Sop Bae 146 Avro RJ 2 Part

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MAHA
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OMPartE1
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DOP PERA
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PROC URE

SOP P
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AE1
146
6/AAVR ROR

RJ

STANDARDOPERATING
OM PART E
PROCEDURES
BAe146/AvroRJ Page 1 Rev 01
OM Part E - 1
SOP Jan 5, 2014

0. ADMINISTRATIONANDCONTROLOFSTANDARDOPERATIONPROCEDURE................................................9
0.1 PREFACE................................................................................................................................................9
0.2 DISTRIBUTIONLIST...............................................................................................................................11
0.3 REVISIONRECORDS...............................................................................................................................13
0.4 LISTOFEFFECTIVEPAGE........................................................................................................................15
0.5 LISTOFTEMPORARYREVISIONS............................................................................................................20
0.6 ABBREVIATION.....................................................................................................................................21
0.7 ALPHABETICINDEX...............................................................................................................................31
1. GENERAL..................................................................................................................................................41
1.1 OPERATINGPOLICY...............................................................................................................................41
1.1.1 GOLDENRULES.............................................................................................................................42
1.1.2 TASKSHARING............................................................................................................................43
1.2 CREWCOORDINATIONANDMONITORING....................................................................................44
1.2.1 MONITORINGRESPONSIBILITY......................................................................................................44
1.2.2 STERILECOCKPITRULE..................................................................................................................45
1.3 NORMALSYSTEMOPERATION..............................................................................................................46
1.3.1 CHECKLIST....................................................................................................................................46
1.3.1.1 NORMALCHECKLIST.................................................................................................................46
1.4 EMERGENCY/ABNORMALOPERATIONS................................................................................................48
1.4.1 FAILUREMANAGEMENT...............................................................................................................50
1.4.1.1 SUMMARYOFWORKMETHOD....................................................................................................51
1.4.2 MALFUNCTION,IDENTIFICATIONANDCONFIRMATION.................................................................51
1.4.3 THEORDEROFCHECKLIST.............................................................................................................52
1.4.3.1 CONSEQUENTIALFAILURES....................................................................................................53
1.4.3.2 ELECTRICALFAILURES..............................................................................................................53
1.4.3.3 INADVERTENTSWITCHSELECTION.........................................................................................53
1.4.3.4 CIRCUITBREAKERS(CB)RESETPOLICY......................................................................................54
1.4.4 FAILURESONTHEGROUND..........................................................................................................54
1.4.5 FAILURESBEFOREV1....................................................................................................................55
1.4.6 FAILURESAFTERV1......................................................................................................................55
1.4.7 FAILURESANDEXCEEDANCEDURINGAPPROACH.........................................................................56
1.4.7.1 CALLSINCASEOFFAILURE(S)....................................................................................................56
1.5 SEATANDRUDDERPEDALADJUSTMENT...............................................................................................56
1.6 COMMUNICATION................................................................................................................................57
Operations Manual Mahan Air 2011 all rights reserved

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OM PART E
PROCEDURES
OM Part E - 1
SOP Jan 5, 2014

1.7 AUTOMATICFLIGHT(AFGS)...................................................................................................................57
1.7.1 APHEIGHTLIMITATIONS..............................................................................................................58
1.7.1.1 DURINGCLIMBOUT(BELOW1000FTAGL)...............................................................................59
1.7.1.2 DURINGAPPROACH(BELOW1000FTAGL)................................................................................59
1.8 MANUALFLIGHT...................................................................................................................................59
1.8.1 MANUALFLIGHTCREWCOORDINATION......................................................................................59
1.9 POSSIBLECAUSESFORCHANGEDPFDINDICATIONSANDMSPVALUES:................................................60
1.9.1 AUTOMATICCHANGSINDICATIONS/VALUES:...............................................................................60
1.9.2 INDICATIONS/VALUESCHANGEDASARESULTOFASELECTIONMADEBYTHEPF:.........................60
1.9.3 INDICATIONS/VALUESCHANGEDASARESULTOFASELECTIONMADEBYTHEPNF:(INMANUAL
MODEORHIGHWORKLOAD):.......................................................................................................................60
1.9.3.1 TABLEOFAUTOMATICALLYCHANGEDINDICATIONS/VALUESORSELECTIONMADEBYTHEPF..61
1.9.3.2 TABLEOFSELECTIONMADEBYTHEPNFONCOMMANDOFTHEPF..........................................63
1.10 FLIGHTMANAGEMENTSYSTEM(FMS)..................................................................................................63
1.10.1 FMS(GNS)PAGESELECTION.........................................................................................................64
1.11 MANEUVERING.....................................................................................................................................64
1.11.1 SPEEDS.........................................................................................................................................64
1.11.2 BANK............................................................................................................................................64
2. GROUNDOPERATIONS..............................................................................................................................66
2.1 INTRODUCTION................................................................................................................................66
2.1.1 CABIN.........................................................................................................................................67
2.1.2 FLIGHTDECK............................................................................................................................67
2.1.3 E X T E R I O R .................................................................................................................................67
2.2 ENGINESTART......................................................................................................................................68
2.2.1 NORMALENGINESTARTCREWCOORDINATIONPROCEDURE(EXPANDED)..................................69
2.3 PUSHBACKORPULLOUTPROCEDURE(TOWPROCEDURE).....................................................................70
2.3.1 GENERAL......................................................................................................................................70
2.3.2 COMMUNICATIONS......................................................................................................................70
2.4 TAXIING................................................................................................................................................71
2.4.1 TAXIROUTE..................................................................................................................................71
2.5 CONTROLSCHECK.................................................................................................................................73
2.6 COMPASSERROR..................................................................................................................................73
2.7 BRAKECHECKPROCEDURE....................................................................................................................74
2.7.1 CARBONBRAKEWEAR..................................................................................................................74
3. TAKEOFF..................................................................................................................................................76

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3.1 DEPARTURECREWBRIEFING.................................................................................................................76
3.1.1 GATEBRIEFING.............................................................................................................................76
3.1.2 NORMALTAKEOFFBRIEF.............................................................................................................76
3.1.3 EMERGENCYBRIEFING..................................................................................................................77
3.1.3.1 FULLEMERGENCYBRIEFING,CAPTAIN(LEFTSEAT)....................................................................77
3.1.3.2 EMERGENCYBRIEFING(ABBREVIATED).....................................................................................78
3.2 SPEEDSANDSPEEDSETTING.................................................................................................................79
3.3 AIRSUPPLYANDCONDITIONINGSETTINGFORTAKEOFF......................................................................79
3.4 WEATHERRADAR.................................................................................................................................80
3.5 TAKEOFF..............................................................................................................................................80
3.5.1 NORMALTAKEOFF.......................................................................................................................80
3.5.2 TAKEOFFONHIGHSURFACEWIND..............................................................................................85
3.5.3 NOISEABATEMENTDEPARTUREPROCEDURE(NADP)...................................................................85
3.5.4 ROLLINGTAKEOFF.......................................................................................................................85
3.5.5 STATICTAKEOFF...........................................................................................................................85
3.5.6 TAKEOFFONCONTAMINATEDRUNWAY......................................................................................86
3.6 REJECTEDTAKEOFF..............................................................................................................................86
3.6.1 REJECTEDTAKEOFFCREWCOORDINATIONPROCEDURE(EXPANDED)...........................................88
3.7 MANEUVERINGCONDITIONAFTERTAKEOFF........................................................................................89
3.7.1 MINIMUMALTITUDEANDSPEEDSFORTURNSAFTERTAKEOFF:..................................................89
3.7.2 FLAPRETRACTION(ACCELERATIONHEIGHT).................................................................................89
4. CLIMB.......................................................................................................................................................90
4.1 CLIMBSPEEDSCHEDULE.......................................................................................................................90
4.1.1 HIGHSPEEDCLIMB(HSC):.............................................................................................................90
4.1.2 LONGRANGECLIMB(LRC):...........................................................................................................90
4.1.3 STEEPGRADIENTCLIMB:...............................................................................................................90
4.2 CLIMBPOWERWITHTM.......................................................................................................................90
4.2.1 CLIMB:.........................................................................................................................................90
4.2.2 TGT:.............................................................................................................................................90
4.2.3 N1SYNC:.....................................................................................................................................90
4.2.4 TGT+SYNC:...................................................................................................................................91
4.3 PERIODICCHECKING.............................................................................................................................91
4.4 USEOFRADARANDEGPWS..................................................................................................................92
5. CRUISE......................................................................................................................................................93
5.1 CRUISETECHNIQUES.............................................................................................................................93

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5.2 SYSTEMCHECKS....................................................................................................................................93
5.3 WEATHERCHECKS................................................................................................................................94
5.4 TURBULENCE........................................................................................................................................94
5.5 RVSMOPERATIONS..............................................................................................................................95
6. DESCENT...................................................................................................................................................96
6.1 DESCENTCHECKS..................................................................................................................................96
6.2 TOPOFDESCENT...................................................................................................................................96
6.3 SETTINGTHEPRESSURIZATIONFORTHEDESCENT(SEMIAUTOMATICMODE).......................................97
6.4 TMSUSEDURINGDESCENT...................................................................................................................97
6.4.1 N1SYNC:......................................................................................................................................97
6.5 DESCENTSPEEDSCHEDULE:..................................................................................................................98
6.6 AIRBRAKEUSAGE.................................................................................................................................98
6.7 HOLDING..............................................................................................................................................99
6.8 USEOFICEPROTECTION.......................................................................................................................99
7. APPROACH.............................................................................................................................................100
7.1 APPROACHPOLICY.............................................................................................................................100
7.1.1. BENEFITSOFASTABILIZEDAPPROACH........................................................................................100
7.1.2. RECOMMENDEDELEMENTSOFASTABILIZEDAPPROACH...........................................................100
7.2. CREWCOORDINATIONANDMONITORING..........................................................................................102
7.2.1. STANDARDAPPROACHCREWCOORDINATION...........................................................................102
7.3 ARRIVALCREWBRIEFING....................................................................................................................102
7.3.1 INSTRUMENTAPPROACHBRIEFING............................................................................................103
7.3.1.1 ABBREVIATEDBRIEFING.........................................................................................................104
7.3.2 VISUALAPPROACH.....................................................................................................................104
7.4 SPEEDSETTINGANDWINDCORRECTION............................................................................................104
7.4.1 APPROACHSPEED.......................................................................................................................104
7.4.2 MINIMUMMANEUVERINGSPEEDS.............................................................................................104
7.4.3 THRESHOLDCROSSINGSPEED.....................................................................................................105
7.4.4 VFTO............................................................................................................................................105
7.5 LANDINGFLAPSETTING......................................................................................................................105

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7.6 AIRBRAKE..........................................................................................................................................105
7.7 APPROACHINITIATION......................................................................................................................106
7.8 PRECISIONAPPROACHES....................................................................................................................107
7.8.1 PRECISIONAPPROACHCREWCOORDINATIONPROCEDURES(EXPANDED)..................................107
7.9 NONPRECISIONAPPROACHES...........................................................................................................108
7.9.1 GENERAL....................................................................................................................................108
7.9.2 NONPRECISION(VOR/LOC/NDB)APPROACHCREWCOORDINATIONNORMAL(EXPANDED).....109
7.9.3 VISUALDESCENTPOINT(VDP)CALCULATION..............................................................................110
7.10 CIRCLINGAPPROACH..........................................................................................................................112
7.10.1 CIRCLINGMANEUVER.................................................................................................................112
7.10.2 MISSEDAPPROACHFROMACIRCLE............................................................................................112
7.11 VISUALAPPROACH.............................................................................................................................113
7.11.1 VISUALAPPROACHCREWCOORDINATIONPROCEDURE(EXPANDED)..........................................113
8. LANDING................................................................................................................................................114
8.1 CROSSWINDLANDING........................................................................................................................115
8.2 LANDINGONSLIPPERYAND/ORCONTAMINATEDRUNWAY................................................................116
8.3 SHORTFIELDLANDING........................................................................................................................116
8.4 AFTERLANDING.................................................................................................................................117
8.5 SHUTDOWN........................................................................................................................................117
8.6 BRAKEFANS.......................................................................................................................................118
8.7 FLIGHTDECKTIDYUP..........................................................................................................................119
8.8 LEAVINGAIRCRAFT.............................................................................................................................119
9. GOAROUNDANDREJECTEDLANDING....................................................................................................122
9.1 GOAROUND.......................................................................................................................................122
9.2 MISSEDAPPROACHORREJECTEDLANDINGCREWCOORDINATIONPROCEDURES(EXPANDED)............123
9.3 REJECTEDLANDING.............................................................................................................................124
10. ENGINEOUTOPERATION....................................................................................................................126
10.1 ENGINE(FIRE,DAMAGE,FAILURE)MEMORYITEMS....................................................................126

