway
exits and all relevant information.
1.54.2.4 CAT-II Briefing items

Approach
 Check Crew Qualifications
 Adjust Pilot Seat Position
 Adjust Flight Deck Lighting
 Check Green CAT II Placard
 Condition Levers MAX Without RDC NP
 Set MDA(CAT I DA) and DH(CAT II RA)
 Check Alternate Airport WX Above Minima
 Check NOTAMs (ILS, Lights, etc)
 Obtain ATC Clearance
 Airport LVP In Force - Confirm
 Review Limitations (Below)
 Review Malfunctions(Below)
 Enforce Sterile Cockpit
 Review Downgrade Options
 Review GA Procedures
 Review Standard Callouts
1.54.2.5 CAT II Approach Preparation & Briefing

The Low Visibility Operations checklist must be used. Aircraft should be certified and
placarded CAT II. Check aircraft Tech log for any defects affecting equipment
required for CAT II operations.
The following points should be added to the normal approach preparation and
briefing phase, the Captain to brief the Approach plate and the Cat II element:
(a) Confirm a category II approach is available at destination.
(b) Confirm both pilots are qualified.
(c) Review and set the category 1 minima.
(d) The altimeter MINIMUM selectors are set to RA (DH) and the DA for the
approach.
(e) Review the category II approach procedure and calls.
(f) Review procedures in case of malfunction.
(g) Brief reversion to category I minima.
(h) Check the availability of a suitable diversion.
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(i) Check seat positions.
(j) Discuss pilot incapacitation. This should include discussion on the requirements
for Cat II operations i.e. two pilots. Failure to respond to any call / challenge
should be treated as incapacitation and a go-around initiated unless Cat I
reversion is available or the required visual references for a landing have been
established.
ATC must be informed if a category II approach is required in low visibility
conditions. In the case of a practice where ATC cannot ensure category II
protection, the Captain must be prepared to intervene if signal interference
causes abnormal aircraft behavior.
1.54.2.6 Aircraft Lights

In reduced visibility conditions, the light from the landing lights can be scattered and
reflected by the obscuring matter making it more difficult to establish the correct
visual reference. Thus use of the landing lights is not recommended in low visibility
conditions. The Captain decides, in the light of the prevailing conditions, on the use
of the landing lights. Strobe lights should be switched off for the approach and
landing.
1.54.2.7 Eye Datum

Each seat must be adjusted so that the pilot has the correct view over the nose and
an unrestricted view of the instruments. These requirements are met if the seat is
adjusted using the aircraft eye locator. This is the correct position for all approach
and landings. However, it is especially important for category II approaches, too low
a position, will result in a reduced visual segment at DH.
1.54.2.8 CAT II Minima

DH MINIMUM 100 FEET
TDZ 300 METERS
MID 125 METERS
STOP (If required) 125 METERS
1.54.2.9 CAT II Approach Procedure

The flap setting for landing is 15°. A flap setting of 35° is not approved for category II
landings.
The radio altimeter DH is set to RA on both indicators. The category I decision
altitude is set in the MDA window and displayed on the PFD. The CPT is PF for the
approach and if necessary, for the go-around. In the case of a “VISUAL” call, the
Captain confirms with the “LANDING” call and lands.
The navigation system and EFIS set-ups are identical to the category I ILS set-ups
with one exception. Whereas a CAT I approach may be flown with only one ILS
receiver tuned to the approach ILS (for example when one receiver is unserviceable),
both must be tuned to the approach ILS for a category II ILS.
Autopilot capture of the localizer and glide slope must be achieved by 1,500 feet
ARTE.
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Avoid false glide slope capture by being aware of distance to touchdown.
Lower speed than normal ILS CAT I approach is preferred, but ATC may request
higher speeds to the marker or equivalent. However, the aircraft must be configured
for landing and stabilized at VAPP by 1000 feet AAL. The speed should be maintained
within 5 knots of VREF until DH is reached. Do not accept impracticably high speeds
from ATC. Complete the landing checklist as early as possible.
If DME range to touchdown is available and on glide slope altitude at 4 DME is
published, then this is the required means of glide slope check.
The approach calls are the same as those for a CAT I approach, except that:
(a) The F/O will make the “DUAL” call when “DUAL FD” appears on his PFD by 1100
feet and the Captain responds “CHECKED”.
(b) The F/O will make the “1000 RA” call and the Captain responds “CONTINUING”.
1000 RA is the minimum altitude that a reversion to CAT 1 can be made if one
the failures of para 1.54.2.15 has occurred. Below this altitude a Go – Around
must be executed unless visual.
(c) The PM after the “100 ABOVE” call will make the “MINIMUMS” call that is
based on the radio altimeter set DH and not on the pressure altimeter set DA.
(d) The Captain makes a “LANDING” or “GO AROUND” call to confirm the First
officer’s call of “VISUAL” or “GO AROUND”.
PF PM
Descent outbound (IAF) or at approx. 10nm:
"Pumps ON, FLAP 5°"
Turns SPU and PTU on
Confirms at or below VFE “SPEED CHECK
FLAPS 5”
Selects Flap 5°
At approximately 1.5 dots below Glideslope
“GEAR DOWN” Confirms at or below VLO Selects gear down
“SPEED CHECK GEAR DOWN”
Observes gear down lights
“DOWN 3 GREEN”
At approximately 1 dot below glide path
“FLAP 15°” Confirms at or below VFE
“SPEED CHECK FLAPS 15” Selects Flap 15°
“CONDITION LEVERS MAX”
Sets propeller RPM detent.
“BEFORE LANDING CHECKLIST”
Conducts LANDING CHECKLIST
(challenge and response)
“BEFORE LANDING CHECKLIST COMPLETE”
“CROSSCHECKED”
At GS check point “... DME” or “MARKER” or
“LOCATOR” or “FAF” or “BEACON” “ALTITUDE
FEET CHECKED”
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Starts timing if required
“CHECKED” When DUAL FD appears on PFDs (by
1100 ft RA) “DUAL”
“1000 RA” STABLE
“CONTINUING”
GPWS 500 call “STABLE” or “GA”
“CHECKED” or “GA”
“100’ ABOVE” (minimums)
“CHECKED” Scans for visual reference
At decision height “MINIMUMS”
“VISUAL“ OR “GO AROUND”
“LANDING” OR “GO AROUND”
Table: Cat II Precision Approach & Landing Procedure
NOTES: (a) CAT II Approach and Landing are approved using flap 15° only.
(b) Autopilot must be disengaged at or above 100ft AGL’.
(c) Aeroplane must be in landing configuration prior to final approach fix.
Figure : CAT II Precision Approach
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1.54.2.10 Approach Ban
If any time during the approach RVR drops to below the applicable minima
(CAT II) a missed approach must be executed and further course of action reviewed.
Refer OM Part-A Ch-27 para A27.2
1.54.2.11 CAT II Landing

Be aware of illusions: Lights are attractive. So do not dive towards them. Decreasing
visibility gives the impression of a pitch up. Increasing visibility gives the impression
of a pitch down. Limited visibility combined with the glare of the runway lights can
give the impression that the aircraft is higher than it is. Disengage autopilot at or
above 100 feet ARTE.
Illusions are best countered by remembering that if the aircraft was on a stable
flight path down to disconnect height, then no drastic changes are required to
touchdown in the TDZ. The landing flare should not be prolonged; it is better to aim
for a positive firm touchdown than aim for a zero sink rate arrival. Touchdown
should be made in the Touchdown Zone. If this is not possible, a go - around must be
made. The TDZ is marked by white barrettes. It extends 900 meters into the runway,
except when the runway length is less than 1 800 meters. For these shorter runways,
the TDZ extends for 50% of the runway length.
Once the TDZ is left, the lack of barrettes gives an apparent decrease in visibility.
Cues to progress in the landing roll are given by the centerline lights. They are all red
for the last 300 meters; they alternate between red and white for the preceding 610
meters. If the airspeed is 90 knots or more when the lights start to alternate
red/white, maximum braking must be applied.
After landing, call “RUNWAY VACATED” once out of the CAT II protected area.
The After Landing Checks must not be done until after the “RUNWAY VACATED” call.
1.54.2.12 CAT II Call Outs

Following the Precision approach procedure, while approaching Outer Marker (or FAF)
inbound
POSITION PF PNF
“…DME or…NAME”
GS check point / FAP (or
“ALTITUDE …ft CHECKED”
equivalent)
“CROSSCHECKED”
When DUAL FD appears on “DUAL ”
PFDs (by 1100 ft RA) “CHECKED”
1000’ RA “1000’ RA”, STABLE
“CONTINUING”
At 500 ft EGPWS call “STABLE” or “GO AROUND”
“CHECKED” or “GO
AROUND”
100Feet above DH “100 ABOVE”
“CHECKED” Scans for visual reference
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“MINIMUMS - VISUAL”
AT DH “LANDING” or
or “MINIMUMS- NO CONTACT”
“GO AROUND”
1.54.2.13 Taxiing (after CAT II landing)