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10.2 ENGINE(FIRE,DAMAGE,FAILURE)BEFOREV1.....................................................................................126
10.3 ENGINE(FIRE,DAMAGE,FAILURE)DURINGTAKEOFFAFTERV1..........................................................126
10.3.1 ENGINE(FIRE,DAMAGE,FAILURE)DURINGTAKEOFFAFTERV1CREWCOORDINATIONPROCEDURE
(EXPANDED)FLAPS18TAKEOFF..................................................................................................................127
10.4 ONEENGINEOUT(ENROUTE,CLIMB,CRUISE,DESCENT).....................................................................129
10.4.1 DRIFTDOWNPROCEDURE..........................................................................................................129
10.5 THREEENGINEMISSEDAPPROACH.....................................................................................................130
10.6 ENGINEFAILUREDURINGAPPROACH.................................................................................................130
10.6.1 ENGINEFAILUREONAALLENGINEAPPROACH...........................................................................130
10.6.2 SECONDENGINEFAILUREONATHREEENGINESAPPROACH...................................................131
10.6.3 BEFORE33DEG.FLAPHASBEENSELECTED.................................................................................131
10.6.4 AFTER33DEG.FLAPHASBEENSELECTED,ABOVE500FTABOVETOUCHDOWN..........................131
10.6.5 BELOW500FTABOVETOUCHDOWN..........................................................................................131
10.7 TWOENGINESINOPERATIVE...............................................................................................................132
10.7.1 TWOENGINEINOPAPPROACHANDLANDING............................................................................132
10.7.2 TWOENGINEINOPMISSEDAPPROACHANDGOAROUND........................................................132
11. CRITICALFLIGHTCONDITIONS.............................................................................................................134
11.1 TAWSANDGROUNDPROXIMITYWARNING.......................................................................................134
11.1.1 GROUNDPROXIMITYWARNING.................................................................................................134
11.1.2 PULLUPWARNINGPROCEDURE.................................................................................................134
11.1.3 GROUNDPROXIMITYTERRAINCAUTIONSTERRAIN,TERRAINORTOOLOWTERRAINOR
TERRAINAHEAD
.
135
11.1.4 GROUNDPROXIMITYDONTSINKCAUTION.............................................................................135
11.1.5 GROUNDPROXIMITYSINKRATE,SINKRATETOOLOWGEARORTOOLOWFLAPSCAUTION
136
11.1.6 GROUNDPROXIMITYGLIDESLOPECAUTION............................................................................136
11.1.7 GROUNDPROXIMITYBANKANGLECAUTION...........................................................................136
11.2 STALLRECOVERY................................................................................................................................136
11.2.1 RECOVERYATSTALLWARNING...................................................................................................136
11.2.2 RECOVERYATSTALLIDENTIFICATION..........................................................................................137
11.3 UNUSUALATTITUDERECOVERY(UPSETRECOVERY)............................................................................137
11.3.1 GENERAL....................................................................................................................................137
11.4 WINDSHEARRECOVERY......................................................................................................................138
11.4.1 WINDSHEARRECOGNITIONCRITERIA.........................................................................................138
11.4.2 WINDSHEARRECOVERYTECHNIQUE(MEMORYITEMS)..............................................................138
11.4.3 TAKEOFFPRECAUTION................................................................................................................138
11.4.4 APPROACHPRECAUTION............................................................................................................139

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11.5 TRAFFICALERT&COLLISIONAVOIDANCESYSTEM(TCAS)....................................................................139
11.5.1 GROUNDOPERATION.................................................................................................................139
11.5.2 LEVELOFF...................................................................................................................................139
11.5.3 TRAFFICADVISORY(TA)..............................................................................................................140
11.5.4 TCASRESOLUTIONADVISORY(RA)..............................................................................................140
11.5.4.1 PROCEDURE.......................................................................................................................140
11.5.4.2 CLEAROFCONFLICT............................................................................................................141
11.6 TCASRAVSAIRCRAFTPERFORMANCE(STALLMARGIN)......................................................................141
11.7 FLIGHTWITHUNRELIABLEAIRSPEEDINDICATIONONTAKEOFFANDONAPPROACH..........................142
12. STANDARDCALLS...............................................................................................................................144
12.1 COMMUNICATIONSANDSTANDARDTERMS.......................................................................................144
12.2 CHECKLISTCALLOUTS........................................................................................................................144
12.3 ACTIONSCOMMANDEDBYPF.............................................................................................................144
12.4 FLIGHTPARAMETERS..........................................................................................................................146
12.5 PF/PNFDUTIESTRANSFER&TAKEOVER.............................................................................................147
12.6 ABNORMALANDEMERGENCYCALLOUTS...........................................................................................147
12.7 SUMMARYFOREACHPHASES.............................................................................................................147

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0. ADMINISTRATIONANDCONTROLOFSTANDARDOPERATIONPROCEDURE
0.1 PREFACE
MahanAirOperationistryingtoapplyHighFlightStandardsRequirementstoall
MahanAirfleetsforthepurposeofsafeandsecureflightoperationsbyDesigning
HighStandardSOPs.

OM Part A chapter 0 as a central operation manual is used for documentation procedure in this
SOP.


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0.2 DISTRIBUTIONLIST

No. AuthorizedHolder NumberofCopies
1. Operations Master Copy 1
2. IRI-C.A.O. 1
3. DMD OPS 1
4. Director General of Operations 1
5. Fleet Mgr. BAe 146/Avro RJ 1
6. Fleet Mgr. A300 1
7. Fleet Mgr. A313/306 1
8. Fleet Mgr. B 744 1
9. Fleet Mgr. B743 1
10. Director of flight control & support 1
11. Manager of Training 1
12. Manager of Standardization 1
13. Head of Dispatch (Mahan) 1
14. Dispatch EMAM 1
15. Dispatch Tehran 1
16. Briefing Room 1
17. DMD QA 1
18. DMD Human Resource 1
19. BAe 146/Avro RJ flight crew 1 each


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0.3 RevisionRecords
Whenreceivingarevision,inserttheDateFiledandsignintheFiledbybox.
Edition/Rev.No. IssueDate DateFiled FiledBy
1/00 01MAR2011
1/01 05JAN2014

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0.4 LISTOFEFFECTIVEPAGE
Page Revision Date of Issue Page Revision Date of Issue
Chapter 0 45 01 Jan 5, 2014
9 01 Jan 5, 2014 46 01 Jan 5, 2014
10 01 Jan 5, 2014 47 01 Jan 5, 2014
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28 01 Jan 5, 2014 Chapter 2
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Chapter 1 76 00 March 01.2011
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100 01 Jan 5, 2014 Chapter 11
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PART2
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0.5 LISTOFTEMPORARYREVISIONS
Whenreceivingatemporaryrevision,inserttheissuedate,datefiledand
signinthefiledbybox.

TR
Subject Pagesconcerned Remarks
No Date


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0.6 ABBREVIATION
A
aal aboveairfieldlevel
AC AlternatingCurrent
ADC AirDataComputer
ADI AttitudeDirectionIndicator
ADDU AirDataDisplayUnit
AFGS AutomaticFlightGuidanceSystem
AFM AircraftFlightManual
agl abovegroundlevel
AIL Aileron
ALT Altitude
amps amperes
amsl abovemeansealevel
AOA AngleofAttack
AP Autopilot
APP Approach
APU AuxiliaryPowerUnit
arte aboverunwaythresholdelevation
ASI AirSpeedIndicator
ASD AircraftSituationDisplay
ASDA AccelerateStopDistanceAvailable
ASDR AccelerateStopDistanceRequired
A/T Autothrottle
ATC AirTrafficControl
ATT Attitude
AUW AllUpWeight
Aux Auxiliary
B
BARO BarometricPressure
BATT Battery
BFL BalancedFieldLength
BRK Brake

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BRNAV BasicAreaNavigation
BTI BrakeTemperatureIndicator
C
CAA CivilAviationAuthority
CAS CalibratedAirSpeed
CAT Category
CB CircuitBreaker
CBR CaliforniaBearingRatio
CDL ConfigurationDeviationList
CDU ControlDisplayUnit
CG CentreofGravity
CHKD Checked
CLB Climb
CONFIG Configuration
CONT ontinuous
CSI CombinedSpeedIndicator
CWP CentralWarningPanel
D
D Dimension
DA DecisionAltitude
DBI DistanceBearingIndicator
DC DirectCurrent
DG DirectionalGyro
DISC Disconnect
DISCH Discharge
DME DistanceMeasuringEquipment
DN Down
E
E East
EADI ElectronicAttitudeDirectionIndicator
EAS EquivalentAirSpeed
EASA EuropeanAviationSafetyAgency
ECU EngineControlUnit
EFIS ElectronicFlightInstrumentationSystem

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EGPWS EnhancedGroundProximityWarningSystem
EGT ExhaustGasTemperature
EHSI ElectronicHorizontalSituationIndicator
ELEV Elevator
EDA EmergencyDistanceAvailable
EMERG Emergency
ENG Engine
EPNdB EffectivePerceivedNoisedecibel
ESDA EmergencyStopDistanceAvailable
ESS Essential
ETA EstimatedTimeofArrival
EXT External
F
FAA FederalAviationAdministration
FADEC FullAuthorityDigitalEngineControl
FCOM FlightCrewOperatingManual
FD FlightDirector
FDE FaultDetectionandExclusion
FDH FlightDeckHandbook
FGS FlightGuidanceSystem
FL FlightLevel
FLEX Flexible
FMS FlightManagementSystem
FRH FlapRetractionHeight
ft feet
ft/min feetperminute
G
g gravity
GA GoAround
GEN Generator
GNS GlobalNavigationSystem
GPS GlobalPositioningSystem
GPU GroundPowerUnit
GPWS GroundProximityWarningSystem

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GRN een
GS Glideslope
H
HDG Heading
HF HighFrequency
HMU HydromechanicalUnit
HSI HorizontalSituationIndicator
HYD Hydraulic(s)
I
IAS IndicatedAirSpeed
IATA InternationalAirTransportAssociation
ICAO InternationalCivilAviationOrganization
IDG IntegratedDriveGenerator
IFR InstrumentFlightRules
IGN Ignition
ILS InstrumentLandingSystem
IMC InstrumentMeteorologicalConditions
IMN IndicatedMachNumber
in inches
IND Indicator
INHG InchesofMercury
INV Inverter
IOAT IndicatedOutsideAirTemperature
IRS InertialReferenceSystem
ISA InternationalStandardAtmosphere
J
JAA JointAviationAuthorities
JAR JointAviationRequirements
JAROPS JointAviationRequirementonCommercialAirTransportation
K
kHz Kilohertz
kg kilograms
Kg/hr kilogramsperhour

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km Kilometers
kt knots
kVA KiloVolts/Amp
L
L Left
lb Pounds
lb/hr poundsperhour
lb/min poundspermin
LDA LandingDistanceAvailable
LDR LandingDistanceRequired
LED LightEmittingDiode
LO Low
LOC Localizer
LOEP ListofEffectivePages
LNAV LateralNavigation
LTS Lights
M
m meters
M MachNumber
MAN Manual
MAP MissedApproachPoint
max maximum
Mb Millibars
MCP ModeControlPanel
MCT MaximumContinuousThrust
MDA nimumDescentAltitude
MEA MinimumEnrouteAltitude
min minimum
MIND achNumberIndicated
mm millimeters
Mmo MaximumOperatingMachNumber
MNPS nimumNavigationPerformanceSpecifications
mph milesperhour
MRW MaximumRampWeight

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MSA MinimumSafeAltitude
m/s meterspersecond
MTOW MaximumTakeoffWeight
MWP MasterWarningPanel
MWS MasterWarningSystem
MZFW MaximumZeroFuelWeight
N
N North
NAV Navigation
ND NavigationDisplay
NiCad NickelCadmium
NIPS NotInPositionSelected
nm nauticalmiles
No. Number
NOTAMS NoticetoAirmen
NRV NonReturnValve
NTOFP NetTakeoffFlightPath
N1 FanRotationSpeed
N1GA FanRotationSpeedforGOAROUND
N2 HighPressureShaftRotationSpeed
O
OAT OutsideAirTemperature
OCH ObstacleClearanceHeight
OEI OneEngineInoperative
OVHT Overheat
OVRD Override
OXY Oxygen
P
PA PassengerAddress
PAPI PrecisionApproachPathIndicator
PAX Passengers
PED PrimaryEngineDisplay
PF PilotFlying
PFD PrimaryFlightDisplay

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PNF PilotNotFlying
PRNAV PrecisionAreaNavigation
psi Poundspersquareinch
PTR PressToReset
PTU PowerTransferUnit
PWR Power
Q
QC QuickChange
QFE Atmosphericpressureatspecifieddatum
QNH Altimetersubscalesettingtoobtainelevationwhenontheground
QT QuietTrader
QTY Quantity
R
R Right
RA ResolutionAdvisory
REDU Reduced
REF Reference
Rev Revision
RLW RegulatedLandingWeight
RNAV AreaNavigation
RPM RevolutionsPerMinute
R/T Receive/Transmit
RTO RejectedTakeoff
RTOW RegulatedTakeoffWeight
RVSM ReducedVerticalSeparationMinima
RVR RunwayVisualRange
S
S South
S.App SteepApproach
sec Second(s)
SIGMETS SignificantMetrologicalInformation
SMC StandardMeanChord
SOP StandardOperatingProcedure

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SPLR Spoiler
sq square
SSR SecondarySurveillanceRadar
STAR StandardTerminalArrivalRoute
STBY Standby
T
TA TrafficAdvisory
TAMB AmbientTemperature
TAS TrueAirSpeed
TAT TotalAirTemperature
TCAS TrafficAlertandCollisionAvoidanceSystem
TGL TemporaryGuidanceLeaflet
TGT TurbineGasTemperature
TMS ThrustManagementSystem
TO Takeoff
TOD TakeoffDistance
TODA TakeoffDistanceAvailable
TODR TakeoffDistanceRequired
TOFL TakeoffFieldLength
TOGA TakeoffGoAround
TOR TakeoffRun
TORA TakeoffRunAvailable
TORR TakeoffRunRequired
TOW TakeoffWeight
TR TransformerRectifier
TREF RefvalueoftempontheTMStoallowthe TMStocalculatetheN1forTO
TRP ThrustRatingPanel
U
US UnitedStates
V
V Velocity
VApp ApproachSpeed
VDP VisualDescentPoint

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VER EnRouteSpeed
VFE MaximumFlapExtendedSpeed
VFR VisualFlightRules
VFTO FinalTakeoffSpeed
VGO MinimumTakeoffSpeedforRunwayAvailable
VHF VeryHighFrequency
VLE MaximumLandingGearExtendedSpeed
VLF VeryLowFrequency
VL0 MaximumLandingGearOperatingSpeed
VMC VisualMeteorologicalConditions
VMCA MinimumControlSpeedinAir
VMCG MinimumControlSpeedonGround
VMCL MinimumControlSpeedonLanding
VMO MaximumOperatingSpeed
VNAV VerticalNavigation
VOR VeryHighFrequencyOmniDirectionalRange
VR RotationSpeed
VRA RoughAirAirspeed
VREF LandingSpeedreference
Vs StallSpeed
VSI VerticalSpeedIndicator
VSTOP Maximumstopspeedfromwhichtheaircraftcanbebroughttoastandstill.
V1 TakeoffDecisionSpeed
V1MIN MinimumTakeoffDecisionSpeed
V2 TakeoffSafetySpeed
VA ManeuveringSpeed
W
W West
WAT WeightAltitudeTemperature
WED WaterEquivalentDepth
Y
YEL Yellow
YD YawDamper
Z

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ZFW ZeroFuelWeight
SYMBOLS
Change
p ChangeinAirPressure
Degrees
C DegreesCelsius
F DegreesFahrenheit
Note: For additional abbreviations refer to AIP GEN 2.2, FCOM, AOM and
JeppesenAirwayManual.

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0.7 ALPHABETIC INDEX
ALPHABETIC INDEX CHAPTER PAGE
103
ABBREVIATEDBRIEFING 7
21
ABBREVIATION 0
146
ABNORMALANDEMERGENCYCALLOUTS 12
ACTIONSCOMMANDEDBYPF 12 143
ADMINISTRATIONANDCONTROLOFSTANDARDOPERATIONPROCEDURE 0 9
AFTER33DEG.FLAPHASBEENSELECTED,ABOVE500FTABOVETOUCHDOWN 10 130
AFTERLANDING 8 116
AIRBRAKE 7 104
6 97
AIRBRAKEUSAGE
3 78
AIRSUPPLYANDCONDITIONINGSETTINGFORTAKEOFF
0 31
ALPHABETICINDEX
1 57
APHEIGHTLIMITATIONS
7 99
APPROACH
7 104
APPROACHINITIATION
7 99
APPROACHPOLICY
11 138
APPROACHPRECAUTION
7 103
APPROACHSPEED
7 101
ARRIVALCREWBRIEFING
1 59
AUTOMATICCHANGESINDICATIONS/VALUES
1 57
AUTOMATICFLIGHT(AFGS)
1 63
BANK
10 130
BEFORE33DEG.FLAPHASBEENSELECTED
10 130
BELOW500FTABOVETOUCHDOWN
7 99
BENEFITSOFASTABILIZEDAPPROACH

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73
BRAKECHECKPROCEDURE 2
117
BRAKEFANS 8
66
CABIN 2
CALLSINCASEOFFAILURES 1 56
CARBONBRAKEWEAR 2 73
CHECKLIST 1 46
CHECKLISTCALLOUTS 12 143
7 111
CIRCLINGAPPROACH
7 111
CIRCLINGMANEUVER
1 54
CIRCUITBREAKERS(CBRESETPOLICY)
11 140
CLEAROFCONFLICT
4 89
CLIMB
4 89
CLIMBPOWERWITHTM
4 89
CLIMBSPEEDSCHEDULE
1 56
COMMUNICATION
12 143
COMMUNICATIONSANDSTANDARDTERMS
2 72
COMPASSERROR
1 53
CONSEQUENTIALFAILURES
2 72
CONTROLSCHECK
1 44
CREWCOORDINATIONANDMONITORING
11 133
CRITICALFLIGHTCONDITIONS
8 114
CROSSWINDLANDING
5 93
CRUISE
5 93
CRUISETECHNIQUES

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75
DEPARTURECREWBRIEFING 3
95
DESCENT 6
95
DESCENTCHECK 6
DESCENTSPEEDSCHEDULE 6 97
DISTRIBUTIONLIST 0 11
DRIFTDOWNPROCEDURE 10 128
DURINGAPPROACH(BELOW1000FTAGL) 1 58
1 58
DURINGCLIMBOUT(BELOW1000FTAGL)
1 53
ELECTRICALFAILURES
3 76
EMERGENCYBRIEFING
3 77
EMERGENCYBRIEFING(ABBREVIATED)
1 48
EMERGENCY/ABNORMALOPERATIONS
10 125
ENGINE(FIRE,DAMAGE,FAILURE)BEFOREV1
10 125
ENGINE(FIRE,DAMAGE,FAILURE)DURINGTAKEOFFAFTERV1
ENGINE(FIRE,DAMAGE,FAILURE)DURINGTAKEOFFAFTERV1CREW 10 126
COORDINATIONPROCEDURE(EXPANDED)FLAPS18TAKEOFF
10 125
ENGINE(FIRE,DAMAGE,FAILURE)MEMORYITEMS
10 129
ENGINEFAILUREDURINGAPPROACH
10 129
ENGINEFAILUREONAALLENGINEAPPROACH
10 125
ENGINEOUTOPERATION
2 67
ENGINESTART
2 66
EXTERIOR
1 50
FAILUREMANAGEMENT
1 55
FAILURESAFTERV1
1 56
FAILURESANDEXCEEDANCEDURINGAPPROACH

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54
FAILURESBEFOREV1 1
54
FAILURESONTHEGROUND 1
88
FLAPRETRACTION(ACCELERATIONHEIGHT) 3
FLIGHTDECK 2 66
FLIGHTDECKTIDYUP 8 118
FLIGHTMANAGEMENTSYSTEM(FMS) 1 62
FLIGHTPARAMETERS 12 145
FLIGHTWITHUNRELIABLEAIRSPEEDINDICATIONONTAKEOFFANDON 11 141
APPROACH
1 63
FMS(GNS)PAGESELECTION
3 76
FULLEMERGENCYBRIEFING,CAPTAIN(LEFTSEAT)
3 75
GATEBRIEFING
1 41
GENERAL
9 121
GOAROUND
9 121
GOAROUNDANDREJECTEDLANDING
1 42
GOLDENRULES
2 65
GROUNDOPERATIONS
11 135
GROUNDPROXIMITY'BANKANGLECAUTION
11 134
GROUNDPROXIMITY'DON'TSINK'CAUTION
11 135
GROUNDPROXIMITY'GLIDESLOP'CAUTION
GROUNDPROXIMITY'SINKRATE,SINKRATETOOLOWGEAR'OR'TOOLOWFLAPS' 11 135
CAUTION
GROUNDPROXIMITYTERRAINCAUTIONS"TERRAIN,TERRAIN''OR'TOOLOW 11 134
TERRAIN'OR'TERRAINAHEAD'
11 133
GROUNDPROXIMITYWARNING
4 89
HIGHSPEEDCLIMB(HSC)
6 97
HOLDING

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53
INADVERTENTSWITCHSELECTION 1
59
INDICATIONS/VALUESCHANGEDASARESULTOFSELECTIONMADEBYTHEPF 1
INDICATIONS/VALUESCHANGEDASARESULTOFSELECTIONMADEBYTHE 59
1
PF:(INMANUALMODEORHIGHWORKLOAD)
INSTRUMENTAPPROACHBRIEFING 7 102
INTRODUCTION 2 65
LANDING 8 113
LANDINGFLAPSETTING 7 104
8 115
LANDINGONSLIPPERYAND/ORCONTAMINATEDRUNWAY
8 118
LEAVINGAIRCRAFT
11 138
LEVELOFF
0 15
LISTOFEFFECTIVEPAGE
0 19
LISTOFTEMPORARYREVISION
4 89
LONGRANGECLIMB(LRC)
1 51
MALFUNCTION,IDENTIFICATIONANDCONFIRMATION
1 63
MANEUVERING
3 88
MANEUVERINGCONDITIONAFTERTAKEOFF
1 58
MANUALFLIGHT
1 58
MANUALFLIGHTCREWCOORDINATION
3 88
MINIMUMALTITUDEANDSPEEDSFORTURNSAFTERTAKEOFF
7 103
MINIMUMMANEUVERINGSPEEDS
7 111
MISSEDAPPROACHFROMACIRCLE
MISSEDAPPROACHORREJECTEDLANDINGCREWCOORDINATIONPROCEDURES 9 122
(EXPANDED)
1 44
MONITORINGRESPONSIBILITY
4 89
N1SYNC


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84
NOISEABATEMENTDEPARTUREPROCEDURE(NADP) 3
NONPRECISION(VOR/LOC/NDB)APPROACHCREWCOORDINATIONNORMAL 108
7
(EXPANDED)
107
NONPRECISIONAPPROACHES 7
NORMALCHECKLIST 1 46
NORMALENGINESTARTCREWCOORDINATIONPROCEDURE(EXPANDED) 2 68
NORMALSYSTEMOPERATION 1 46
NORMALTAKEOFF 3 79
NORMALTAKEOFFBRIEF 3 75
10 128
ONEENGINEOUT(ENROUTE,CLIMB,CRUISE,DESCENT)
1 41
OPERATINGPOLICY
4 90
PERIODICCHECKING
12 145
PF/PNFDUTIESTRANSFER&TAKEOVER
1 59
POSSIBLECAUSESFORCHANGEDPFDINDICATIONSANDMSPVALUES
7 105
PRECISIONAPPROACHCREWCOORDINATIONPROCEDURES(EXPANDED)
7 105
PRECISIONAPPROACHES
0 9
PREFACE
11 139
PROCEDURE
11 133
PULLUPWARNINGPROCEDURE
2 69
PUSHBACKORPULLOUTPROCEDURE(TOWPROCEDURE)
7 99
RECOMMENDEDELEMENTSOFASTABILIZEDAPPROACH
11 136
RECOVERYATSTALLIDENTIFICATION
11 135
RECOVERYATSTALLWARNING
9 123
REJECTEDLANDING
3 85
REJECTEDTAKEOFF
3 87
REJECTEDTAKEOFFCREWCOORDINATIONPROCEDURE(EXPANDED)


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13
REVISIONRECORD 0
84
ROLLINGTAKEOFF 3
94
RVSMOPERATIONS 5
SEATANDRUDDERPEDALADJUSTMENT 1 56
SECONDENGINEFAILUREONATHREEENGINESAPPROACH 10 130
SETTINGTHEPRESSURIZATIONFORTHEDESCENT(SEMIAUTOMATICMODE) 6 96
SHORTFIELDLANDING 8 115
8 116
SHUTDOWN
7 103
SPEEDSETTINGANDWINDCORRECTION
1 63
SPEEDS
3 78
SPEEDSANDSPEEDSETTING
11 135
STALLRECOVERY
7 101
STANDARDAPPROACHCREWCOORDINATION
12 143
STANDARDCALLS
3 84
STATICTAKEOFF
4 89
STEEPGRADIENTCLIMB
1 45
STERILECOCKPITRULE
12 146
SUMMARYFOREACHPHASES
1 51
SUMMARYOFWORKMETHOD
5 93
SYSTEMCHECKS
TABLEOFAUTOMATICALLYCHANGEDINDICATIONS/VALUESORSELECTION 1 60
MADEBYTHEPF
1 62
TABLEOFSELECTIONMADEBYTHEPNONCOMMANDOFTHEPF
3 75
TAKEOFF
3 85
TAKEOFFONCONTAMINATEDRUNWAY


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84
TAKEOFFONHIGHSURFACEWIND 3
137
TAKEOFFPRECAUTION 11
43
TASKSHARING 1
TAWSANDGROUNDPROXIMITYWARNING 11 135
TAXIROUTE 2 70
TAXIING 2 70
TCASRAVSAIRCRAFTPERFORMANCE(STALLMARGIN) 11 140
11 138
TRAFFICALERT&COLLISIONAVOIDANCESYSTEM(TCAS)
4 89
TGT
4 90
TGT+SYNC
1 52
THEORDEROFCHECKLIST
10 129
THREEENGINEMISSEDAPPROACH
7 104
THRESHOLDCROSSINGSPEED
6 96
TMSUSEDURINGDESCENT
6 95
TOPOFDESCENT
11 139
TRAFFICADVISORY(RA)
5 94
TURBULENCE
10 131
TWOENGINEINOPAPPROACHANDLANDING
10 131
TWOENGINEINOPMISSEDAPPROACHANDGOAROUND
10 131
TWOENGINESINOPERATIVE
11 136
UNUSUALATTITUDERECOVERY(UPSETRECOVERY)
6 98
USEOFICEPROTECTION
4 91
USEOFRADARANDEGPWS
7 104
VFTO


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103
VISUALAPPROACH 7
112
VISUALAPPROACHCREWCOORDINATIONPROCEDURE(EXPANDED) 7
109
VISUALDESCENTPOINT(VDP0CALCULATION) 7
WEATHERCHECKS 5 94
WEATHERRADAR 3 79
WINDSHEARRECOGNITIONCRITERIA 11 137
WINDSHEARRECOVERY 11 137
11 137
WINDSHEARRECOVERYTECHNIQUE(MEMORYITEMS)


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1. GENERAL

1.1 OPERATINGPOLICY
Standard Operating Procedures (SOPs) are universally recognized as
basic,tosafeaviationoperations.Effectivecrewcoordinationandcrew
performance, two central concepts of crew resource management
(CRM),dependuponthecrewshavingasharedmentalmodelofeach
task.Thatmentalmodel,inturn,isfoundedonSOPs.
Inanotherword,CRMisnoteffectivewithoutadherencetotheSOPs.
No SOP could include every topic that might apply to all phases of
flightoperations.
The primary purpose of SOP is to identify and describe the standard
tasks and duties of each flight crew member (considering the who
does what and when and, standard call outs) in each phase of
flightwhileworkingtogetherasateam,topromotethesafetyandto
achieveconsistentlysafeflightoperationsthroughadherencetoSOPs.
Safety in commercial aviation continues to depend on good crew
performance.Goodcrewperformance,inturn,isfoundedonstandard
operatingprocedures.
AdheringtotheSOPhaslotsofbenefits,includesafetyandefficiency.
For Troubleshooting purposes, when flight crewmembers understand
theunderlyingreasonsforaSOP,theyaregenerallybetterpreparedto
handle a related inflight problem that may not be explicitly or
completelyaddressedintheiroperatingmanuals.
SOP details specific duties assigned to each crew member as well as
standardcallsandactionswhichenablethecrewtooperatetheaircraft
anditssystemsefficiently.
The AFM procedures and aviation regulations remain the legal basis
andassuchalwayshavepriority.
ThesestandardoperatingproceduresareintendedtosupplementAFM.