Taxiing in low visibility conditions requires great care especially if ground movement
radar is not available. Salient points are:
(a) Taxi slowly (Maximum speed 10 knots).
(b) Ground equipment and aircraft are not as visible as bright taxiway lights.
(c) Use taxi lights and navigation lights for day and night operations.
(d) Maintain awareness of the position of other aircraft by monitoring the R/T.
(e) Use compass heading to assist in the identification of the correct taxiway.
(f) Use the correct CAT II / CAT III holding points.
(g) Taxiway lights are generally 30m apart but may be 15m or 7m apart on bends.
(h) If in doubt stop and consider the use of a “follow me” vehicle.
(i) Delay checklists if necessary. The top priority is to taxi the aircraft maintaining a
high standard of “look out” from both seats.
(j) The departure runway ILS may be used to confirm that the aircraft is lined up on
the centre line of the runway. However, remember to retune the VHF NAV to
the frequency required for the departure.
1.54.2.14 Limitations
The limitations in AOM VOL 1, Chapter 1 are applicable with the addition of the
following:
(a) An ILS approach to Category II minimums must not be commenced or an
approach continued unless the following airborne equipment, associated
control panels and ground installations are operating satisfactorily: and the
aircraft has been placard as CAT II:
Description Quantity
VHF NAV Receiver 2
Flight Guidance Module 2
Radio Altimeter 2
Air Data Unit 2
Attitude and Heading Reference Unit 2
Electronic Indication System (EIS) 5
Input / Output Processor 2
Windshield Wipers 2
EGPWS 1
Table: Minimum Equipment for CAT II Operation
(b) An ILS approach to Category II minimums must not be continued if the DUAL FD
message does not appear on both PFDs by 1100 ft radio altitude.
(c) Category II approaches are limited to using flap 15° only for landing.
(d) Aeroplane must be in the landing configuration prior to the final approach fix.
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(e) FD only Category II approaches in a crosswind component exceeding 10 knots,
or tailwind component exceeding 10 knots, or headwind component exceeding
10 knots are prohibited.
(f) Autopilot Category II approaches in a crosswind component exceeding 18kt or
tailwind component exceeding 10kt or headwind component exceeding 24kt
are prohibited
(g) Category II approaches must be discontinued in the event of engine failure
before or during landing approach.
(h) Category II approaches are limited to glideslope angles of 2.5° to a maximum of
3.5°.
(i) Minimum Decision Height (DH) for Category II approaches is 100 ft above
threshold elevation (ARTE).
(j) The autopilot must be disengaged at or above of 100 ft ARTE.
1.54.2.15 Malfunctions
Event Crew Action
i. AFCS FAIL
ii. CAT II FAIL
iii. AP DISENGAGE and/ or AP/YD DISENGAGED >1000 AFE CAT I minimums
iv. HDG MISMATCH <1000 AFE immediate go-
around unless visual
v. AP PITCH TRIM FAIL
vi. PFD, MFD Or Radio Altimeter System(RAS) Failure
vii. Engine Failure
viii. EXCESSIVE DEVIATION MESSAGE >200ft AFE maintain ILS
centerline
<200ft immediate go-around
unless visual
1.54.2.16 Pilot Incapacitation

(a) Pilot incapacitation occurs frequently compared with other routinely trained
non-normal conditions. It has occurred in all age groups and during all phases of
flight. Incapacitation occurs in many forms ranging from sudden death to
subtle, partial loss of mental or physical performance. Subtle incapacitations are
the most dangerous and they occur frequently.
(b) The key to early recognition of pilot incapacitation is the regular use of crew
resource management concepts during flight deck operations. Proper crew
coordination involves checks and crosschecks using verbal communications.
Routine adherence to standard some degree of gross or subtle incapacitations
should also be considered when a crewmember does not respond to any verbal
communication associated with a significant deviation from a standard
procedure or standard flight profile.
(c) Spicejet policy is to follow “Two Call rule” above 1000 ft above field level and
“One Call rule” below 1000 ft. Failure of a crewmember to suitably respond is to
be considered as pilot incapacitation.
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(d) Crew Actions for Pilot Incapacitation
Failure to respond to Calls/ Challenges should be treated as incapacitation and
Go-around should be initiated unless CAT I reversion is available or the required
visual references for landing have been established. If approach is continued,
the able pilot continues to make all the call outs loudly which were supposed to
have been made by the incapacitated crew. The first officer needs to be
adequately trained to execute DUAL FD approach, manual landing and go-
around.
(e) If a pilot is confirmed to be incapacitated, the other pilot shall take over the
controls and engage autopilot, if not engaged already.
Declare an emergency. When practical, restrain the incapacitated pilot and slide
the seat to full aft position. The shoulder harness lock may be used to restrain
the incapacitated pilot. He may also consider using help from other pilots or
crew members aboard the airplane
1.54.2.17 CAT II Missed Approach

A missed approach is required on reaching decision height if the pilot has not
established sufficient contact with at least one of the visual references listed for CAT
II descent below MDA / DH to continue the approach by visual reference alone. A
missed approach is also required with any one of the following:
(a) Any required airborne equipment becomes inoperative.
(b) Before decision height, any one of the required elements of the CAT II ground
system becomes inoperative.
(c) After passing MDA/DH, the pilot loses contact with all of the visual references
or a reduction in visibility occurs which prevents the pilot from continuing the
approach safely by visual reference alone.
(d) At any time, if the pilot determines that a landing cannot be made safely in the
touchdown zone.
1.54.2.18 Post-flight Actions

(a) The Tech log book entry shall be made to effect that successful or unsuccessful
CAT II approach and manual landing was executed.
(b) A LVP performance report form has to be completed after the flight. The
distribution of various copies is mentioned on the Performa. Enter the touch
down time in the Performa as GMT.
1.54.2.19 Scanning Duties

Segment PF PM
Above 500 FT RA Under Instruments Under Instruments
(Head Down) (Head Down)
500 FT RA to 200 FT RA External Scanning/ Under Under Instruments
Instruments (Head Free) (Head Down)
200 FT RA to DH External Scanning Under Instruments
(Head Free) (Head Down)
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1.55 GO – Around
GO AROUND – DECISION MAKING
Go around should be performed in following situations:
(a) When so ordered by ATC
(b) Whenever captain or PF determines that the A/C position or altitude in any
phase of final approach is unsafe in relation to the desired flight path.
(c) The visual reference is not adequate at DA/MDA.
(d) Touchdown cannot be accomplished within touchdown zone especially on short
fields.
(e) Landing runway is blocked.
(f) Any time either pilot calls for go-around
(g) Whenever the crew determines that a safe landing cannot be accomplished,
Anytime, during Low visibility IMC approach when:

(a) Any of essential airborne equipment or ground aid becomes inoperative.
(b) Any engine failure occurs before establishing visual contact
(c) For any other justified reason.
As a general rule, troubleshooting during the approach is allowed until 1000 ft,
above the ground. If at 1000 ft AGL (500 ft AGL for visual approach) , airplane is not
in the condition that assures safe continuation of approach and landing, “Go
Around” must be preformed, troubleshooting done and a new approach performed.
1.56 Detailed Procedure: Go- Around

GO-AROUND
MINIMUMS ANNOUNCE
“GO AROUND, CHECK
POWER, FLAPS 15 ”
SIMULTANEOUSLY
DO
-GA PUSHBUTTON-----------
---------------DEPRESS
-POWER LEVERS-------------
-- TO RATING DETENT
-INITIATES PITCH UP TO
ACHIEVE GO AROUND
ATTITUDE DO
-CONFIRMS NTOP POWER
ON ED
-FLAPS LEVER-------------15
ANNOUNCE
“ POWER SET, FLAPS 15 ”
POSITIVE RATE OBSERVES POSITIVE RATE
ANNOUNCE
Page 1-65
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“POSITIVE RATE”
ANNOUNCE
“GEAR UP” DO
-GEAR LEVER-------------UP
ANNOUNCE
“GEAR UP”
ASK
“HDG (LNAV) /ALT
SELECT”
DO
-Selects HDG, ALT SEL &
confirms correct altitude
selected.
ANNOUNCE
“HDG (LNAV) AND ALT SEL
SELECTED”
ACCELERATION ANNOUNCES
ALTITUDE “ACCELERATION ALTITUDE”
ASKS
“FLAPS 0, BLEEDS ON,
NORMAL” DO
-CHECKS VFRI, SELECTS FLAPS
LEVER 0, BLEEDS ON AND
NORMAL
ON INDICATIONS
ANNOUNCES
“ FLAPS ZERO SET”
ASK
SET CLIMB POWER
900/850 MCL
DO
-SET CLIMB POWER AS
REQUESTED
ANNOUNCES
“POWER SET”
ASK
“SET IAS 185”
DO
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-SET IAS TO 185
ANNOUNCES
“IAS 185 SET”
Page 1-67
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Notes:
(a) HDG and ALT SEL should only be used after GA mode has been selected. If
RNAV approach, LNAV will remain engaged and only ALT SEL should be
selected after GA mode has been selected.
(b) The PM will advice ATC of the missed approach once the airplane is
established in the climb
Approach in Low Visibility Condition
An approach is to be considered a Low Visibility approach whenever meteorological
conditions at destination airport drop below following values:
a) Reported ceiling below 800 Ft and
b) Reported visibility/ RVR below minima +500 M.
In this case, the approach will be conducted by the PIC, irrespective of who was
assigned as PF for the respective sector.
The change in control will happen before conducting the Approach Briefing.
The PIC will fly the approach and will make the appropriate callouts.
PM monitors the approach in the initial phase. At 300 FT above reported ceiling, PM
will look outside in an attempt to obtain visual reference with the runway.
As soon as visual reference is obtained, PM will state “RUNWAY IN SIGHT (or

APPROACH LIGHTS IN SIGHT)” and the position of the lights/runway in respect to the
aircraft, i.e. “APPROACH LIGHTS IN SIGHT, 11 O’CLOCK”
The PIC will confirm visual reference and, when positively achieved, will call “IN
SIGHT, LANDING”.
If no contact is achieved by DA/ MDA/ MAP, PIC will call and execute the go-around
procedure.
Refer: Takeoff and Landing minima booklet
1.57 Touchdown
Landing to be executed on the main wheels. After main wheels touchdown, select PL
to flight idle. Nose wheel must be lowered gently and then PL to disc. Apply brakes
gently increasing brake pressure as per requirements. Reverse may be selected if
required. The reverse must be removed as per speed to prevent backflow of air.
1.58 After Landing Procedure

Captain will call for after landing checklist only after runway is vacated, clear of
Traffic and at taxy speeds.
LH selects landing lights and anti-collision lights as needed after clearing active
runway.
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Actions ‘After Landing check-list’ are Read & D. All Pitot heating should be turned off
to prevent the risk of ground staff/crew from burning themselves on a heated probe.
ATC requires registeration of the aircraft after.
At 60 KIAS calls “60 KNOTS, YOU HAVE CONTROLS, CONTROL LOCKS ON”
Taxy in information is acknowledged.
AFTER LANDING FLOW (conducted by RH pilot when requested by LH pilot):
(a) Weather radar - STBY
(b) FLAP Selector to zero
(c) TANK AUX PUMP 1 and 2 - OFF
(d) YAW DAMPER – OFF
(e) BLEED – ON/NORM
(f) APU POWER switch light – ON
(g) MAIN BUS TIE – TIE
(h) PITOT STATIC 1, 2 and STBY – OFF
(i) WINDSHIELD HEAT and PILOT SIDE WINDOW HEAT—OFF
(j) Ice Protection OFF. DOORS to be closed only with AC POWER.
At his convenience, LS pilot will select FLIGHT/TAXI switch to TAXI.
When runway vacated:

(k) TRANSPONDER – STBY keep it on where ground manoeuvring is tracked is
MFD# 1 DOORS page
(l) MFD #2 – Select ELECTRICAL Page
(m) Ask LH for permission to start APU
RH pilot shall switch on APU only when asked by LH pilot.