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AllpilotsshouldmonitorforcrewadherencetotheSOP's.Finally,there
isnosubstituteforgoodjudgment.
StandardOperatingProceduresconsistofinspections,preparationsand
normalprocedures.
Allitemsarelistedinasequencefollowingastandardizedscanofthe
cockpitpanels,exceptwhenrequiredbythelogicofactionspriority,to
ensurethatallactionsareperformedinthemostefficientway.
Standard Operating Procedures are divided into flight phases and are
accomplishedbyrecall.
SOPs generally are performed by recall, but tasks related to the
selection of systems and to the aircraft configuration should be cross
checkedwithnormalchecklist.
Theseproceduresassumethatallsystemsareoperatingnormallyand
thatallautomaticfunctionsareusednormally.
These procedures assume that the basic system description and
operationasdescribedinFCOMarefullyunderstood.
Some procedures, which are non routine, will be found in CRITICAL
FLIGHTCONDITIONSsection.
AllSOPsaresubjecttoupdatingbasedonoperationalexperiencefrom
the manufacturer and all operators. (A safety culture is promoting
continuousfeedbackfromtheflightcrew)
UpdatingoftheSOPmaybecommunicatedbyTemporaryRevisionsif
fast dispatch is required or otherwise at the time of the next AFM
revision.

1.1.1 GoldenRules
Aviate(fly),Navigate,CommunicateandManage
AVIATE:ThePFmustflytheaircraft.(Ensurealwaysthatatleast
one pilot is controlling and monitoring the flight path of the
aircraft)

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NAVIGATE:Knowwhereyouare,knowwhereyoushouldbe,and
knowwheretheterrainandobstaclesare.
COMMUNICATE:Aftertheaircraftisstabilizedandtheabnormal
oremergencyconditionhasbeenidentifiedinformtheATC.
MANAGE:Managementoftheaircraftsystemsandperformance
Formoregeneralinformation,refertothegoldenrulesrecommended
byAIRBUS.
1.1.2 TaskSharing
Thefollowingguidelinesapplytoanyflightphase:
P1:Normallyisthepilotoccupyingtheleftseat.
P2:Normallyisthepilotoccupyingtherightseat.
PF: Pilot flying. The pilot who is responsible for controlling the
aircraft(manipulatorofthecontrols)
PNF(PM):Pilotnotflying(PilotMonitoring)
PILOT IN COMMAND (PIC): The pilot, responsible for the operation
andsafetyoftheaircraftduringflighttime.
Captain on the left seat is considered Pilot in Command (PIC) but if

InstructorPilotorlinetrainingcaptainoccupiestherightseat,he/she
isconsideredPIC,butinnormalconditionwillactasP2.
PF (pilot flying) is responsible for controlling and supervising the

horizontal and vertical flight path, A/P operations or by hand
flying the airplane, requesting configuration change, Thrust
operation,andNavigation.

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PNF (pilot not flying) is responsible for monitoring tasks and for
performingtheactionsrequestedbyPF;thisincludes:Performing
the standard PNF tasks (e.g. checklist reading, communication),
SOP actions, monitoring systems, aircraft configuration changes
and cross checking the PF to provide backup as required during
allflightandgroundoperations.
NormallythecaptainoccupiestheLHseat,thefirstofficertheRHseat.
DuringallgroundoperationstheLHseatpilotwillbePFuntillhanding
over control from the call80 Knots during takeoff and from the call
80Knotsduringlandingrollout.
1.2 CREWCOORDINATIONANDMONITORING
During all phases of flight, disciplined crew coordination and
cooperation will enable the crew to be permanently aware of each
others actions, aircraft configuration, system status, aircraft position
and ATC communication. All crew actions and tasks are to be
monitored by each pilot. Errors in judgment or deviations from
standard procedures are to be reported to the other pilot without
delay.TheassignmentofthefirstofficertoPFdutiesispreferablydone
duringpreflightpreparation.

1.2.1 MonitoringResponsibility
The PF will monitor/control the aircraft, regardless of the level of
automationemployedandthePNFwillmonitortheaircraftandactions
ofthePF.
Ifthecaptaindecidestotakeovercontrol,hewillclearlystate"IHAVE
CONTROL". If the PF wants to hand over control he will clearly state
"YOUHAVECONTROL".Anytransferofcontrolshallbeacknowledged.


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Many duties may be carried out by either pilot depending on which
pilot at the particular time is more readily available. However, system
handlingbythePFshallneverinterferewithhismaintask,i.eFLYING
THEAIRCRAFT.

Allordersrelatedtothehandlingoftheaircraft,givenbythePF,shall
be acknowledged after being carried out by the PNF. Actions which
requiresometimetocomplete(i.e.flapsandgearoperation,readingof
checklist),shallberepeatedbythePNFandacknowledgedassoonas
thedesiredpositionoractionhasbeenobtainedorcompleted.

Before making the selection, the PNF will ensure that operating
limitationsandflightproceduresallowtheconfigurationchange;ifnot,
hewillinformthePFaccordingly.

1.2.2 SterileCockpitRule
During critical phases of flight, any nonessential conversation within
the cockpit and between the cabin and cockpit crews should be
avoided. Adherence to this policy facilitates effective crew
communication as well as communication of emergency or safety
relatedinformationbycabincrew.
Critical phases of flight includes all ground operations involving tow
operation, taxi, takeoff and landing and all other flight operations
conductedbelow10,000feetAGL,exceptcruiseflight.
Noflightcrewmembermayperformanydutiesduringacriticalphase
of flight except those duties required for the safe operation of the
aircraft. Duties such as company required calls made for such non
safety related purposes as ordering galley supplies and confirming
passenger connections, announcements made to passengers
promoting the air carrier or pointing out the sights of interest, and

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fillingoutcompanypayrollandrelatedrecordsarenotrequiredforthe
safeoperationoftheaircraft.
No flight crewmember may engage in, normay any pilot in command
permits,anyactivityduringacriticalphaseofflightwhichcoulddistract
any flight crewmember from the performance of his or her duties or
which could interfere in any way with the proper conduct of those
duties. Activities such as eating meals, engaging in nonessential
conversations within the cockpit and nonessential communications
between the cabin and cockpit crews, and reading publications not
relatedtotheproperconductoftheflightarenotrequiredforthesafe
operationoftheaircraft.

1.3 NORMALSYSTEMOPERATION
Thecaptainisresponsiblefortheexteriorinspectionhoweveritmaybe
delegated to the FO. The captain and first officer perform the flight
deck safety inspection and complete the FMS preparation and
navigationsetup.
Checklist reading is done by the PNF on command of the PF after the
appropiate flows and/or selections have been completed.
1.3.1 Checklist
Thechecklistsmustbeusedbyflightcrewpriorto,duringandafterall
phasesofoperationsandinEMEGENCYandorABNORMALconditions.
Alwaysdoyourchecklistsatlowworkloadcondition.
1.3.1.1 NormalChecklist
After completion of a given procedure, the related normal checklist is
usedtoascertainthatthesafetypointshavebeenchecked.
The crew member reading the checklist should announce the
completion of the checklist i.e: AFTER LANDING CHECKLIST
COMPLETED.

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Thenormalchecklistdevelopedmayhaveadirectimpactonsafetyand
efficiencyifnotcorrectlyaccomplished.
AllnormalchecklistsarenormallyinitiatedbytheorderofPFandread
bythePNF.
However, this does not imply that the other crewmember will not
remindthePFofachecklist.
The normal checklists are of the CHALLENGE / RESPONSE type. The

appropriate crew member shall respond to the challenge, only after
havingcheckedtheexistingconfiguration.
Iftheconfigurationisnotinaccordancewithchecklistresponse,hewill
takethecorrectiveactionbeforeanswering.
Ifacorrectiveactionisnotpossible,hewillmodifytheresponsesoas
toreflecttheactualsituation(specificanswer).
The other crew member will crosscheck whenever necessary the
validity of the response. The challenger will wait for the response
beforeproceedinganyfurther.
ForthosechecklistitemsidentifiedASRQRD,theactualconditionor
configurationofthesystemwillbestatedasthechecklistresponsei.e.
ANTIICE.....ON.
Ifachecklistneedstobeinterrupted,Announce
HOLDCHECKLISTAT(item),and
CONTINUE(RESUME)CHECKLISTAT(item)forcontinuation.
When the checklist resumes, the last complete item should be

repeated.

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The delayed actions (Hold Items) must be written down by the PNF
(max2items),andthoseitemsmustbecompletedinthepropertime
accordingly.
Checklistreadingbymemoryisnotacceptable.
The normal checklist is not a DO LIST. The actions or checks (flow)

shouldbeperformedpriortoreadingthechecklist.
Obviously, corrective action should be undertaken if the proper
conditionisnotachievedatthetimeofreadingthechecklist.
Terminationofeachchecklistmustbeloudandclearlycalled.
...CHECKLISTCOMPLETEDand,
Ifanydelayactionisnoted:(i.e.holditems)
...CHECKLISTCOMPLETEDEXCEPT...AND....
1.4 EMERGENCY/ABNORMALOPERATIONS
The emergency procedures have been established for application, in
the event of a serious failure and the abnormal procedures represent
theaction,applicableafterafailuretoensureadequatesafetyandto
easethefurtherconductofflight.
The PF remains pilot flying throughout the emergency or abnormal

conditionsunlessincertainunusualcasesthePICmayassumetherole
ofPFbystatingIHAVECONTROL.
Iftransferofcontrolismade,thetransferinrolesanddutiesasPFand
PNFmustalsobeclearlymade.


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Intheeventofanabnormalsituation,theprimarydutyofthePF(pilot
flying)istoflytheaircraft,confirmtheidentifiedmalfunction,andcall
fortheappropriatememoryitemsorchecklist.Atthetime,whenPNF
is performing the memory items or reading the abnormal and
emergencychecklist,thePFisrequiredtocommunicatewithATC.
The PNF (pilot not flying) is to clearly identify the malfunction and
complete all appropriate checklists as requested. When an abnormal
situationoccurs,rememberthatspecialcaremustbetakentocorrectly
identifytheproblem.
Inflight,priortoanymovementofaThrustlever,Firehandle,Control
disconnect handle and Generator switch, the selection must be
confirmed.Reconfirmationofacriticalcontrolwillbemadeifthepilot
removes their hand from the control prior to making the appropriate
selection.
Commands to initiate the On Ground emergency procedure and the
emergencydescentprocedurewillbegivenonlybythecaptain.
Ontheground,confirmationofcriticalcontrolsisnotrequired.


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1.4.1 FailureManagement

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1.4.1.1 SummaryofWorkMethod
PF Controlstheaircraft:
Ifunable:
ClearlyannouncesthistoPNF
PNFtakescontrol
PNF Cancelsattentiongetter,announcesthefailureandmonitorstheflightpath
Captain Decideswhoistocontroltheaircraft
PF Controlstheaircraft(useAPifavailable)andmaintainsasafeflightpath
PF Callsforthememoryactions
PNF Completesthememoryitems
PF Callsforthechecklist
PNF Selectsthecorrectchecklistandperformsit
Communication Discusstheproblem
InformtheATCandcabincrew(NITS)**listentothecabincrew
Assistance UtilizeATCtoreducetheworkload
Consultcabincrewandpossiblypassengers
Considerations AUWs,fuel,weather,approachaids:runwaylength,alternateairfields
**NatureofemergencyIntentionTimeSpecificevent&Instruction

1.4.2 Malfunction,IdentificationandConfirmation
All malfunctions must be dealt with in a specific, disciplined and
coordinated manner. The tendency to over analyze or "over talk" a
situationshouldbeavoided.
Normally,thePNFwillassessandclearlyidentifythemalfunction.
The PF will then check and "confirm" the malfunction. Studies
recommendbeingspecificwhenmakingidentification.
Example:
PNF:"NO1GeneratoroffLine"
PF:"Confirmed.GeneratoroffLineChecklist"

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IfthePNFmisidentifiesamalfunction,thePFwillclearlydisagreeand
then state the problem as he/she sees it. The PNF will then start the
identificationprocedureover.
Example:
PF:"Negative,NO4GeneratoroffLine"
PF:"Confirmed.GeneratoroffLineChecklist
If agreement on the malfunction cannot be reached, then both pilots
will discuss the situation to resolve the problem and facilitate a
solution.Itisimportantthattheidentificationprocessnotberushedto
avoidconfusionandtimeloss.
Any crew member detecting an emergency, abnormal or unusual

conditionmustimmediatelyinformtheothercrew.
During emergency and abnormal condition, the aircraft shall be

operatedwithAutoPilotasmuchaspossible.
1.4.3 TheOrderofChecklist
In case of encountering emergency orabnormal conditions during or
aftertakeoffanddepartureandduringapproachandlandingphasesof
flight,theorderofaccomplishingthechecklistswillbeasfollows:
Fortakeoffanddeparture:
1 Emergency checklist (i.e. Memory items) 2 Normal checklist
3EmergencyandAbnormalchecklist
Forapproachandlanding:
1Emergencychecklist2Abnormalchecklist3Normalchecklist
During EMERGENCY/ABNORMAL condition, take action upon PIC

approvaltoinitiatetheemergency/abnormalprocedures.