APU should be started as soon as possible, to allow the APU to stabilize before
selecting APU GEN ON.
Once marshaller is in sight and prevailing visibility and light conditions permit safe
TAXI in to flight line, LH pilot may ask RH pilot to switch of TAXI light and select MFD
#1 to DOORS Page.
SE Taxy
SE Taxy The SE taxy procedure to be followed in case of lengthy taxy envisaged
after landing only by experienced crew.
1.59 Shutdown
The aircraft shall be manoeuvred onto the stand with both engines/SE running.
Shutdown Checklist shall not be commenced until the aircraft is stationery on the
stand with the park brake engaged.
Minimum of 30 Seconds of stabilizing time must be given in start/feather position

before bringing Condition Levers to ‘Fuel- off position’.
SHUTDOWN FLOW
LH RH
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DO DO
- PARK BRAKE----------------------SET - BLEED----------------------MIN/OFF
- APU GEN--------------------------ON -Confirm PARK BRAKE set
-CONDITION LEVERS --------------------------- - STBY HYD AND PTU---------NORM
-----------------START/ FEATHER
- NOSEWHEEL STEERING -------OFF
- RADAR-----------------------------OFF
- START TIMING
ANNOUNCE
“SHUTDOWN CHECLIST”
After minimum 30 sec since CL selected

to START/FEATHER,
DO COMPLETE SHUTDOWN CHECKLIST
- CONDITION LEVERS-------FUEL OFF
When propellers are stopped,
- SEATBELT SIGN--------------------OFF
-ANTI-COLISSION LT---------------OFF
- INFORM CABIN CREW TO OPEN DOORS
(OR ON PA) ANNOUNCE
“SHUTDOWN CHECLIST COMPLETE”
CHOCKS ON: The Captain shall log CHOCKS ON at the moment of ‘ANTI-COL
OFF’.
1.60 Take- Off with Reduced Power

Spicejet Ltd has AFM - Supplement 13 (Takeoff with Reduced Thrust) applicable on
DHC -8-402 fleet. The procedure provides noise abetment apart from benefitting
maintenance.
1.60.1 Pre-requisites
Take-off with reduced power (Supplement 13) may be performed in accordance with
the limitations and performance data contained in the TAC chart booklet. Engine
power settings and performance data are determined by the use of an assumed
Outside Air Temperature higher than actual by a specific increment.
The pre-requisites for pilots, undertaking such Take-Off is as following:-

(a) Pilots must have undergone ground training on calculation on take-off data with
SpiceJet’s approved performance instructors. This training shall be carried out
during induction training of pilots and reviewed during Annual Ground
Refresher.
(b) Take- off shall be carried out only at notified airfield. All airfields shall be
notified with Op Circulars.
(c) PF shall carry out appropriate briefing, emphasising on critical aspects during
take-off and limitations after assessing prevailing conditions.
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1.60.2 Limitations
Limitations are reproduced below:-
0
(a) The maximum assumed outside air temperature is ISA + 35 C.
(b) Once every 24 hours (flying day) a take-off, using Normal Take-off power
setting, must be accomplished to verify engine performance.(normally first)
(c) The minimum torque for the assumed outside air temperature is 0.9 x the
Normal Take-off power setting.
(d) Do not use the supplement in with Tail wind greater than 5 kt, With
antiskid system inoperative, Contaminated runways and Low visibility
Takeoffs
(e) Maximum reduction in Takeoff (TOP) should not be more than 10% of
NTOP Thrust.
(f) Reduced Thrust Takeoff not to be performed at runways with runway
length less than 1500m.
1.60.3 Procedure
(a) RDC TOP TRQ DEC switch − Press to achieve the desired reduced torque setting.
NOTE:
i. If the RDC TOP TRQ DEC switch is held for more than 10 seconds, the
reduced power function will become inoperative.
ii. To reset NTOP (press the RDC TOP TRQ RESET switch).
(b) Power levers − Advance smoothly to RATING detent with brakes off. Observe
torque matches the torque bugs. Check SPOILERS ROLL OUTBD and ROLL INBD
advisory.
1.60.4 Abnormal Procedures

The abnormal procedures in QRH and AFM Section 4 are applicable and shall be
followed strictly.
1.61 Use of Windshield Heating

In Indian climate conditions, the SAT on ground is generally more than 20 degree
Celsius during most part of the year. When SAT on ground is higher, the windshield
heating is to be switched on above FL 100 as per existing procedures, after the
confirming SAT< 20°C (AFM 4.1.8 Point 17). When SAT is less than 20 degree on
ground and wind shield heating required, select window heating to NORM only after
engine start while performing taxy checks.
Window heating should be switched OFF while performing After Landing Check (AFM
Para 4.5.1, Point 6)
In case of a cracked Windshield, use the procedure as mentioned in the Quick
Reference Handbook (QRH - Section 4 – Non-Normal and Emergency Procedures)
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1.62 Take- Off and Landing in Maximum Tail Wind Conditions
1.62.1 Pre-requisites
Take-off with reduced power (Supplement 03) may be performed in accordance with
the limitations and performance data contained in the TAC chart booklet. Spicejet
limits tailwind operation to maximum 15 KTS.
The pre-requisites for pilots are as following:

(a) Pilots must have undergone ground training on calculation on take-off data with
SpiceJet’s approved performance instructors. This training shall be carried out
during induction training of pilots and reviewed during Annual Ground
Refresher.
(b) Pilots must have gone through simulator training and reviewed during LR/IR
renewal as per syllabus. The same shall be recorded in ‘special procedure
form’ by Examiner.
(c) Take- off shall be carried out only at airfield for which associated data is
available in Take-Off and Landing books.
(d) PF shall carry out appropriate briefing, emphasising on critical aspects during
take-off and limitations after assessing prevailing conditions.
(e) DGCA must approve this type of operations.
Note: This supplement is not compatible with following:

(a) “Bleeds ON” operations
(b) Operations with 10 min to power following engine failure during TO
(c) Take off into icing conditions
(d) Reduced power takeoff
(e) Cat II operations
(f) Takeoff with Inoperative Anti-Skid
(g) Inoperative nosewheel steering
(h) Flight spoilers inoperative in ground mode
1.62.2 Limitations
Take off
(a) Take off will be possible only with FLAPS 10, FLAPS 15 and BLEEDS OFF.
(b) TAC books provided in the aircraft are updated to show 15KT and 20 KT tail
wind components.
(c) The take off speeds shall remain unchanged.
(d) Take off with ANTI SKID, Ground Spoilers, nose wheel system in INOP condition
will not be possible with winds greater than 10 KT Tail winds.
Note: The flight control lock should be disengaged at line-up so as to restrain
any un-commanded movement of the ailerons.
Landing:
(a) Landing with tailwinds greater than 10 KT and up to 15 KT is advisable only with
FLAPS 35 and BLEEDS OFF.
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(b) The landing section of the TAC books kept in the aircraft has been updated to
show the Unfactored Landing Distances for DRY and WET runway conditions
with use of Supplement.
(c) Landing weights restricted by short runways are shown wherever applicable.
(d) Landing with ANTI SKID, Ground Spoilers, nose wheel system in INOP condition
will not be possible with winds greater than 10 KT Tail winds.
(e) VREF (Landing Speed) speed will not change.
NOTE: Landing Flare angle will be less that required for a normal into wind landing.
1.63 Use of FMS and Setting Up of Radio Aids (Dual UNS-1E SCN 803 FMS with Enhanced
Navigation Display and LNAV/VNAV Option)
SpiceJet has opted for Supplement 91 - DUAL UNS-1E SCN 803 FMS with Enhanced
Navigation Display and LNAV/VNAV Option.
The system consists of 2 separate FMS with cross talk capabilities. Both FMS operate
in conjunction with facility to be used in isolation.
The noteworthy features are:-
FMS Dual Synchronization. The FMS DUAL SYNCHRONIZATION function allows

automatic synchronization of pilot inputs from one FMS CDU to the other
Interactive Heading Bug. The INTERACTIVE HEADING BUG function allows the pilot
to keep flying in FMS LNAV HDG mode and use the heading control knob on the
FGCP to control the FMS commanded heading function
Automatic Transition from LNAV to ILS. Loading an ILS approach into the FMS flight
plan automatically tunes VHF NAV radios and displays ILS course on PFD when APP
ARM mode of the FMS is ARMED (within 30 NM track from touchdown) and TUNE
APPR key on the FMS is pressed.. Once ILS capture is armed and initiated, PFD NAV
source changes to ILS for the final approach
Enhanced VNAV. Enhanced VNAV operations allow the FMS to manage climb,
descent and approach profiles
USE OF FMS
FMS can be optimally used for following flight phase:-
During climb (VFLC): To maintain Type 1, 2 or 3 climb as per AOM data.
Pilots must be aware of excessive pitch variation during
turbulent conditions.
During Descent: To follow constant descent profile to maximise fuel
economy. All speed and altitude restrictions must be
adhered to.
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During Approach: Use of FMS is permitted. A continuous cross check with
secondary navigation and radio aids must be followed
up.
(a) ILS approaches can be loaded from the FMS database
(b) Automatically sets and displays ILS course and frequency - reducing crew
workload
(c) Flight crew can remain in FMS LNAV mode during manoeuvring to capture the
localizer thereby improving approach anticipation
(d) Once capture is initiated, PFD NAV source automatically changes to full ILS
mode
1.64 Radio and NAV Aid selection During Various Phases

With Enhanced Navigation package and two FMS, following is the recommended
setup up for HSI.
PHASE PF PM
BEFORE TAKE-OFF RNAV SID FMS FMS
VOR/NDB VOR /ADF VOR/ADF
DEPARTURE
VOR SID VOR FMS
RADAR VECTOR FMS* FMS*
CLIMB FMS FMS
ENROUTE FMS FMS
DESCEND AND RADAR VECTOR FMS* FMS*
APRROACH TILL RNAV STAR FMS FMS
INITIAL APPROACH VOR/NDB STAR VOR /ADF FMS
FIX
FINAL APPROACH ILS ILS ILS
TRACK VOR FMS VOR
NDB FMS NDB
FMS*: LNAV HDG SEL
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1.65 Emergency equipments on board
This diagram shows all the emergency equipments onboard the aircraft.
As per the requirement of DGCA CAR Section 8 series ‘O’, Part 2, para 6.5.2.2, life
jackets are carried onboard the aircraft @ one per every occupant.
In the cockpit, the jackets for the pilots’ use are located in the overhead stowage
panels. The observer’s life jacket is likewise kept in a panel above his seat location.
It shall be noted that the AED is required only for the Cochin - Male and Male –
Cochin flights. Its location could be different from the one shown above on some
aircrafts (VT-SUF onwards, they shall be kept in forward Cabin crew station and not
in the overhead bin)
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INTENTIONALLY
LEFT
BLANK
Page 1-76
CHAPTER 1 Appendix-1
Avoidance of Tail Strike Revision 00 30 Jan 2017
1 A1 Appendix: 1 Avoidance of Tail Strike
This serves as an advisory to prevent a tail strike along with the Service Letter issued
by Bombardier (FOSL 00-020 Q400 one Pitch Awareness Training video)
1.A1.1 TAKEOFF
I. Contributory Factors - Tail Strike during Take-Off
1) Elevator Mistrim
(a) Usually results from using erroneous data
i. Extraction of incorrect VR from TAC for the weight and flap setting
ii. Wrong weights
iii. Incorrect center of gravity (CG)
(b) Nose up mis-trim can present problems
i. Normal recommended rotation rate is 2 to 3 degree per sec
ii. Nose up mistrim can rotate 5 degree per sec or more
iii. Aircraft may try to fly off runway without any pilot input
2) Improper rotation techniques
(a) Too early rotation will not generate enough lift to get airborne,
demand more control input and may cause tail strike. It also results in
additional runway length requirements and lower height at end of
runway.
(b) Too fast rotation may result in tail strike
(c) Excessive initial pitch attitude
3) Improper use of the flight director
(a) Rotating more than 8 degrees nose-up to achieve lift-off.
(b) Flight directors are designed to provide pitch guidance only after the
aircraft is airborne
(c) An aggressive rotation into the pitch bar may rotate the tail into the
ground
4) Flight control abuse during gusty/crosswind conditions
II. Review of Recommended Takeoff Techniques

(a) Takeoff briefing should include possible factors affecting tail strike.
(b) Do not rotate early i.e. below VR
(c) Rotate to a maximum of 8 degrees nose-up to achieve lift-off. After lift-off
(wheels off the ground) continue rotation to a minimum pitch attitude of
10 degrees
(d) Extra caution should be exercised in calling of VR and rotation, especially
when there is a split between V1 and VR. For example Take off in wet
conditions eg Call V1 continue….. VR Rotate
(e) Do not rotate at an excessive rate or to an excessive attitude
(f) Ensure takeoff V speeds are correct.
(g) Consider using NTOP during gusty/crosswind conditions
Page 1-A1-1
1.A1.2 LANDING
(a) Due to the longer length of the fuselage, flight crew must be aware of the
aircraft pitch attitude during landing flare and touchdown. Extended fuselage
and excessive pitch attitude can combine to make tail strike a possibility.
(b) The potential point of contact is in the vicinity of ‘Touched Runway’ sensor on
the aft portion of the main fuselage.
(c) Theoretical contact angle during landing is approximately 7 degrees. Therefore,
AFM limits landing flare to 6 degrees.
I. Contributory Factors - Tail Strike during Landing

1) Unstabilized approach
(a) Usually appears in every tail strike during landing
(b) Flight recorders show if not stabilized by 500 feet, approach cannot be
stabilized and will cause
i. Excessive or insufficient airspeed in the flare
ii. Long on runway touch down
(c) Increases tendency towards large pitch and power changes during
flare
(d) Increases tendency toward vigorous nose up pull at touch down
causing a tail strike
(e) If the airplane is slow, pulling the nose up in the flare does not reduce
the sink rate, but may increase it
2) Excessive pitch during Flare
3) Rate of descent managed by pitch
4) Holding airplane off the runway during flare
(a) May lead to decrease in airspeed below VREF prior to landing flare
resulting in high pitch attitude.
(b) May lead to touchdown with an increasing pitch attitude
(c) Do not hold the airplane off with increasing pitch attitude in an
attempt to make extremely smooth touchdown
5) Mis-handling of crosswinds
Page 1-A1-2
(a) Crosswind landings may increase the tail strike risk, especially in gusty
conditions
(b) To stay on glide path at high ground speeds, descent rates of 700 to
900 feet are required
(c) Cross controlling prior to touch down, reduces lift, increases drag, and
may increase rate of descent
(d) Combined effects of high closure rate, shifting winds plus turbulence,
can increase tail strikes
6) Over-rotation during go-around
(a) Go-arounds initiated during flare and after a bounced landing, can
cause tail strikes
(b) If a touchdown far down the runway is likely, consider a go-around
7) Bounced Landing
(a) If a bounce occurs, hold or re-establish a normal landing attitude and
add power as necessary to control rate of descent
(b) When a high/hard bounce occurs, initiate a go-around. Apply go-
around power and use normal go-around procedures. A second
touchdown may occur during the go-around
Note: Tail strikes on landing generally causes more damage. The tail
may strike the runway before the main gear damaging the aft
pressure bulkhead.
II. Recommended Landing Techniques

1) Landing briefing should include possible factors affecting tail strike.
2) It is recommended to commence the flare at VRef to VRef +5.
3) Descent Management: A slight increase in power will increase the airflow
over the wing & produce additional lift, even if the forward velocity
doesn’t change very much. This alone will reduce rate of descent.
Therefore, a higher than normal descent rate must be arrested by adding
power rather than pitching up.
Page 1-A1-3
4) Increase in power to arrest the high rate of descent may be maintained

thorugh the landing maneuver till touchdown. Power levers should be
moved to FLT IDLE immediately after touchdown.
(a) Do not trim in the flare or after touchdown
5) Do not “hold the airplane off” in an attempt to make an excessively
smooth landing
6) Immediately after main landing gear touchdown, release back pressure on
control wheel and fly the nose wheel onto the runway
7) Do not allow pitch attitude to increase after touchdown
8) Monitoring: Pilot Monitoring (PM) will continuously, especially below 100
ft AGL, monitor and will state pitch attitude at anytime the pitch is 5
degrees or more. Follow the table provided below:
Pitch Callout Procedure
PF
if pitch is between 5 or 6 degrees nose up
“<aircraft pitch> DEGREES”
if pitch is above 6 degrees nose up
“CORRECTING”
Page 1-A1-4
Visual circuit – Criteria for Conduct Revision 00 30 Jan 2017
1 A2 Appendix -2 Visual Circuit - Criteria for Conduct (OC 12 OF 2015)
Pertinent points for Visual Circuit
1) The following parameters are sacrosanct for a visual circuit.
(a) Visibility: minimum 5000m
(b) Cloud ceiling: 1000’
(c) Circuit height: minimum 1500’ AGL
(d) Minimum straight in approach : 2.5 nm
(e) Minimum height on top of finals: 600’ AGL
(f) Max ROD on approach : 1000 fpm
2) It is mandatory to execute a missed approach if:
(a) Stabilized approach criteria is not met by 500’ AGL on approach
(b) Adequate visual reference to continue with the approach is lost at any
stage.
(c) Visual circuit procedure is given in SpiceJet operations Manual.
Given below is the extract from OMA and also DHC-8-402 AOM Normal
Procedures on Visual approach and Landing.
3) The pilot may request and execute a Visual Circuit if:
(a) No instrument approach procedure for a runway exists; and/or
(b) VFR conditions exist at the airfield with visibility more than 5 kms and the
controller advises/recommends a Visual Circuit for smooth traffic
management. The PIC may still elect to do a Precision/Non-Precision
Approach.
4) Though MDA is not applicable on a visual circuit however, it may be set at 500’
to ensure compliance of stabilized criteria on finals.
5) An aircraft shall not descend below Circuit Height unless both Pilots have Visual
Reference to land.
6) The Missed Approach Procedure shall be the prescribed Instrument Missed
Approach Procedure for that runway. If no such procedure exists, then, climb
on runway heading to Circuit Height and turn downwind in coordination with
ATC.
7) Approach Procedure Call outs:
PF PM
“APPROACH CHECKLIST”
Completes “APPROACH CHECKLIST”
(Read and Do)
“APPROACH CHECKLIST COMPLETE”
8) Work Distribution during Visual Circuit:

(a) The PF primarily looks out in order to execute a standard Visual Circuit as
prescribed in AOM Figure 2.10-2(reproduced below
Page 1-A2-1
Visual circuit – Criteria for Conduct Revision 00 30 Jan 2017
(b) The PM:

i. Cross-checks flight and navigation instruments.
ii. He gives regular time and altitude calls and deviations of flight
instrument indications if outside the normal tolerance range.
iii. His primary responsibility is to maintain an internal flight instrument
scan while his secondary function is an exterior look out to back-up
the PF.
iv. Completion of the landing checks and standard calls on approach are
mandatory duties.
Page 1-A2-2
GUIDELINES CHAPTER 2
NON-NORMAL AND
Revision 00 30 Jan 2017
EMERGENCY PROCEDURES
TABLE OF CONTENTS
2 Abnormal and Emergency Procedures .................................................................3
2.1 General ............................................................................................................3
2.1.1 PIC Authority .....................................................................................................3
2.2 Checklists ..........................................................................................................3
2.2.1 General ............................................................................................................3
2.2.2 Challenge with No Response ...............................................................................3
2.3 Cabin Crew .......................................................................................................3
2.3.2 Briefing .............................................................................................................3
2.4 Rejected Takeoff/On Ground Emergencies ...........................................................3
2.5 Engine Failure during Takeoff at or Above V1 ........................................................6
2.6 Engine Shut Down Procedure ..............................................................................7
2.7 In Flight Malfunctions ........................................................................................8
2.8 Unscheduled Propeller Feather ...........................................................................9
2.9 Propeller Overspeed ..........................................................................................9
2.10 Single Engine Missed Approach Procedure .........................................................11
2.11 Flight Crew Incapacitation ................................................................................13
2.11.1 General ..........................................................................................................13
2.11.2 Types of Incapacitation ....................................................................................13
2.11.3 Recognition of Incapacitation............................................................................13
2.11.4 Action to be Taken ...........................................................................................13
2.12 Fire and Smoke Drills........................................................................................14
2.13 Emergency Descent Procedure .........................................................................14
2.14 Flight Control Malfunction ................................................................................16
2.15 Heavy Landing .................................................................................................16
2.15.1 General ..........................................................................................................16
2.15.2 Performance Considerations .............................................................................17
2.15.3 Technique .......................................................................................................17
2.16 Flying in Adverse weather conditions.................................................................17
2.16.1 Windshear ......................................................................................................17
2.16.1.1 General ..........................................................................................................17
2.16.1.2 Recovery.........................................................................................................17
2.16.2 Points to be remembered when flying in turbulent conditions .............................17
2.17 Flight Training Procedures ................................................................................19
2.17.1 Stalls ..............................................................................................................19
2.17.1.1 Objective ........................................................................................................19
2.17.1.2 Description .....................................................................................................19
2.17.1.3 Set-up ............................................................................................................19
2.17.1.4 Entry ..............................................................................................................19
Page 2-1
NON-NORMAL AND
2.17.1.5 Recovery.........................................................................................................25
2.17.1.6 Approach to Stall and Recovery Maneuvers .......................................................26
2.18 Steep Turns .....................................................................................................28
2.18.1 Objective ........................................................................................................28
2.18.1.1 Description .....................................................................................................28
2.18.1.2 Entry ..............................................................................................................28
2.18.1.3 During turn .....................................................................................................28
2.18.1.4 Rollout............................................................................................................28
2.18.1.5 Completion standard .......................................................................................28
2.19 Unusual Attitude Recovery (Silulator only) ...........................................................29
2.19.1 Situation No. 1 ..................................................................................................30
2.19.2 Situation No.2...................................................................................................30
Page 2-2
NON-NORMAL AND
2 Abnormal and Emergency Procedures
2.1 General
2.1.1 PIC Authority

The PIC is the final authority for the safe conduct of the flight and may delay, divert
or cancel any flight segment that, in his/her judgment cannot be conducted safely.
2.2 Checklists
2.2.1 General
When any crew member recognizes an abnormal or emergency situation, the PF
assigns who will fly the airplane, who will perform any, required tasks and any items
to be monitored.
Following these assignments, the PF calls for the appropriate checklist. The checklist
will be accomplished with the appropriate challenge and response.
The PF will not perform any task that might compromise control of the airplane,
regardless of whether the airplane is being flown manually or by automation.
2.2.2 Challenge with No Response

When the PM observes and challenges a flight deviation or critical situation, the PF
must respond immediately. If the PF does not respond by oral communication or
action, the PM must issue a second challenge. If the PF does not respond after the
second challenge, the PM must announce that he is assuming control of the airplane
and then take the necessary actions to return the airplane to safe flight.
2.3 Cabin Crew

2.3.1 General
Cabin crew must be kept informed at all times of any abnormal/emergency situation
that arises, either in flight or on the ground. In certain situations, such as flight crew
incapacitation, cabin crew may be instructed to assist the flight crew as required.
2.3.2 Briefing
If an abnormal or emergency situation arises, the cabin crew briefing must include
the following items:
(a) Nature of the emergency
(b) Intentions of the flight crew
(c) Anticipated timescale
(d) Any special instructions
2.4 Rejected Takeoff/On Ground Emergencies

Ground failures are defined as any malfunction that occurs on the ground prior to V1
and after touchdown.
In the event of a ground failure, regardless of whether it happens while at the gate,
taxiing or during takeoff, the primary objective of the crew is to stop the airplane,
evaluate the problem, take the appropriate action, and evacuate if required.
Page 2-3
NON-NORMAL AND
A takeoff shall be aborted for any Caution or Warning light prior to V1. There are
many reasons other than Caution or Warning lights for discontinuing a takeoff. It is
therefore, left to the discretion of the PIC as to what additional situations demand
an aborted takeoff. At V1 or above, the takeoff will be continued regardless of the
malfunction.
If a rejected take-off becomes necessary the call “ABORT” will be made by either
pilot. The PIC will normally assume control at approximately 60 knots. The PM will
advise ATC of the abort and the crew will then assess the situation. If the reason for
the abort is fire or smoke, the PIC will set the parking brake and complete the
memory items for shutdown and evacuation. The F/O will advise ATC of the
problem, request emergency equipment, state the number of persons on board,
quantity of fuel and dangerous goods.
At or after V1 the takeoff will continue regardless of the nature of the problem.
Ground Failure Procedure

PF PM
Either pilot will state, "ABORT" and the Aborted Takeoff Procedure is initiated
Simultaneously
Power Levers Disc/Reverse (if required) Advises ATC of the ABORT
Max Braking Cancels all flashing Caution and/or
Master Warning lights
Emergency Brake ON
Communicate with Cabin Crew using
PA:
“CABIN CREW AT STATIONS”
Once the aircraft has stopped the crew will assess the problem
If Fire Or Smoke:
LH RH
Emerg Brake ON
Power Levers Disc Advises ATC of:
Condition Levers Fuel Off 1. Requirements for emergency
equipment
Pull Fuel/HYD handle (affected 2. Number of persons on board
engine)…………………………………………..Pull
Tank Aux Pump (BOTH engines) 3. Amount of fuel
……………………………………………………….OFF 4. Dangerous Goods
Extg switches Fwd Btl
Wait up to 10 sec. If fire persists Aft Btl
Confirm ATC advised Leaves the flight deck to assist in the
evacuation
Dome Light ON
Page 2-4
NON-NORMAL AND
Emergency Lights ON
Fasten Seat Belts OFF
PA -"EVACUATE, EVACUATE, EVACUATE
LEFT
(or RIGHT) SIDE"
AC / DC Ext Pwr / APU OFF
Battery Master……………………………….OFF
Assists in evacuation as required
Page 2-5
NON-NORMAL AND
2.5 Engine Failure during Takeoff at or Above V1
Flight failures are defined as any malfunction that occurs at or above V1 and prior to
touch down.
During a flight failure the primary responsibility of the crew is to control the airplane.
Checklists must not be called for until the airplane is under full control and in a
steady state of flight. If a failure occurs at or above V1, and prior to flap retraction
(3rd. segment), the crew will not action any memory items or checklist until the flaps
are retracted.
In an extreme situation (such as engine failure during a GA), the PIC may elect to
action the checklist memory items prior to reaching 3rd. segment (prior to flap
retraction). In any event, no action will be taken until the airplane is under full
control and in a steady state of flight. If the PF states “MAX POWER”, the PM will
confirm the following settings:
(a) Condition Lever 1020; and

(b) Power Lever in the Rating detent and MTOP Power displayed on ED.
(Maximum Power is time limited; consult the Dash 8 Q400 AFM for limitation).
In the event of a flight failure, the crew will assess the problem. Once the nature of
the problem has been established, the PF will call for the appropriate memory items
if applicable, e.g. “SHUTDOWN engine NUMBER 2”. The PM actions the memory
items that are confirmed by the PF (Challenge and Response). When the memory
items are complete, The PM will declare emergency to ATC (e.g. “Tower, SPICEJET….,
engine failure, declaring emergency, standby”). PF will at his discretion (but not less
than 1000 feet above the airport elevation), call for the appropriate non-normal
checklist. The PM actions the checklist items using the Read-and-Do method.
Once the checklist has been completed, the crew will advise ATC of the problem and
declare an emergency/urgency situation to ATC if applicable. The PIC will advise the
Flight Attendant of the nature of the problem and the intentions of the cockpit crew.
Engine Failure / Fire During Takeoff After V1 Procedure

PF PM
At V1/ VR
"V1 ROTATE"
Rotates at VR
Observe positive rate of climb
"GEAR UP" "POSITIVE RATE"
Selects Landing Gear Lever Up
When landing gear retracted (all lights out)
‘GEAR UP NO LIGHTS”
Page 2-6
NON-NORMAL AND
MALFUNCTION
"ENGINE FAILURE (or "FIRE) - #
ENGINE”
In case of Engine Failure, verifies Propeller
Feathered (indicated by Prop RPM 0-40 rpm),
live engine rating indicating MTOP (or RDC
TOP in case of a Reduced TOP takeoff) and
UPTRIM message displayed on ED.
Cancels Master Caution and Master Warning
Establish Climb V2
At Acceleration Altitude
"ACCELERATION ALTITUDE"
“SET IAS VCLIMB”
Selects IAS speed value to VCLIMB
“IAS VCLIMB SET”
Lower the pitch gently to approx. 5 “VFRI IS ……”
degrees nose up to attain VCLIMB
speed without descending
“VFRI ”
"FLAP 0"
Confirms speed above VFRI
Selects FLAP to zero
When flap indicates “ZERO”
“FLAP ZERO INDICATING”
“RESTATE MALFUNCTION”
Verify again the failed engine
“ENGINE FAILURE (or FIRE) #……ENGINE”
Verified affected engine
“SHUT DOWN ENGINE #1(or 2)”
Completes Engine Shutdown Memory Items
2.6 Engine Shut Down Procedure
Engine Shutdown Procedure