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Ifapplicableprocedures,containsmemoryitems,memoryitems(Boxed
items)mustbecarriedoutbymemory,thencalling:
MEMORYITEMSCOMPLETED
AndifapplicableprocedurecontainnomemoryitemPNFcalls:
NOMEMORYITEMS
1.4.3.1 ConsequentialFailures
The Air Supply, Electric and Hydraulic systems supply many services.
Thusservicesarelostasaconsequenceofsomefailuresinthepower
systems.
Itisimportanttoaddresstherootcauseoftheproblemthefailurein
thepowersystem.
1.4.3.2 ElectricalFailures
The consequential failures are dealt with in the electrical failure

procedureitself;importantserviceslostandanyrequiredcrewactions
are covered by the electrical failure procedure itself or by a table
entitled"RelevantServiceStatus".
When the descent, approach and landing checks are significantly

changed by a failure, new descent, approach and landing checks are
includedwiththeprocedure.
1.4.3.3 InadvertentSwitchSelection
Sometimes a service or power supply is lost because a switch is

inadvertentlyselectedoff.Wherethelossisimportant,acheckofthe
switch heads the procedure. If the switch is not correctly set, it is

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movedtothecorrectposition.Ifthelostitemisthenrestored,there
isnoneedtofollowtheprocedure.
However, if something unexpected happens after a switch has been

operated,checkthatthecorrectswitchhasbeenoperated.
1.4.3.4 CircuitBreakers(CB)ResetPolicy
Whenontheground,maintenancemustbenotified.
If,duringflightoperations,asystemfailureisaccompaniedbyacircuit
breakeroperation,oneattemptmaybemadetoresettheCBif:
A reset is specified in the relevant emergency or abnormal

procedure.or
Thesystemisoperationallyessential.
Ifallowedtoreset,doasfollows:
FirstmakesuretherelatedunitisswitchedOFF,waitforcoolingbefore
reset.
1.4.4 FailuresontheGround
Whenafailureoccursonthegroundbeforethestartofthetakeoff
run:
The appropriate parts of the associated abnormal or
emergencyproceduremustbecompleted.
The MEL should be consulted before a decision to continue is
made.

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1.4.5 FailuresbeforeV1

a) If any malfunction occurs before V1, the captain will decide to
STOPorGO.
A lack as any response to a malfunction could be considered a
subtleincapacitation.
b) Between80knotsandV1,thetakeoffabortwillbelimitedtoAny
FIRE, Engine Failure, Flight Control Problem or any unsafe
conditionsthatisthoughttheaircraftwillnotflysafely.
OnlythepilotintheLHSwillabandonthetakeoff
ForRejectedTakeoffprocedurerefersto3.6ofSOP.
1.4.6 FailuresafterV1

ThePF devotes full attentionto fly the aircraft,while the PNF cancels
the Audio warning and states the nature of the failure. The Failure
shouldbeannouncedafterthegearhasbeenselectedup.
Withpositiveclimb,commandGearUP
If climb performance is limited (rate of climb less than 500 ft/min),
advancethrustlevertogiveN1refandcheckaircraftconfiguration.
Complete the Emergency procedures (memory items) and then the
AfterTakeoffChecklistfollowedbyabnormal/emergencychecklist.

Caution:
Ifthecontrolcolumnrestraintisinadvertentlyin,itmaybedisengaged
by either pilot early in take off run with a short sharp forward
movement of the hand wheel, or at VR by the handling pilot with a
slightly higher than normal rearward force to break out the restraint
androtatetheaircraft.

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Withthereducedtailclearance,caremustbetakentolimittherateof
rotationoncetherestrainthasbeendisengaged.
Forenginefailure/fire/severedamageafterV1referto10.3ofSOP.
1.4.7 FailuresandExceedanceduringapproach

Anapproachmaybeaffectedbythefollowingfailures/exceedance:
Enginefailure.
Failures which cause a MWS alert, below 500 ft RA, only alerts
whichareaccompaniedbyflashingredoramberattentiongetters
aretobeconsidered.
Flight instrument failure, any failure flag on a PFD or any PFD
failure.
AFGSfailures,APdisconnect
ExcessiveILSbeamdeviation

1.4.7.1 Callsincaseoffailure(s)

ThePNFshouldusethefollowingfailurecalls,i.e.:
APdisconnect:Calls"APDISENGAGED
LOCorGSfailureflagorsignal:Calls"LOC(GS)FAIL
IncaseofPFD,NDorFDfailurecallILOSTMYINSTRUMENT
Below 500 ft RA, it is recommended to continue the approach and
landing in case of any Fire and perform the memory items and
abnormal procedures after the aircraft has stopped completely and
parkingbrakehasbeenset.

1.5 SEATANDRUDDERPEDALADJUSTMENT
For takeoff and landing the pilots should adjust their seats to obtain
theirreferenceeyeposition.

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Rudder pedals must be adjusted by both pilots to enable full rudder
applicationwithoutinadvertentbrakeapplication.

1.6 COMMUNICATION
Crosscockpitcommunication:
Crew communication is VITAL. Any time a crew member makes any
adjustments, changes, etc. to any information or equipment on the
flight deck, he/she will advise the other crew member of his/her
intentionsandgetanacknowledgement.Thisincludesbutisnotlimited
to such items as FMS alterations, changes in speed / mach, tuning
navigationaids,flightplandeviations,radioandselectingsystemssuch
asantiicesystem.
Anydisagreementamongthecrewmustbeverifiedandreconfirmed.

1.7 AUTOMATICFLIGHT(AFGS)
The BAe146 is an automated aircraft and is designed to be operated
using these automated systems (Autopilot, FMS). The levels may be
distinguishedby:
UseofAutopilot...AFGS
UseofFlightDirector(FD)......ManualFlight
Rawdata...Manual(noflightdirector)
DuringautomaticflightinprinciplethePFcontrolstheMSP.
DuringmanualflightinprinciplethePNFcontrolstheMSPoncommand
ofthePF.

TheactualstatusoftheAFGSisindicatedonthePFDs(FMA).Therefore
the followup of MSP, FMS, AP buttons actions must be carefully
monitoredbybothpilotsontheirindividualPFD.


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1.7.1 APHeightLimitations
Below1000ftAGL(CLIMBOUTorAPPROACH)
PFmustguardthecontrolcolumnandrudderpedals.
Autotrimmustbeserviceable.
ALTandMACHmodesmustnotbeused.


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1.7.1.1 DuringClimbout(Below1000ftAGL)
Below300ftAGL Autopilotmustnotbeused

Autopilotmayonlybeusedif:
Above300ftAGL Aircraftisclimbingand,
PITCH,IAS orVSmodeisused.

1.7.1.2 DuringApproach(Below1000ftAGL)
Autopilotmayonlybeusedif:
CoupledtoanILSglideslopeandlocalizerOR
Upto500ft
Rateofdescentislessthan1000ft/minandPITCH,
AGL
IASorVSmodeisused.
WhencoupledtoanILSglideslopeand

localizer:theautopilotmustnotbeused
Below500ft below:
AGL With33flap60ftHAT.
With24flap150ftHAT.
ILSminimumuseheight
Theminimumuseheight.

1.8 MANUALFLIGHT
If during manual flight, other factors further increase the cockpit
workload(failures/alerts,weather,turbulence,changeofrunway,etc.),
theautopilotshouldbereselectedONimmediately.

1.8.1 ManualFlightCrewCoordination
When the PF is flying manually, the PNF should make MSP mode
selectionsonlyuponcommandofthePF.Theexceptionsare:

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When heading and or altitude/FL instructions are received from ATC,
theheadingmayimmediatelybeselect/setbythePNF.
When altitude/FL instructions are received from ATC, this may
immediatelybesetandarmedbythePNF.
AllFMAchangesandmodesmustbeannouncedbythePFandcross
checkedbythePNF.

1.9 PossiblecausesforchangedPFDindicationsandMSPvalues:

1.9.1 Automaticchangsindications/values:
PF announces changes; PNF responds with "CHECKED" (e.g. Aircraft
levelingoff;PFcalls:"ALTGREEN",PNFrespondswith"CHECKED"
Ifthechangeoftheindication/valueisnotnoticedbythePF,itwillbe
announcedbythePNFandthePFacknowledgesbysayingCHECKED

1.9.2 Indications/values changed as a result of a selection made by
thePF:
PF announces; PNF responds with "CHECKED" (e.g. PF arms GS,
LOCandcalls:"GSWHITE","LOCWHITE";PNFresponds:"CHECKED")

1.9.3 Indications/values changed as a result of a selection made by
thePNF:(Inmanualmodeorhighworkload):
PF commands; PNF executes command. PNF announces (e.g. PF
commands:"ARMCOURSE,PNFarmstheV/LandthenPFannounces
VORWHITE).
MSPmodeselections:Commandedbyadding"SELECT",followed
by the mode as placarded on the MSP, in spoken language (e.g.
"SELECTHEADING").
MSPvaluesettings:Commandedbycalling"SET",followedbythe
parameterandthevalue(e.g."SETHEADINGTWOONEZERO").

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MSP values are announced by calling the parameter followed by the
value(e.g."HEADINGTWOONEZEROSET").

Note:"CHECKED"meansindicationcheckedasbeingcorrect.
When calls interfere with other essential matters, they may be
postponed.
AbnormalPFD(FMA)indicationsshallbecalledoutbyeitherpilot.
Disengagement of the AP by the PF must be announced by the
call:"AUTOPILOTOFF

1.9.3.1 Table of automatically changed indications/values or

selectionmadebythePF
PF
PNF
(Acknowledgment call on PFD)
IASgreen CHECKED
ALTwhite CHECKED
ALTgreen CHECKED
ALTACQ CHECKED
VSgreen CHECKED
MACHgreen CHECKED
HDGgreen CHECKED
LNAVgreen CHECKED
VORwhite CHECKED

(ByCDImovementonND)CHECKED COURSE ALIVE (PNF call)
VORgreen CHECKED

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LOCwhite CHECKED

CHECKED LOC ALIVE (PNF call)
LOCgreen CHECKED
GSwhite CHECKED

CHECKED GS ALIVE (PNF call)
GSgreen CHECKED
HEADING..SET CHECKED
ALT.SETANDARMED
ALTWHITE CHECKED
COURSE..SET CHECKED

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1.9.3.2 TableofSelectionmadebythePNFoncommandofthePF

PF PNF PF
(Command) (Action) (Acknowledgment call on PFD)

SELECT IAS IAS SELECTED IAS green
ARM ALT ALT ARMED ALT white
SELECT ALT HOLD ALT HOLD SELECTED ALT green
SELECT VS VS SELECTED VS green
SELECT MACH MACH SELECTED MACH green
SELECT HEADING HEADING SELECTED HDG green
SELECT LNAV LNAV SELECTED LNAV green
ARM COURSE COURSE ARMED VOR white
ARM LOC LOC ARMED LOC white
ARM GS (APP) GS (APP) ARMED GS white
SET HEADING 120 HEADING 120 SET CHECKED
SET ALT ..AND ARM ALT SET AND ARMED CHECKED, ALT WHITE
SET COURSE 120 COURSE120 SET CHECKED

1.10 FLIGHTMANAGEMENTSYSTEM(FMS)
Preparation :RefertoFMSOperatorsManual(PF)
AutomaticFlight:PFcontrolstheFMS.
ManualFlight :PNFcontrolstheFMSoncommandofthePF.
Both pilots will monitor track navigation performance. Maintain "on
course" ND indications and use associated VOR/DME positions
progressivelyasameansofcrosscheckingnavigationaccuracy.

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Flying the aircraft always has priority over controlling the FMS. This
impliesthatthePFmayinstructthePNFtomakeFMSselectionswhen
underautomaticcontrol.Whenextensiveselectionsarerequired(e.g.
approachprogramming),ThePFwilltemporarilytransfercontroltothe
PNF.Itisrecommendedtoperformtheapproachprogrammingbefore
starting the descent. Below 10000ft FMS use should be kept to a
minimum(i.e.directto,holding).
1.10.1 FMS(GNS)PageSelection
FLIGHTPHASE PF PNF
Takeoff&Climb NAV FPLN
Cruise NAV FPLN
Descent&Approach NAV,VNAV FPLNNAV
1.11 MANEUVERING
1.11.1 Speeds
The minimum safe maneuvering speed for all configurations is
indicatedonthespeedcardsanddefinedonFCOM.

Below8.000ft,speedshouldinprinciplenotbeinexcessof250kt.This
speedwillkeeptheaircraftwithinamoreconfinedmaneuveringspace,
improvespassengercomfort,reducesdamageincaseofbirdstrikeand
offersabetterchanceofcollisionavoidance.
Local regulations may stipulate a maximum speed below a certain
altitude,orinadefinedarea.
1.11.2 Bank
The maximum bank angle may only be exceeded in case of an
emergency.
Inordertoensuretheaircraftremainswithinprotectedairspeed,
with less than 18 of flaps limit the bank to 15 deg until the
airspeedhasreachedavalueequaltoVFTO+10.

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2. GROUNDOPERATIONS
2.1 INTRODUCTION
Apreflightinspectionwillbeaccomplishedpriortoacrewsfirstflight
of the day in each specific aircraft. The preflight will normally be
completed after the power initialization flow and system power is
establishedontheaircraft.
It includes a detailed inspection of the cabin, flight deck and aircraft

exterior.
Additionally, a walkaround inspection will be performed after any

externalmaintenancehasbeendoneontheaircraft.
The emphasis of the walkaround inspection is on general aircraft

condition, including those items affected by normal wear (tires,
brakes,lights,etc.).Areasthatmaybeaffectedbygroundhandlingor
maintenance,suchasfuelandinspectionpanels,gearpinsandthe
areas surrounding galley service and baggage doors should also be
visuallyinspected.
Note:Awalkaroundwillbeperformedbyaflightcrewmemberupon
thecompletionofeachleg.
WARNING:
Duringanyaircraftwalkaround,specialattentionmustbegivento
ensurethatallGEARPINShavebeenremoved.
Failure to do so may result in degraded climb performance in the

eventofanenginefailureafterV1.