PF PM
Sets power as required
"SHUTDOWN ENGINE #1 (or #2)"
"POWER LEVER #1 (or #2)"
"CONFIRMED, FLIGHT IDLE"
Select Power Lever to Flight Idle
"CONDITION LEVER #1 (or #2")
"CONFIRMED, FUEL-OFF"
Selects Condition Lever to FUEL-OFF
Page 2-7
NON-NORMAL AND
Confirms propeller feathers
If Propeller Does Not Feather (Prop RPM
higher than 40 rpm and not decreasing)
“PROPELLER NOT FEATHERED”
Pushes appropriate ALTERNATE FEATHER
Switch light
“ALTERNATE FEATHER#1 (or#2) SELECTED
Verifies Propeller feathered

“#1 (or #2) PROPELLER FEATHERED”
Verify Propeller feathered
"PULL FUEL/HYD OFF HANDLE # 1 (or #2)"
Verify correct T-handle Pull Affected FUEL/HYD OFF Handle

"CONFIRMED, PULL"
"#1(or #2) TANK AUX PUMP OFF"
Selects Tank Aux Pump to OFF
If Engine Fire
If fire persists (wait up to 30 sec) "EXTINGUISHER FWD BTL"
Selects Forward Bottle
Start timing. Wait for 30 seconds. If fire
persists after 30 seconds,
Selects Aft Bottle
"EXTINGUISHER AFT BTL"
Monitor ENGINE FIRE PRESS TO RESET switch
light and T-handle lights to go out.
“FIRE IS OUT.
ENGINE SHUTDOWN MEMORY ITEMS
COMPLETED”
Once the engine is shutdown and at a minimum of 1000 feet AGL
"ENGINE SHUTDOWN CHECKLIST"
Completes Engine Fail/Fire/Shutdown in
Flight Checklist
"ENGINE SHUTDOWN CHECKLIST COMPLETE”
Engine Shutdown Procedure
2.7 In Flight Malfunctions

In flight, the observing crew member positively announces a malfunction. As time
permits, the other crew member makes every effort to confirm and identify the
malfunction before initiating any emergency action.
If the PM is the first to observe any indication of a failure, he/she will announce it
and point to the indicator/annunciation if possible.
Page 2-8
NON-NORMAL AND
After verifying the malfunction, the PF announces his/her decision and commands
accomplishment of any checklist memory items. The PF monitors the PM during the
accomplishment of the assigned tasks.
Engine Failure / Fire in Flight Procedure
PF PM
"ENGINE FAILURE or FIRE #1 (or #2)"
Set power as required to maintain
steady flight
Assesses problem
Verifies the affected engine
"SHUTDOWN ENGINE #1 (or #2)"
Completes Engine Shutdown procedure
Engine Failure / Fire in Flight Procedure
2.8 Unscheduled Propeller Feather

The Propeller Unscheduled Feather emergency is recognized by extremely high
torque and unusually low propeller RPM. It is important to note however, that due
to the high torque, the propeller may not be indicating a feathered condition on the
NP gauge. Care must be taken to correctly identify the emergency and proceed with
the correct shutdown items.
Unscheduled Propeller Feather Procedure
Complete Engine Failure/Fire/Shutdown in Flight Procedure.
2.9 Propeller Overspeed

The checklist is considered to be a memory item; propeller RPM above 1020 should
be viewed as an overspeed. Any prop that can’t be controlled must be treated the
same as an overspeed. The checklist procedures are essentially the same as “Engine
Shutdown” except that the Condition Lever remains in the “Start Feather” position
until the propeller feathers. The Memory Items must be performed at a minimum of
400 ft AGL
Propeller Overspeed Procedure

PF PM
"PROP OVERSPEED #1 (or #2)"
Retards power lever (affected engine) to
FLT IDLE and reduce airspeed
If Unable To Control Propeller RPM
"CONTINUE MEMORY ITEMS"
"CONDITION LEVER #1 (or #2)"
"CONFIRMED START FEATHER"
Selects Condition Lever to START/ FEATHER
Confirms propeller feathers
Page 2-9
NON-NORMAL AND
If Propeller Does Not Feather
“NO FEATHER”
Place hand on appropriate Alternate Feather
switch
"ALTERNATE FEATHER #1 or #2"
Select appropriate Alternate Feather switch to
FEATHER
If Propeller Feathers
Complete “ENGINE FAILURE/FIRE
/SHUTDOWN IN FLIGHT”
"CONDITION LEVER #1 or #2 FUEL OFF"
"CONDITION LEVER #1 or #2"
“CONFIRMED, FUEL OFF”
Selects Condition Lever to FUEL OFF
If Propeller Does Not Feather
Reduce airspeed toward Minimum speed DO NOT SHUTDOWN THE ENGINE Condition
appropriate to flap Configuration and Levers to MAX Power Levers Operate together
flight conditions.
Land immediately at the nearest Suitable
airport.
Once propeller RPM is under control and at a minimum of 1000 feet AGL
"PROPELLER OVERSPEED CHECKLIST"
Completes "PROPELLER OVERSPEED
CHECKLIST"
"PROPELLER OVERSPEED CHECKLIST
COMPLETE"
Propeller Overspeed Procedure
Page 2-10
NON-NORMAL AND
2.10 Single Engine Missed Approach Procedure
Single Engine Missed Approach Procedure

PF PM
Simultaneously
"GO-AROUND, MAX POWER"
Advance Power Levers to the detent
Press GA button (as required) Confirms MTOP power on ED
"POWER SET"
Page 2-11
NON-NORMAL AND
If Landing Flap selected at 35
“FLAP 15”
Selects flap as requested
Observe positive rate
"POSITIVE RATE"
"GEAR UP"
Select Landing Gear Lever UP “GEAR UP”
"HDG /ALT SELECT" (see note 3)
Selects HDG and ALT SEL, confirms correct
alt
"HDG (L NAV), ALT SEL SELECTED"
At Acceleration Altitude
“ACCELERATION ALTITUDE”
Set IAS VCLIMB
Push IAS
Selects IAS VCLIMB
“IAS VCLIMB SET”
Lower the pitch gently to approx. 5 degrees
nose up to attain VCLIMB speed without
descending
“VFRI “
"FLAP 0"
Confirm speed VFRI or above
Select flap to 0
When established in flap 0 configuration,
“BLEEDS ON/NORM (or MAX)”
Selects bleeds ON/NORM Confirms
Maximum Continuous Power (MCP)
“POWER SET”
Continue climb in accordance with the
missed approach procedure or instruction
NOTES
1. The PM will advice ATC of the missed approach once the airplane is
established in the climb.
2. Bleed air will be selected ON/NORM (or MAX) after the commencement of
the fourth segment to achieve MCP.
Heading and Altitude Select should only be used after GA mode has been
selected. If RNAV approach, LNAV will remain engaged and only ALT SEL
should be selected after GA mode has been selected.
3. Non-critical Malfunctions in Flight
Procedures for recognizing and verifying a non-critical malfunction are the
same as those used for time critical situations. Use positive communication
Page 2-12
NON-NORMAL AND
to identify and direct the proper response. Time, however, is not as critical
and allows a more deliberate response to the malfunction. Always use the
appropriate checklist to accomplish the corrective action.
2.11 Flight Crew Incapacitation

2.11.1 General
Pilot Incapacitation may be quite obvious or may be subtle in nature and may occur
in all phases of flight. The operational goal of all flight crew is to be able to recognize
pilot incapacitation in its early stages and take the appropriate actions to ensure the
safety of the airplane and passengers.
2.11.2 Types of Incapacitation

There are two types of pilot incapacitation:
Obvious incapacitation – Easily recognized as it involves a complete loss of ability to
function.
Subtle Incapacitation – Subtle Incapacitation happens more often and is not so easy
to detect as it involves only a partial loss of ability to function.
2.11.3 Recognition of Incapacitation

The following will promote the early recognition of pilot incapacitation:
(a) The proper use of Operating Procedures
(b) Routine monitoring and cross checking of flight instruments, especially during
critical phases of flight
(c) Good crew cooperation (CRM)
2.11.4 Action to be Taken

Take Command and Control of the Airplane
(a) Announce “I HAVE CONTROL”
(b) Engage the autopilot
(c) Inform ATC
(d) Monitor the performance of the airplane
(e) Continue to navigate
(f) Re-run any recently performed check lists to confirm the correct position of
controls and switches
Take Care of the Incapacitated Crew member
(a) Summon help from the cabin crew if on board
(b) Provide first aid
(c) Secure the incapacitated crew member in his/her seat
(d) Land as soon as possible
Reduce Cockpit Workload
(a) Perform check lists early
(b) Configure early
(c) Enlist the help of cabin crew if on board
Page 2-13
NON-NORMAL AND
2.12 Fire and Smoke Drills
Fuselage Fire or Smoke Procedure

PF PNF
Crewmember noting abnormality calls “SMOKE”
Both Pilots don oxygen masks & goggles and establish communication
RECIRC Fan(s) OFF Select both Audio Panels to Mask
Emergency Lights ON
Passengers Signs ON
Initiate descent Advise ATC
Complete Fuselage Fire or Smoke Checklist
“FUSELAGE FIRE OR SMOKE CHECKLIST”
Accomplishes checklist
“FUSELAGE FIRE OR SMOKE CHCKLIST
COMPLETE”
Land as soon as possible (See Emergency
PA announcement
2.13 Emergency Descent Procedure
Emergency Descent Procedure (Auto Pilot On)

PF PNF
Crewmember noting abnormality calls "PRESSURIZATION PROBLEM"
Both Pilots don oxygen masks and establish communication
Passenger Signs ON Select both Audio Panels to Mask
Advise ATC
Set "ALT PRE-SELECT"
Arm ALT SEL
Set transponder as required
Set IAS for Descent
Power Levers FLT IDLE
Condition Levers MAX
Airspeed VMO
Emergency Descent Procedure (Auto Pilot ON)
Page 2-14
NON-NORMAL AND
Page 2-15
NON-NORMAL AND
2.14 Flight Control Malfunction
Pitch Jam Procedure