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2.1.1 Cabin
The cabin and emergency equipment will be inspected by Flight

AttendantsinaccordancewiththeFlightAttendantsManual.
2.1.2 FlightDeck
The flight deck will be inspected for general condition as well as the
specificitemsdescribedintheflightdecksafetyflowandchecklist.
2.1.3 Exterior
Whileinspectingtheaircraftexterior,notethegeneralconditionand
appearance of the entire aircraft. Look for indications of wear,
defects,maladjustmentorinsecureinstallation.
The inspection must be performed according to the procedures

outlinedinFCOM.(Usethechecklist)
Vigilanceisrequiredthroughouttheinspection.
CAUTION:
If AC power to the aircraft can only be supplied from a running

enginegenerator,completethepreflightasoutlinedpriortoengine
start.Afterenginestart,andwithpower established on the aircraft,
payspecialattentiontothesafetyzone.

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GrayAreaDangerZone
WhiteAreaSafetyZone
2.2 EngineStart
TheCaptainwillestablishcommunicationwithGroundEngineerfirst.
TheCaptainwillensurethatthebrakesaresetasrequiredandidentify
theelectricalsourcetobeusedfortheenginestartandverifythatthe
START PWR switch and electrical panel are configured as outlined
below.
OnlyonesourceofElectricmustbeused(online)forenginestart.
He will then select the START MASTER switch ON, verify that START
PWRONannunciatorilluminates,selecttheSTARTSELECTswitchtothe
desiredengineandcall"set"followedbytheapplicablechoicebelow.
Example:"Set,APUGEN."

APUGEN:ConfirmthattheAPUGENisON.(APUairisOFF)

EXTAC:ConfirmthattheEXTACisONandtheAPUGENisOFF/
RESET.(APUaircanbeused)


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EXTDC:SeeFDHEXTDCStartProceduresonChapter8.2page8.
(XGEN):SeeFDHchapter8.2page1.

IfasubsequentXGENstartisrequired,startengineNo1or4(normally
4).SelecttheSTARTMASTERtoOFFandtheapplicableENGGENtoON.
Turn off the APU GEN or EXT AC and ensure that the buses are
powered. Call or signal for EXT AC disconnects. Reselect the START
MASTER ON, increase engine RPM to minimum 60 to 65% N 2 and
continue with XGEN starts. (Ground clearance must be received prior
toincreasepower)
Whenthechecklistitemsarecomplete,thecrewwillstarttheengines
usingthefollowingprocedures:

2.2.1 Normalenginestartcrewcoordinationprocedure(Expanded)
CAPTAIN FIRSTOFFICER
InitiatesthestartbypressingtheSTARTswitch
fortwoseconds. Startsclock(assoonastheSTARTbuttonhasbeen
VerifiestheSTARTEROPERATING pressed and calls TIME NOTED Monitors start
lightandtheappropriategreenENG while regularly making visual contact with the
IGNA(B)annunciatorsilluminate. groundpersonnel.
N2rotationwithin5seconds.
At10%N2,selectsthethrustlevertotheIDLE
position. (time check) Ignition should occur
within 15 seconds followed by an increase in
TGT,N1andoilpressure.

At40%N2,calls"40PERCENT" When the ENG IGN and STARTER OPERATING
annunciatorextinguish,calls
"STARTERCUTOUT

Ensures that the engine stabilizes at ground Ensures that the engine has stabilized at ground
idle(4951%N2),theTGTisstableandthatthe idleandnoabnormalindicationsare
oilpressureisinthenormalrangewiththeOIL Present.
LOPRESSannunciatorextinguished.


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TheSTARTEROPERATINGlightmaynotextinguishatstartercut
out N2, but it must be extinguished within 10 seconds of ground
idlebeingachieved.
TheCaptainandFirstOfficerwillrepeattheaboveprocessforthe
remainderoftheenginestobestarted.
During start process, start panel Ignition and Starter
Operating annunciator lights must be checked and engine
parametersN2,FUEL,TGT,N1andOilPressuremustbe
monitoredandannouncedduringenginestart.
2.3 PUSHBACKORPULLOUTPROCEDURE(TOWPROCEDURE)

2.3.1 General
After the aircraft has been loaded, all doors are closed, and the tug
connected, the chocks will be removed. The ground personnel will
standbyforacallfromtheflightdeck.
TheStartingEngineFlowwillbecompletedpriortoapushback.
Thebrakesmustbereleasedandpressurezerobeforeaclearanceto
pushisgiven.
Theparkingbrakemustbesetandthebrakepressuremustbeatleast
2500psibeforethetowbarisdisconnected.

2.3.2 Communications
To ensure a high level of safety, contact between the flight deck and
ground crew must be clear and standard. During tow operations, the
INTconnectionwillonlybeusedforthecaptainscommunicationwith
thegroundcrew.Thiswillavoidanyconfusionshouldacriticalrelayof
information be required. Until the pushback is completed and ground
communications have been disconnected, all flight deck, checklist and
start calls, will be made using direct verbal communication (Intercom
off).

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With the tug clearing the area, the ground personnel will standby for
wave off from the flight deck to acknowledge completion of the
pushback.

Caution:DonotselecttheENG3PUMPorPTUonuntilthetowbaris
clearlydisconnectedandverbalorvisualconfirmationisreceived.

Forpush/pullproceduresrefertochapter12
Notes:
If either the flight deck or ground crew requires an immediate
stop, the call willbe: "EMERGENCY STOP,SET BRAKES" The one
respondingwillstate:"BRAKESSET"
Ifanemergencystopissignaledeitherfromthegroundorflight
deck,itwillbefollowedby"brakesset"signalfromtheCaptain.
If required to increase the brake accumulator pressure during
enginestart(starteroperating),useDCpump.
TheBEACONmustbeONforallpushbackortowingoperations.
After taxi clearance has been obtained, the captain turns on the
taxilightandafterclearsignalfromthegroundengineerreleases
theparkingbrakeandstartstotaxi.

2.4 TAXIING
2.4.1 TaxiRoute
If you are UNFAMILIAR with the airport or in DOUBT with the taxi
clearance and or your position, STOP then notify the ATC and ask for
help.
REQUESTDETAILEDTAXIINSTRUCTION(ProgressiveTaxi)
AskformarshallerandFOLLOWMEvehicle.

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During all ground operations the airport diagram must be in hand for
bothpilots.Beforestartandbeforedescentaretheappropriatetimes
toreviewtheairportdiagramandyourexpectedtaxiroute.
CAUTION: A potential pitfall of pretaxi and prelanding planning is
settingexpectationsandthenreceivingdifferentinstructionsfromATC.
Flightcrewneedtofollowtheclearanceorinstructionsthatareactually
received,andnottheonestheflightcrewexpectedtoreceive.
When the After Start Checklist has been completed, by the order of
CaptaintheFirstOfficerwillcallforthetaxiclearance.
Taxiingrequiresgreatcare,especiallyduringlowvisibilitycondition.
Importantpointsare:
Taxislowly
Power above ground idle is only necessary to move off at high
grossweight.Withall4enginesatgroundidle,theaircrafttends
to accelerates when taxiing. The brakes should be used as
required to maintain a reasonable speed but continuous use of
thebrakesshouldbeavoidedtoobviateoverheatingthebrakes.
DONOTRIDETHEBRAKES.
TaxiinstructionsshouldbewrittendownbytheFirstOfficerand
acknowledgedverballybytheCaptaintoensureaccuracy.
In particular, all hold short points must be verbally repeated by
theCaptain.
Usetaxiandnavigationlightsfordayandnightoperations.
When the First Officer cannot visually monitor the aircrafts
progress, (e.g. heads down for any reason) he/she should notify
theCaptainthathe/sheis"headsdown
Delaychecklistifnecessary.Themainconsiderationistotaxithe
aircraftmaintaininglookoutfrombothseat.LVPOPS
Maintain awareness of the position of other aircraft by
monitoringtheR/T.

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Usecompassheadingtoassistintheidentificationofthecorrect
taxiwayorrunway.
Usethecorrectholdingpoints.(i.e.CATIIholdingpoints)
The aircraft tail clearanceslightly exceeds the wing tip clearance
(BAe146300)
2.5 CONTROLSCHECK
The tailwind component must be less than 10 kt when the check is
made.
Duringorafterheavyrain,thecontrolcolumnmustbeheld1.5inches
aftitsforemostpositionfor30seconds.
The Captain will release the parking brake and verifies the brake
pressure drops to zero. Once moving, the captain will do the initial
brakecheck.Whenoutofthegateorstandarea,he/shewillcall"SET
Flaps (18, 24 or 30), Before Takeoff checklist". Each pilot will then
complete their "Before Takeoff Flow". After all flow items have been
completed, the First Officer will proceed with the "Before Takeoff
Checklist".
Toincreasesafetyandefficiencyduringtaxioperations,itisnecessary
for the flight crews workload to be kept at a minimum. For
aerodromesrequiringshorttaxi,thecabincrewshouldbenotified.

2.6 COMPASSERROR
Ontheramp,groundequipmentsometimecausescompasserrorslarge
enough to invoke a HDG comparator warning. Once clear of the
equipment, the compasses should slowly synchronize. If a compass is
reluctanttosynchronize,selecttheassociatedDG/SLAVEDswitchtoDG
and then back to SLAVED. This causes the compass to enter the fast
synchronization mode. This technique should only be used when the
aircraftisstationaryortaxiingsteadilyinastraightline.

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2.7 BrakeCheckProcedure
When cleared, the captain releases the PARKING BRAKE for taxi and
performsthefollowingbrakechecks.Whenclearofallobstacles,select
the GREEN BRAKES. While taxiing, gently apply even pressure to the
brake pedals. Check the GREEN BRAKE gauge for pressure indication
and confirm that the aircraft slows. Select the BRAKE P/B position to
YELLOWandrepeatthecheckusingtheYELLOWgauge.

2.7.1 Carbonbrakewear
Carbon brake wear is significantly reduced at temperatures
between100C and 200C. Differences in brake temperature of up to
200Cbetweenbrakeunitsonthesamesidemaybeexperiencedafter
lightbrakingduringthelandingandtaxiphases.
Whenoperatingonsurfacescontaminatedwithslush,snoworice,ride
the brakes to achieve a minimum of 50 100C for takeoff. This will
preventthebrakesfromfreezinginflight.
Braketemperaturesshouldbemonitoredduringtaxiandgatearrivalto
determinetheneedforbrakefans.

IFBRAKETEMPERATURESREACH750C,STOPANDCONSULTTHE
EMERGENCY/ABNORMALCHECKLIST.
WHENSTOPPED,HAVENOSEWHEELCHOCKEDANDRELEASEPARKING
BRAKETOAIDCIRCULATIONOFCOOLINGAIR.BRAKESTHATHAVE
REACHED750CMUSTBEINSPECTEDBYMAINTENANCE.

Maximum brake temperature for takeoff is 300 C. If the brake
temperature is more than 300 C observe the cooling period
recommendedbyFCOM.

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Beforestoppingtheaircraft,centerthenosewheel.Whenstopped,set
theparkingbrake.
For operation with inoperative nose wheel steering refer to
Abnormal/Emergencychecklist10.09.


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3. TAKEOFF

3.1 DEPARTURECREWBRIEFING
Itisvitalthatduringthereviewoftheseitems,bothpilotscrosscheck
settings.Theaircraftconfigurationandanyspecialconsiderationsmust
bemutuallyagreeduponandunderstood.

3.1.1 GateBriefing
ThepurposeofthetakeoffbriefingisforthePFtoinformthePNFof
theplannedcourseofactionforbothnormalandabnormalsituations
duringtakeoff.Itisalsoarecallofstandardemergencyproceduresand
isthetimefortheCaptaintogiveanyspecificinstructionstotheCrew.
Itshouldbecompletedpriortoenginestart.
Itismostimportantthatthetakeoffbriefingisgivenatatimewhenthe
cockpit workload is low and take off conditions are known. The most
appropriatetime,therefore,isattheendoftheFLIGHTDECKSAFETYor
priortostart.
Thefullbriefingisrequiredonthefirstflightoftheday.

3.1.2 NormalTakeoffBrief
a) Thiswillbealeft(Right)seattakeoffwith18/24/30flaps,N1REF
/REDU/FLEX.
b) Engineantiice/continuousignition(onlyifrequired).
c) WithAPUAir,NoCabinAirorCabinAir.
A review of the variable procedures must be made, making use of all

thefollowingitems:
Aircraft parking position and expected taxi route and relevant
hotspots
Runwayandcondition(ifnotdryoralimitingfactor)

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Takeoffspeeds
ATCClearance
SIDrouting,departureprocedure,FMS/NAVandCOMsettings.
Accelerationaltitude
Transitionaltitudeandfirstclearedlevel.
MSA&MEA
Significantweatherexpectedaftertakeoff,useofWXRadarand
Antiicesystem.
Terminalareatopography.(Onlyifsignificantterrainorobstacles
intheterminalarearelativetodepartureroutingexist)
Anyapplicablespecialconsiderations,suchas:
MELdiffereditems
NoiseAbatementDepartureProcedures(NADP)
Anyotherknownrisksandintentions
Birdstrikepotential,ifapplicable

3.1.3 EmergencyBriefing

3.1.3.1 FullEmergencyBriefing,Captain(Leftseat)
a) IfanymalfunctionoccursbeforeV1,IwillcallSTOPorGO.
A lack as any response to a malfunction could be considered a
subtleincapacitation.
b)Between80knotsandV1,ThetakeoffabortwillbelimitedtoAny
Fire,EngineFailure,FlightControlProblemoranyunsafecondition
thatIthinktheaircraftwillnotflysafely.
OnlythepilotintheLHSwillabandonthetakeoff
c) In the event of a stop, I will select thrust levers to ground idle,
airbrakeandliftspoileroutandapplymaximumbrakingtobring

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the aircraft to a stop on the runway, bearing in mind the wind
directionifthereisafire.
d) You call Ground Idle, Spoilers Yellow over Green, monitor
the deceleration, brake pressures and at 80 kt inform ATC
Stopping,Standby.
e) When the aircraft has come to a stop and parking brake set we
will carry out the necessary actions on my command. (e.g.
memoryitems,evacuation)
f) IfthemalfunctionoccursafterV1,wewillcompletethetakeoff.
g) No action other than the application of max thrust (when
needed),silencinganyauralwarningsandraisingthelandinggear
UP,untiltheaircraftissafelyestablishedintheclimb,above400
ftAGLthenfollowmycommand.
In some emergency conditions, actions may be initiated before
reaching400ftAGL.(i.e.PitchorRolljam)
h) Actionineventofimmediatereturnordiversionaftertakeoff.
i) Engine failure departure procedure or Contingency Departure
Procedure(ifapplicable)
j) Anyquestionsorsuggestions?
Items (a) through (g) will be called (Standard callouts and
Standardprocedures)forabbreviatedbriefing.

3.1.3.2 EmergencyBriefing(Abbreviated)
a) StandardcalloutsandStandardprocedures
b) Actionineventofimmediatereturnordiversionaftertakeoff.
c) Engine failure departure procedure or Contingency Departure
Procedure(ifapplicable)
d) Anyquestionsorsuggestions?

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ImmediatereturnprocedurewillbeinsertedinFMS.

Failingtoprepareispreparingtofail.

3.2 SPEEDSANDSPEEDSETTING
Thetakeoffspeedappropriatetothechosenflapsettingareobtained
fromthetakeoffspeedcards.NotethatVR/V2speeddisplayedonthe
speed cards must be corrected for pressure altitude and OAT. Do not
forgetthattherealV1(obtainedfromRTOWdata)mustbereducedon
a wet (not damp) runway. This reduction is between 6 and 11 knots
dependingonflapsettingandbalancedfieldlength.
ItisrecommendedtheCSIbugsbesetasfollows:
V1(realorVR4)
VR
V2rotatable,mainspeedbug
VFTO
VFTO+10(VER)
Bug setting should be cross checked by both pilots .It is all to easy to
missetthebugsby10kts.

3.3 AIRSUPPLYANDCONDITIONINGSETTINGFORTAKEOFF
Theairsupplysystemandconditioningsettingsfortakeoffdepend
ontherequiredairsourceforthepacks.
Ifengineantiiceisrequired,engineairmustnotbeusedtosupply
thepacks.
Ifthetakeoffismadewithoutairconditioning,engine4airis
selectedontoprovidedischargeoroutflowvalvecontrol.The
bleedfromtheengineisnegligible.

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Conditioningfromthe Noairconditioning Conditioningfromthe

APU engines
APUAIR....ON APUAIR.....OFF APUAIR....OFF
ALLENGAIROFF ENGAIR1,2,3..OFF ALLENGAIRON
PACKS..ON ENGAIR4.ON PACKS....ON
PACKS...OFF CABINAIR..RECIRC
3.4 WEATHERRADAR
If there is weather in the area, use the weather radar for takeoff.
Oncelinedup,scantheareainthetakeoffflightpath.
3.5 TAKEOFF
3.5.1 NormalTakeoff
When the takeoff clearance has been received, the First Officer will
readbacktheclearanceandanyATCinstruction(ifapplicable).
WithpracticeandTMSengaged,itisrelativelyeasyforPFtosettakeoff
thrust without the aid of PNF. Without TMS, it is more difficult to set
thetakeoffN1.PFshouldrelyonPNFtomakethefinalsetting.
IftheTMSistobeused:
Takeoff mode is not selected until just before takeoff with the
thrustleversatgroundidle.
Whenadvancingthethrustleverstosettakeoffthrust,moveeach
thrust leverfarenoughforwardtojustextinguishtheassociated
blueTMSarrow.
The TMS actuators freeze at 75 kt and the actuator arrows are
extinguished regardless of whether or not target N1 is achieved.

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However, target N1 can still be achieved by adjusting the thrust
levers.
Foralltakeoffs,theCaptainadvancesthethrustlevertoN1ref(orN1
flex) and the RHS who adjusts the power as necessary, and calls
THRUSTSET,N1.Thisshouldbedonebeforetheactuatorsfreezeat
about 75 kts. The Captain keeps his hands over the thrust levers
between setting power and 75 kts,(while any adjustment is being
made) and then on the throttles until V1.

The LHS must always be ready to close the thrust levers below V1 in
the event of a RTO, thus he must have hand on the thrust levers for
both LHS and RHS take offs.
Up to 80 kts, the captain should be looking at the runway, his flight
instrumentsandflyingtheaircraft.Thefirstofficershouldmonitorthe
above,andalsotheengineinstrumentstowatchforanydropinN1of
morethan1%belowtarget,oranyenginelimitation(s)isexceeded.

Above80ktsPNFiswatchingforanysignificantlossofN1accompanied
byfuelflow/TGT/EngVibrationindications.

The CAPTAIN will advance the thrust levers from ground idle to
approximately the 12 oclock position (thrust levers vertical with the
quadrant)andallowtheenginestostabilizeinthe6070%N1range.As
soon as power is stabilized on all four engines, advances the thrust
leverstothecalculatedN1.

Once the thrust is set, the First Officer will check that the airspeed
indicatorisaliveandcall"THRUSTSET,N1,SPEEDALIVE".

The captain maintains directional control smoothly and gently with
small movements of nose wheel steering until the rudder becomes

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effective;thengraduallytransfertodirectionalcontrolbyuseofrudder
alone. This is normally possible by 50 to 60 kt. coarse movement of
eithercontrolgivethepassengeranuncomfortableride.

At80kts,theFirstOfficerwillcall"80knots".
The captain will call "Checked, My column" (if acting as PF) or
"Checked,yourSteering"forF.OasPF.
The first officer (when PF) takes over the steering and calls My
steering,
Maintains directional control smoothly and gently by moving the
rudder.

Note: Throughout the takeoff, the control column should be used to
maintain wings level and positive nose wheel contact, particularly on
contaminated runways. With the First Officer as PF, the Captain will
controlthesteeringwithtillerandrudderuntilthetransferat80kts.

TheCaptaincontrolsthethrustleversfromthe"Thrustset"calltothe
"V1"call.AftertheV1call,ThePFwillplacebothhandsonthecontrol
column.AtVR,thePNFwillcall"ROTATE"ThePFwillrotatesmoothly
to achieve V2+10 with all engines and V2 in case of engine out.
Recommendedinitialrateofrotationis3degreespersecond(within4
secondstoapproximate10to12.5degreespitchupattitude).
BeawareoftailstrikeforBAe146300.

WARNING:
Duringthetakeoffroll,eitherpilotisexpectedtoclearlycalloutany
malfunctionorabnormalityandthecaptainwillassessitsnatureand
decidewhethertheaircraftssafetyisinjeopardy.
He/she will then clearly state the decision to Continue or Stop.
This does not preclude the ability of the first officer in a life

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threatening situation (i.e. runway incursion) to initiate an aborted
takeoff.

Note:Duringtheinitialclimb,itisrecommendedthatthepitchattitude
notbeallowedtoexceed20noseup.Ifthisattitudeisreached,allow
thespeedtoincreaseabovethetargetvalue.

At acceleration altitude, which is normally 1000 ft. AGL unless
otherwise, accelerate through the flap retraction schedule and at VFTO
+10 or VFTO (limit bank angle to 15), call "Flaps Zero" When the flaps
have retracted as indicated by flap indicator, PNF announces "Flaps
zero" the PF orders" Set Climb thrust, After takeoff checklist." and
thenacceleratesaccordingtoclimbschedule.
5.1NormalTakeoffcrewcoordinationprocedure(Expanded)
EVENT CAPTAIN FIRSTOFFICER
Usesnosewheelsteeringandrudderto Checks engine indications and adjusts thrust as
Captain advances thrust maintaindirectionalcontrolupto80kts necessary to achieve the target N1, notes the time.
leversforT/O Removeshandfromthrustlevers.
VerifiesthatairspeedisaliveandcallsTHRUSTSET,
N1 SPEED ALIVE. Holds control column for wind
andrunwayconditions.
calls"80knots"
CaptainasPF:
At80kts Calls"CHECKED,MYCOLUMN"
TheFirstOfficerwillreleasethecontrolcolumn
FirstOfficerasPF
The captain will call " CHECKED, YOUR
STEERING FOCallsMYSTEERINGTheCaptainwillreleasethe
tiller and the First Officer will maintain directional
steeringwiththerudder.
EVENT PilotFlying(PF) PilotnotFlying(PNF)
AtV1 Calls"V1
Places both hands on the control
columnatV1.
calls"ROTATE
Rotatessmoothlyatapprox.3deg./sec
AtVR (in4seconds)toestablishrequiredpitch
attitude.(10to12.5deg.),
to achieve V2+10. Do not exceed 20
pitchupattitude.
When positively clear Whenachieved,calls"POSITIVECLIMB
from ground(+ ALT, V/S Calls"GEARUP
andradioaltimeter) Selects gear up and when lights extinguished, calls

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GEARUP,NOLIGHT
IfAutopilotisrequiredCallsENGAGEAP
(Min300feet) EngagestheAP
ConfirmsonPFDandcallsAPGREEN
Calls"ACCELERATIONALTITUDE"
Calls ACCELERATING and accelerates
AtAccelerationAltitude to VFTO +10 to MSA or 10000 feet MSL
(whicheverislower). Calls"CHECKED"

Ifaflaps30takeoff:
AtV2+10(20)call"Flaps24"
AtV2+20(30)call"Flaps18"
Ifaflaps24takeoff: Responds "SPEED CHECKED, FLAPS." and selects
AtV2+10(20)call"Flaps18" appropriateflapsetting.

Calls"FLAPSZERO"
Responds "SPEED CHECKED, FLAPS ZERO" and
selectstheflapstozeroandwhenflapsindicatezero
At VFTO (VFTO +10 if usingflapindictor,
exceeding15bank) Reducestoclimbpowerandcalls Calls"FLAPSZERO"
" SET CLIMB THRUST, AFTER TAKEOFF
CHECKLIST" Selects and calls CLIMB THRUST SET on the TMS
then completes the after takeoff flow and checklist
and when completed calls AFTER TAKEOFF
CHECKLISTCOMPLETED
WhenVFTO+10achieved SelectsIASmodeonMSPandcallsIAS
GREEN. Responds"CHECKED(CONTINUED)
At MSA or 10000 feet CALLSPASSINGMSAOR10000MSL
MSL ( whichever is Responds"CHECKED"
lower.) Accelerates to climb schedule via pitch,
Vs or sync mode and calls the
appropriatemode.
When climb speed achieved, activates
andcalls"IASGREEN Responds"CHECKED"

It is recommended for all departures to use best climb gradient
speeduptotheMSAor10000feetMSLwhicheverislower.
Intheeventofanenginefailure,limitbankangleto15maximum
(if speed is V2) and follow the engine failure procedures as
publishedfortheappropriatephaseinthetakeoff.
Theautopilotmaybeengagedanytimeatorabove300feetAGL.
TMSshouldnormallybeusedfortakeoff.
Airspeedmustbecheckedbeforeanyconfigurationchange.


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3.5.2 Takeoffonhighsurfacewind
When wind speed is greater than 25 knots from a direction of 55 or
more off the runway heading, modify your takeoff procedure as
follows:
1.UseMAXthrust.
2.Toinitiatetherollingtakeoff,set55%N1.Whentheaircraftsground
speedapproximatestothewindspeed,setthetakeoffN1.
Takeofffieldlengthrequiredisincreasedbynotmorethan20%.

3.5.3 NoiseAbatementDepartureProcedure(NADP)
UseFlaps18ifairfieldperformanceisnotlimiting.
MaintaintheinitialclimbatV2+10knotswithtakeoffflapuntilmin
800 ft AGL or the thrust reduction altitude specified in the noise
abatementproceduresfortheairport.
SetclimbthrustandcontinuetheclimbatV2+10ktandcompletesthe
bleedairswitching.
Upon reaching the upper limit altitude of the noise abatement
restriction,acceleratethroughtheflapretractionairspeedscheduleto
theenrouteclimbspeedandthenresumenormalprocedures.
FormoreinformationrefertoICAODOC8168.

3.5.4 RollingTakeoff
Iftheperformanceisnotlimiting,arollingtakeoffispreferred.
Rolling takeoffs must be performed according to the approved flight
manual, in high surface wind conditions or during contaminated
runwayoperations.

3.5.5 StaticTakeoff
Thecaptainwillassumecontrolofthebrakesandsettheinitialpower
normally allowing the engines to stabilize at 60% 70% N1 and then

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uponsettingofthetakeoffthrust,thecaptainwillsmoothlyreleasethe
brakes.

3.5.6 TakeoffonContaminatedrunway
Runwayconditioninformationmustbeobtainedpriortodeparture.
TakeoffRunwayAnalysisshouldprovidemaximumtakeoffweightsand
maximumV1forcontaminatedrunways.Ifalltherequiredinformation
isnotavailable,consulttheappropriatechartsandgraphsintheAFM.
N1 ref (max thrust) and flaps 30 must be used for departures from
contaminatedrunways.Useofreducedthrustisnotpermitted.

3.6 REJECTEDTAKEOFF
Itisrecognizedthatthereareassociateddangerswithabortedtakeoffs,
particularlyhighspeedabortswhichcomesecondinaccidentsresulting
incompletelossnexttoCFIT.
At speeds below 80 kt, there is opportunity to identify and assess an
abnormal condition and determine whether the safety of the flight is
trulyinquestion.
Therefore,onthetakeoffroll,PNFmustidentifyandclearlycalloutany
malfunction.TheCaptainwillassessthesituation,makeadecisionand
calleither"CONTINUE"or"STOP".
Onceabove80kt,anabortwouldonlybeconsideredforafire,engine
failure, control problem or any unsafe condition that the aircraft will
notflysafely.
Like any landing, braking on an aborted takeoff should be
commensurate with runway length available and aircraft speed at the
time of the abort. If a high energy abort (speed above 100 kts.) was
initiated using maximum braking, the maintenance must visually
inspect the Tires and brakes for any abnormality prior to another
departure.