PF PNF
"PITCH JAM ASSIST"
Press Auto-pilot Disconnect (if required)
If condition permits, both pilots will try, one at a time, as guided by PF, to overpower
each control to dislodge jam.
If Unable to overcome the control jam, relax force
"PITCH DISCONNECT"
Pulls Pitch Disconnect handle and

rotates 90 degrees
Both Pilots will now attempt to control aircraft. Pilot with free control will call "I HAVE
CONTROL”.
PM will call "YOU HAVE CONTROL".
"PITCH JAM CHECKLIST"
Completes checklist
"CHECKLIST COMPLETE"
Table 5-22. Pitch jam Procedure
NOTE
Maintain flaps and airspeed at the time of jam.
Roll Jam Procedure
PF PNF
“ROLL JAM”
Presses Auto-pilot Disconnect (if
required)
"ROLL DISCONNECT"
Pull Roll Disconnect handle and rotates
90 degrees
Both Pilots will now attempt to control aircraft. Pilot with free control will call "I HAVE
CONTROL" PNF will call "YOU HAVE CONTROL".
"ROLL JAM CHECKLIST"
Completes "ROLL JAM CHECKLIST"
"CHECKLIST COMPLETE"
2.15 Heavy Landing

2.15.1 General
In an abnormal or emergency situation an overweight landing may provide a higher
degree of safety than remaining airborne to burn fuel.
Page 2-16
NON-NORMAL AND
2.15.2 Performance Considerations
The following should be considered before making an overweight landing:
(a) Runway length
(b) Runway contamination
(c) Approach climb gradient
(d) Limiting tire speed
(e) Flap limiting speed
2.15.3 Technique
Use normal techniques for approach and landing, touching down as smoothly as
possible.
2.16 Flying in Adverse weather conditions

2.16.1 Windshear
2.16.1.1 General
Windshear is a sudden, dramatic change in wind speed and/or direction that occurs
over a very short distance at any altitude in the vertical and/or horizontal plane.
Windshear can take the form of updrafts, downdrafts or extreme horizontal wind
components. It can cause violent changes in vertical speed and altitude and a sudden
loss or gain in airspeed.
Windshear can be associated with convective activity, a jet stream, frontal crossing
or during a low-level temperature inversion and should be avoided if possible.
The most hazardous time to encounter wind shear is during takeoff, approach and
landing due to the close proximity of the ground. In the event of the wind changing
from a headwind to a tailwind, or to a downdraft, the result could be an abrupt loss
of airspeed, lift and altitude.
The recommended method for wind shear reporting is to state the loss or gain of
airspeed and/or altitude experienced.
2.16.1.2 Recovery
There are 3 stages to attempt wind shear recovery:
1. Initiate GA and fly GA pitch attitude. If this does not provide positive
performance,
2. Fly V2. If positive performance is still not achieved,
3. Power Levers to Rating Detent, pitch attitude 15 -20 degrees nose up to
maintain speed above stalling speed.
Refer to DASH 8 Q400 AFM and AOM Volume 1, Section 6 – Flight in Adverse
Weather Conditions.
2.16.2 Points to be remembered when flying in turbulent conditions

It is important to adhere to the Company procedure as given in Chapter 17 of OMA
and the Supplemental Procedures in DHC-8-402 Aircraft Operating Manual while it is
Page 2-17
NON-NORMAL AND
needed to fly in turbulent weather in order to avoid any discomfort and
inconvenience to passengers.
Given below are the extracts from the OMA and AOM.
Operations Manual Part A
A17.3.6.4.2 Thunderstorm hazards
Turbulence, Wind-shear, Icing, Hail, Low Ceiling and visibility, effect on altimeter,
lightning, etc.
A17.3.6.4.3 Avoidance of thunderstorms
(a) Mutual information on development and position of thunderstorms by pilots and
ATS are of great importance for the early and adequate avoidance of such severe
weather areas.
(b) With thunderstorms in the vicinity of the aerodrome, request radar vectoring
through thunderstorm free areas and arrange the climb out to provide ample
safety distance from active CB clouds.
(c) Use all available information such as airborne weather data, Pilot reports etc.
(d) It should be noted that ATS cannot always approve detours in congested areas
because of other traffic and technical limitations of the ground radar.
(e) During cruise, thunderstorm shall be avoided:
i. Visually by staying well clear of CB clouds
ii. By using the airborne weather radar and
iii. By requesting vectors from ATS radar.
(f) Whenever possible, the following should be avoided:
i. Flights in cirrus clouds if thunderstorm activity is expected along the route, as
they may be hiding anvil tops and reducing the effectiveness of the airborne
weather radar.
ii. Flight at or near the freezing level where heaviest icing and hail must be
expected.
iii. Flying below the overhang of CB clouds. This is the area where heavy hail
must be expected.
iv. Strong echoes shall be avoided by 40km (20 NM) or more. This is most
important at FL200 and above and for circumnavigation of echoes which
have prominent scallops or other protrusions.
A17.3.6.4.4 Preparation
When flying in a thunderstorm area is anticipated or unavoidable the following
preparations should be made:
(a) Monitor airborne weather radar closely.
(b) Advice Cabin Crews about the presence of adverse weather conditions switch on
cabin signs and ensure that all passengers are securely strapped in.
DHC-8-402 AOM
1. As per the Limitations of Limitations of AFCS (1.11.12),
Flight in conditions of severe atmospheric turbulence with AP engaged is prohibited.
2. As per the Normal Procedures(2.0.4.4 Autopilot Operation in Turbulence)
Page 2-18
NON-NORMAL AND
Disengage Autopilot in severe turbulence. The Autopilot is approved for normal
operations in light or moderate turbulence only.
Note: The descriptions of Light, Moderate, Severe and Extreme turbulence are given
in AOM Table 3.3.1
3. As per the Supplemental Procedures (Adverse conditions -3.3.3.1.2), the
procedure for severe Turbulence Encounter is as follows:
• Disengage the autopilot.
• Maintain control of the airplane by primary reference to attitude (ADI).
• Allow airspeed and altitude to fluctuate as required.
• Avoid sudden or large power and control inputs.
• Reduce IAS to Rough Air Speed
• Avoid use of large bank angles due to increased wing loading
Report any severe or extreme turbulence to so that other pilots know of the hazard. “
The attention is especially drawn to the points related to the passengers being safely
secured to their seats and about maintaining the correct turbulence penetration
speed.
It is further imperative to mention the importance of making the passenger aware of
the expected turbulence by adequately addressing the same on PA system.
2.17 Flight Training Procedures

2.17.1 Stalls
2.17.1.1 Objective
These manoeuvres’ are performed to familiarize the student with the indications of
an approaching stall and correct recovery technique.
2.17.1.2 Description
The minimum altitude for practicing the approach to stall exercise is 5000 feet AGL.
Approach to stalls will be practiced in clean (gear up, flap 0), approach (gear down,
flap15, 20° bank) and landing (gear down, flaps 35°) configuration.
2.17.1.3 Set-up
Prior to initiating the exercise, the crew will:
(a) Complete the Approach Checklist
(b) Brief the exercise
(c) Set full bug to VREF for the appropriate flap setting and the outlined bug for VGA
flaps 15° (approach and landing configuration only)
(d) Autopilot and Flight Director off
(e) Condition levers at 900 or 1020 RPM (1020 RPM for landing configuration)
(f) Configure the airplane, if required (leave power at 25-30% torque)
(g) Slow aircraft to VREF + 10 KIAS and stabilize
2.17.1.4 Entry
(a) Slow and smooth power reduction to Flight Idle
Page 2-19
NON-NORMAL AND
(b) Do not trim below VREF
Page 2-20
NON-NORMAL AND
APPROACH TO STALL RECOVERY PROCEDURE CLEAN CONFIGURATION
PF PNF
At Stick Shaker
Simultaneously
“STALL SET POWER”.
Advance Power Levers to Rating Detent Advance Condition Levers to MAX and
verifies NTOP on the ED
“POWER SET”
Relax back pressure (reduce pitch
attitude)
Observe increase in airspeed
Maintain or level off at entry altitude
Reduce power when safe speed attained
(170 KIAS)
Approach to Stall Recovery Procedure

Clean Configuration
Page 2-21
NON-NORMAL AND
Page 2-22
NON-NORMAL AND
APPROACH TO STALL RECOVERY PROCEDURE APPROACH CONFIGURATION
PF PNF
“STALL SET POWER”.
Advance Power Levers to Rating Detent Advance Condition Levers to MAX
And verifies NTOP set on ED
“POWER SET”
Relax back pressure (reduce pitch attitude)
And rolls wings level
Observe increase in airspeed Observes positive rate of climb or
Increase in airspeed in level-off
“POSITIVE RATE”
“GEAR UP”
“VFRI”
“FLAPS 0”
Reduce power when safe speed attained (170
KIAS)
Approach to Stall Recovery Procedure Approach Configuration
Page 2-23
NON-NORMAL AND
Page 2-24
NON-NORMAL AND
APPROACH TO STALL RECOVERY PROCEDURE-LANDING CONFIGURATION
PF PNF
At Stick Shaker
Simultaneously
"STALL SET POWER".
Advance Power Levers to Rating Detent Verifies NTOP set on ED
‘POWER SET”
Relax back pressure (reduce pitch
attitude)
When airspeed starts to increase Selects flaps to 15
“FLAPS 15”
Observes positive rate of climb or
increase in airspeed in level-off
“POSITIVE RATE”
“GEAR UP”
“VFRI”
“FLAPS 0”
Reduce power when safe speed
attained (170 KIAS)
“AFTER TAKE-OFF CHECKLIST”
Approach to Stall Recovery Procedure Landing Configuration
2.17.1.5 Recovery
A high degree of technical proficiency is essential for safe and efficient airplane
operations and by regulation and policy; pilots are required to demonstrate their
mastery of the situation.
The evaluator should able to make an informed evaluation of a pilot’s performance
concerning their decision making/judgment as well as their ability to satisfactorily
accomplish the appropriate testing/checking requirements.
The evaluator has to determine when the action of the PM either contributes to the
failure or success of the PF’s ability to satisfactorily demonstrate his/her
judgment/decision making.
Continued prompting or leading by the PM will eliminate or comprise the evaluator’s
ability to determine the PF decision making/judgment concerning a particular
maneuver.
During the accomplishment of required exercise, an occasional airspeed or altitude
reminder may be acceptable. However, when these reminders become so frequent
as to interfere with the evaluator’s ability to determine the PF’s command of the
situation, corrective action must be initiated.
Page 2-25
NON-NORMAL AND
2.17.1.6 Approach to Stall and Recovery Maneuvers
When accomplishing this maneuver in a qualified simulator it is recommended that
the procedure be scenario based. For example, the landing configuration approach
to stall should be accomplished at a critical altitude consistent with the airplanes
performance. Simulating an intermediate level off during a non-precision approach
with the autopilot disengaged may be one example. The clean configuration stall
might be accomplished at normal cruise altitudes simulating an entry into a holding
pattern or by following ATC’s instruction to reduce airspeed. The important issue is
to accomplish these maneuvers in a realistic setting that is unhampered by the
safety requirements that must be observed when an actual airplane is being used for
the training and checking.
(a) The objective of the manoeuvre as outlined in the PTS document is the PF’s
recovery procedure not a memorized set of entry requirements.
(b) Airplane configuration changes. It is expected that the pilot who is normally
assigned the responsibility for making required configuration changes will make
those changes during the accomplishment of this manoeuvre. For example: if a
flap configuration change is part of the required recovery procedure and the
PM is normally assigned that responsibility, it is expected that he/she will make
the required change as commanded by the PF. For example if the recovery
procedure for the landing configuration is to raise the gear and select a
different flap setting it is expected that the PF will make the required calls and
the PM will accomplish the requested configuration change. The PM should not
change the airplane’s configuration without being commanded by the PF.
(c) During the recovery manoeuvre the PM is not to lead or change configuration
of the airplane until and unless directed by the PF.
(d) Power settings. When the PF recognizes the first indication of a stall or actual
stall depending on the airplane’s accepted recovery procedure and initiates a
power increase, the PM may adjust the power levers to the directed setting.
Page 2-26
NON-NORMAL AND
Page 2-27
NON-NORMAL AND
2.18 Steep Turns
2.18.1 Objective
This maneuver familiarizes the pilot with airplane handling characteristics and helps
to improve the instrument cross check
2.18.1.1 Description
Steep turns (45° of bank) will be practiced in both directions with condition levers set
at 1020 RPM. During practice you will observe that bank angles of 20° or less require
little or no back pressure to maintain level flight. Beyond 20° of bank, apply back
pressure as required to maintain altitude and increase torque as required to
maintain airspeed.
As the aircraft rolls through 43 degrees bank angle, EGPWS call “BANK ANGLE” will
be heard. In order to accomplish the exercise, this call should be disregarded.
Power settings during steep turns are the responsibility of PF. The PF has the option
to use PM to set power, however, it is essential that very precise call be made, e.g.:
“increase power 10%”
2.18.1.2 Entry
Stabilize the airplane at the desired speed (recommended 180 KIAS, torque
approximately 25%), heading and altitude. Enter the turn by smoothly rolling in. As
bank angle is increased, apply back pressure as required to maintain altitude
(approximate attitude is 5° nose up). Trim during steep turn is not recommended.
Through 30° of bank, apply approximately 10% additional power as required to
maintain airspeed.
2.18.1.3 During turn

Maintain a rapid scan of the flight instruments (EADI, airspeed, altimeter and IVSI),
so the deviations will be detected early enough to require only small corrections.
2.18.1.4 Rollout
Smoothly rollout 20° prior to target rollout heading. As bank angle is decreased,
reduce back pressure as required to maintain altitude. Through 20° of bank decrease
power as required to maintain airspeed.
2.18.1.5 Completion standard

For proficiency, two 360° steep turns (one in each direction) will be accomplished to
the following standard:
Airspeed (180 KIAS) +/- 10 knots
Angle of bank (45°) +/- 5°
Altitude +/- 100 ft
Heading +/- 10°
Page 2-28
NON-NORMAL AND
A high degree of technical proficiency is essential for safe and efficient airplane
operations and by regulation and policy; pilots are required to demonstrate their
mastery of the situation
The evaluator should able to make an informed evaluation of a pilot’s performance

concerning their decision making/judgment as well as their ability to satisfactorily
accomplish the appropriate testing/ checking requirements.
The evaluator has to determine when the action of the PM either contributes to the
failure or success of the PF’s ability to satisfactorily demonstrate his/her
judgment/decision making
Continued prompting or leading by the PM will eliminate or comprise the evaluator’s

ability to determine the PF decision making/judgment concerning a particular
maneuver.
During the accomplishment of required exercise an occasional airspeed or altitude

reminder may be acceptable. However, when these reminders become so frequent
as to interfere with the evaluator’s ability to determine the PF’s command of the
situation, corrective action must be initiated.
The PM is expected to provide standard deviation calls throughout the maneuver.

Steep turns are performed for the purpose of evaluating the PF’s crosscheck and
their mastery of the airplane in accordance with the applicable AFM and practical
test standard.
PF will brief clearly prior to the maneuver specifying at a minimum, the altitude,
airspeed, bank angle, direction, and degree of turn and roll out heading.
(a) “… Setting power …” Prior to commencing the maneuver it is permissible for
someone other than the PF to set the power required to establish steady state
flight. However, once the maneuver begins the power required to maintain the
briefed airspeed is the responsibility of the PF. Throughout the maneuver the PF
may request the PM to make power adjustments if specific instructions are
provided, for example, “set torque 35%”. It is not permissible for the PF to brief
the PM to maintain a given airspeed during the maneuver.
(b) “… Deviations from assigned altitude, airspeed, bank angle, and/or headings …”
During the steep turn maneuver the PM is expected to follow and provide
standard company call outs, or as briefed by PF. (i.e. “call any airspeed deviation
of more than 5 KIAS and any altitude deviation of more than 50 feet”
Excessive deviations in this area may be an indication of poor performance by the PF.
2.19 Unusual Attitude Recovery (Silulator only)

The objectives of these flight manoeuvres are to familiarize pilots with how to deal
with situations falling outside the DASH 8 Q400’s normal flight envelope, which
Page 2-29
NON-NORMAL AND
result in extreme bank or pitch attitudes. Such situations rarely occur, but may be
encountered by flying into a large aircraft’s wake vortex, a rotor downwind of a
mountain range, severe turbulence, or mechanical failure
2.19.1 Situation No. 1

Steep nose up (with or without high bank angle), speed reducing rapidly
Recovery Procedure:
Simultaneously: max power/initiate rollout to assist the lowering of nose
Lower the nose
With nose below horizon:
(a) roll out
(b) return to previously assigned altitude
(c) adjust power as needed
2.19.2 Situation No.2

Steep nose down (with or without high bank angle), speed increasing rapidly
Simultaneously: reduce power/initiate rollout
Smoothly raise the nose to level off
With nose above horizon:
(a) add power
(b) return to previously assigned altitude
(c) adjust power as needed
Page 2-30

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Adherance to the QLTG is aimed at standardization and ensuring effective

Any suggestions regarding QLTG can be forwarded to

1.1 Automated Cockpit and Levels

1.2 Radio Tuning and Communication Policy

1.2.1 Radio Communication

1.2.2 Organization of Communications

1.3 Movement of Switches and Controls

1.4 Altimeters Selection

1.4.2 Radio Altimeter

1.5 Normal Procedures

1.5.1 Pre Flight Preparations

1.5.2 On reaching the Aircraft

1.5.3 Cockpit Preparation

1.5.4 Crew Calls

Situational awareness can be compromised if at least one crew member is not

1.6 Flight director standby

1.7 Manual Flight

1.8 Use of Lights

1.9 Use of Cabin Signs

1.10 Cabin Crew Signalling Procedures

1.11 Use of Headsets

1.12 Display of Charts

1.13 Sterile Cockpit

1.14 Use of FMS

Follow SID/ATC Departure instructions in LNAV mode.

Wherever no promulgated RNAV arrival exists, conventional navigation is to be used

If the approach procedure is not in the FMS database, conventional navigation

1.14.5 FMS can be used for tuning frequencies, transponder etc.

1.15 ATC Clearances

1.15.2 The Following Shall Always Be Read Back

1.16 Transponder Selection

1.17 Decision Altitude/Minimum Decision Altitude and Weather Minima

1.19 Airspeed for Takeoff

1.20 Acceleration Altitude

1.21 Selection of Engine Bleed during Take-Off and Landing

1.22 Use of TCAS

1.22.2 Traffic Advisory (TA)

Resolution Advisory (RA):

1.22.3 Pilots responsibility in case of RA

1.22.4 Avoidance of unnecessary TCAS warning

1.23 Use of EGPWS

1.23.3 EGPWS Warning

When flying under daylight VMC conditions, should a warning threshold be

“WHOOP - WHOOP PULL UP”, “TERRAIN TERRAIN”, “TOO LOW TERRAIN”

When speed above minimum required and V/S positive:

Localizer deviation more than one dot “LOCALIZER” “CORRECTING”

1.24 Normal Checklist Philosophy

1.24.2 Requesting a Checklist

1.24.4 Reading a Checklist

1.24.6 Use of Flows

COMPLETE THE FLOW/CHECKLIST WHEN ASKED  FOLLOW UP WITH

1.24.7 Approved Check List

1.24.8 Prompting of Checklist

1.25 Deviations from the Standard Procedure

1.26 Cockpit Preparation

1.26.2 APU Operations

1.26.3 24 Hours System Check (AOM)

Cabin Crew Briefing

PIC would brief CCIC after introduction.

i. Procedure for cockpit security

1.27.2 Before Start

1.27.5 Arrival and Approach