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The decision to abandon a takeoff must be balanced between the
safety of attempting to stop the aircraft at high speed following a
failure, or continuing the takeoff and dealing with the problem in
flight.

CAUTIONS:
1. Monitorbraketemperatureclosely.
2. Donotapproachwithin25mofthesideofthewheelsuntilthe
brakeshavecooledbelow450C.
3. Maintenanceactionwillberequiredifanyofthefollowingoccur:
Thebrakesoverheat.Temperaturehigherthan750C
Afusibleplugmelts.
Atiredeflates.
Atirelimitspeedisexceeded.
4. Brake temperature must be below 300C or the applicable cooling
periodsmetpriortoasubsequenttakeoff.


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3.6.1 RejectedTakeoffcrewcoordinationprocedure(Expanded)
If the decision is made to abandon a takeoff, the captain will call
"STOP,MYCONTROL",andthecrewwillimmediately:

EVENT Captain FirstOfficer

Decision Calls "STOP, MY CONTROL", and retards the thrust Obtainsormaintainsthe
tostop leverstoidle. controlColumnandkeep
wingslevel.
Confirmsthethrust
leversareatIdleandcall
"GROUNDIDLE

Deceleration ThecaptainwillselecttheairbrakelevertotheLIFT Checksthatthe
SPLRposition. annunciatorare
illuminatedandcalls
"SPOILERSYELLOWOVER
Appliesuptomaximumbrakingandmaintains GREEN
directionalcontrol. Checksbrakepressure
andifnopressurecalls
"NOBRAKEPRESSURE

At80kts Startssteeringwiththenosewheelsteering Calls"80 kt, MY
COLUMN" and informs
Brings the aircraft to a stop or clears the runway as theATC
required. STOPPING,STANDBY

Afteraircrafthas Gives order for the flight attendants. CABIN CREW When called for by
come to a ATYOURSTATION,ifevacuationisexpected. captain, performs the
complete stop Whenevacuationisrequired appropriate memory
and the park EVACUATE,EVACUATEFROM.. items and completes the
brakeset Ifevacuationisnotrequired checklist.
CABINCREW&PASSENGERREMAINSEATED

WhencommunicatingwithATC,bespecificwiththenatureofthe
malfunction,positionofaircraftonthefieldinlowvisibility,etc.
The above procedure does not preclude the ability of the first
officer to initiate an abort in a life threatening situation (e.g.
runway incursion) where any delay in reaction to the situation
wouldclearlyjeopardizethesafetyoftheflight.

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Therejectionofatakeoffisinitiatedbythecall"STOP".

The rejection of a takeoff at speed above 80 kts should be restricted
to:
Anyfire
Enginefailureandseveredamage.
Controlproblemsaffectingsafeaircrafthandling.
Anyunsafecondition

Oncetherejectionisinitiated,itmustbecompleted.

3.7 MANEUVERINGCONDITIONAFTERTAKEOFF
3.7.1 Minimumaltitudeandspeedsforturnsaftertakeoff:

TYPEOFDEPARTURE MINALTITUDEHAA MINSPEED

Normaldeparture 500ft V2+10
NoiseabattementDeparture(SID) 500ft V2+10
Standardenginefailureprocedure 500ft V2

3.7.2 FlapRetraction(AccelerationHeight)

Flapretractionnormal 5001500feet Through the flap

NADP1Flapretraction 3000feet retraction airspeed
EngineoutFlapretraction 5001500feet schedule

Compliance with noise abatement procedures always remains and
shouldbeconsistentwiththesafetyofflight.


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4. CLIMB

4.1 ClimbSpeedSchedule
Threeclimbtechniquesarerecommended:
4.1.1 HighSpeedClimb(HSC):
280IASor0.60IMN.CoincidentatapproximatelyFL190.
4.1.2 LongRangeClimb(LRC):
250IASor0.60IMN,coincidentatapproximatelyFL240.
4.1.3 SteepGradientClimb:
220 KTS (146300).This technique can be used to reach a level or
altitudebyaparticularpoint.
Forabsolutemaxgradientperformance,climbatVER(VFTO+10).
Set climb thrust as soon as convenient (observe maximum 5 minutes)
after flaps retraction, or at the thrust reduction altitude for the noise
abatementprocedure.

4.2 CLIMBPOWERWITHTMS
FourTMSclimbpowerschedulemaybeused:
4.2.1 CLIMB:
TheClimbmodewillbeusedconsideringtheN1limit.
4.2.2 TGT:
Thenormalpowerclimbsettingis840CTGT,althoughlowerTGTmay
be used to conserve engine life if high climb performance is not
required,(i.e.820C).
4.2.3 N1SYNC:
No.2engineisnormallythemaster,althoughNo.1maybeselectedas
master if required. The thrust lever should be advanced until the
hottestenginereachestherequiredclimbTGT.TheN1speedswillthen
besynchronizedtotheN1RPMofthemasterengine.Thereisasmall
tendencyforTGTtocreepintheclimbsoengineperformanceshould

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be monitored and the master engine thrust lever should be used to
adjust N1 speed to keep the hottest engine at or below the desired
climbspeed.
4.2.4 TGT+SYNC:
IfSYNCisrequiredwithTGT,N1orN2andmasterengine1or2maybe
selected as required (N1 master 2 is the normal combination). The
selected master engine will be referenced to the selected TGT value,
andtheslaveengineswillbespeedsynchronizedtothemaster.
In all three modes, all engines will be constrained to MCT (857 C)
automatically,withintheactuatorauthoritylimits.InanySYNCmode,if
aslaveengineexceedsMCTitwillfalloutofSYNC.

4.3 PERIODICCHECKING
A procedure for ensuring that the system, engines and altimeters are
checkedistohaveperiodicchecksinclimb,itisrecommendedthatthe
firstcheckisatabout10000ftMSLandshouldincludethefollowing:
Acomparisonofthealtimeters.
A check of the cabin altitude, vertical speed and differential
pressure.
ResettingthealtimeterandCSIbugs.
Turningthetaxilightsoff.
Acheckoftheiceprotectionswitches.
Acheckofthecontinuousignitions
Acheckoftheengineinstruments.
AcheckoftheMWP.
With the exception of resetting the bugs, the checks may then be
repeatedatwhateverintervalisconsiderednecessary.


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4.4 USEOFRADARANDEGPWS
WhenrequiredbyWeatherconditions,inIMCoratnight,whenterrain
isafactor,theradarmustbeONandatleastonenavdisplaymustbe
onARC/MAPwith"TERRAINDISPLAYpushbuttondepressed.
RecommendedrangeforWXradarandterraindisplayfortakeoff,initial
climb,approachandlandingis20to40N.M.(i.e.4.5noseup)


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5. CRUISE
5.1 CRUISETECHNIQUES
Threecruiseproceduresmaybeused:
(1)HighSpeed:VMO/MMO/maximumcruisethrust.Inpracticalterms
the aircraft is cruised slightly below these speeds to avoid over speed
warnings.
(2)Intermediate:VMOor0.67IMN(146300)
(3)LongRange:240knots(146300)
After ALT green lit on FMA and selecting TMS, complete the cruise
checklist.AtthispointtheemergencyreturnprocedureonFMSshould
bedeleted.
The aircraft is normally cruised with N1 SYNC selected on the TMS;
smallpoweradjustmentscanbemadebyoperatingthemasterengine
thrustlever.
For accurate power setting and obtaining other info (i.e. fuel flow)
consulttheperformancemanual.

5.2 SYSTEMCHECKS
Itisrecommendedthatthecheckoftheenginesandsystemsismade
afterleveloffandevery15to20minutesthereafter.
Thecheckshouldinclude:
Hydraulics:pressuresandquantities.
Electrics: TR voltage and current, generator current and battery
current.
Airconditioning:ductandcabintemperatures.
Pressurization: cabin altitude, vertical speed and differential
pressure.
Oxygencontents:mainpressure.
MWP:warning,cautionsandstatuscaptions.
Engine:primaryindicatorsandoilindicators.

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5.3 WEATHERCHECKS
Checksonweatherforenroutealternates,destinationanddestination
alternatemustbemade.
Itisrecommendedtoobtain3and2enginesceilingwhileenroute,if
terrainisasignificantfactororMEAsarehigh.
5.4 TURBULENCE
Flight through areas of known severe turbulence must be avoided. If
severeturbulenceisinadvertentlyencountered:SelectCONTIGNAand
BOnandtheairspeedshouldbestabilizedatapproximatelytherough
airspeed.
As noted, in severe turbulence, large fluctuations in airspeed and
altitude may occur. Do not attempt to compensate for these
fluctuations by making large attitude or thrust changes. Maintain the
desired pitch attitude and wings level by making small control inputs
and do not change elevator trim settings for brief altitude or speed
changes.Ifaturnisrequired,limititto20ofbank.
The yaw damper should remain on at all times during flight in severe
turbulence.
If autopilot is engaged, select TURB or PITCH mode in a level attitude
andmonitorautopilotperformance.DonotengageALT,IASorMACH
modesduringflightinsevereturbulence.
RoughAirSpeedforBAe146300
Normal:Lowerof0.6IMNandIAS:250(refertoplacard)
Reducedforenrouteclimb:220/225ktupto10000ft
Withflaps18:maintain175KIASuptoaltitudeof19000ft.


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5.5 REDUCEDVERTICALSEPARATIONMINIMA(RVSM)OPERATIONS
SomeaircraftareapprovedforRVSMoperationsatandaboveFL290.
Theapprovalstateisgivenontheflightdeckplacard.
During preflight, there must be no damage or deformation of the
fuselage skin profile within area surrounding the left and right static
plates.
Requirements
ThesystemrequiredforRVSMoperationsareasfollows:
BothmainaltimeterswiththeAIRDATAtransferswitchatNORM.
Autopilot. The altitude alert, altitude acquire and altitude hold
modesmustbeoperable.
ThestandbyaltimetermustnotbeusedforRVSMoperations.
The minimum cruise speed in level flight during RVSM operations is
0.57IMN(RJonly).
InRVSMairspace:
Thealtimetersmustbeusedforaltitudereference
AND
Theautopilotmustbeengagedtocontrolaltitudeautomatically.
AltimetersMaximumDifferences
The maximum allowable differences between the main altimeters are
givenintheFDH.
Where a difference between the altimeters of 30 ft or more is
observed, it is recommended that the ATC transponder ALT RPTG
switch be selected to the altitude source being used by the handling
pilot.
For En route procedures, weather deviations, RVSM phraseology, in
flight contingency (degradation of aircraft equipment, communication
failure,andrapiddescent)refertotheMahanairOMpartA.


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6. DESCENT
6.1 DESCENTCHECKS
The descent checks should be completed about two to three
minutes before the TopOfDescent (TOD). If a semiautomatic
pressurization system is fitted, this allows the cabin differential
pressure to reach its maximum value just before the descent is
started.
The passenger briefing, arrival briefing and descent checklist should
all be completed before the top of descent; the descent checklist
shouldberuntwotothreeminutesbeforedescending.

6.2 TOPOFDESCENT
TOD is equal to approximately 3 times the altitude to be lost with a
correction for wind component of 5 NM per 20 kts tailwind or
headwind. This will provide the optimum cabin descent rate for
passenger comfort. If higher rates of descent are required, monitor
cabin altitude closely. From the descent, MACH / IAS modes are
appropriate if the condition are smooth, and if not use VS mode or
PITCH mode. Normally, rate of 2000 ft/min will be used for descent
(optimum rate). Reduce rate of descent to max 1500 ft/min 1000 ft
priortothedesiredaltitude.
During cruise prior to descend, the AFGS will probably be in ALT hold
mode (ALT GREEN). Upon receipt of descent clearance, the cleared
altitudeshouldbedialedintoALTSELunitandARMED.Itisthencrucial
to positively cancel ALT hold; otherwise the aircraft will maintain the
heldaltitudewithdecreasingspeed.Approachingtheclearedaltitude,
check that the correct altitude is set and armed. Monitor the AFGS
annunciatortoconfirmacquisitionandALTcapture.


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Descent rates less than 2000 ft/min is not recommended unless
required by ATC or weather. Early descents have no benefit as
they result in the loss of valuable TAS and increase fuel burns.
Take advantage of discretionary descent clearances and delay
yourdescentuntilatleasttheaboverecommendedprofile.
UseRADARandTAWSTERRAINDISPLAYwhenterrainisafactor
during IMC and or night operations. Should both weather radar
and terrain data be required, it is recommended to display
weatheronthePFsideND.

6.3 SETTINGTHEPRESSURIZATIONFORTHEDESCENT(SEMI
AUTOMATICMODE)
If the packs are to be ON for landing, set the altitude pointer to the
landing field elevation if QNH is set, to zero if QFE is set, and to the
landing field pressure altitude if the standard pressure setting is set.
Round the altitudes based on QNH and the standard pressure setting
uptothenearest100ft.ifthePACKSaretoOFF,increasethepointer
settingby500ft.

6.4 TMSUSEDURINGDESCENT
6.4.1N1SYNC:
It is extremely convenient to leave N1 Sync selected for the descent
with engine antice ON or OFF, as no further TMS selections are
required for the whole approach, and the descent may be readily
regulatedbypoweradjustments.
When descending with TMS off, maintain the following minimum N2
valuestoprovideadequatecabinventilation:
FL300250:70%
FL250200:65%(67%withEngAntIceON)

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BelowFL200:FltIdle.
6.4.2DESC:
RetardNos.1and4thrustleverstoflightidleandmodulatenumber2
and3thrustleverstokeeptheirarrowsextinguished.TheDESCmodeis
invaluable during descents with airframe antiicing selected as the N2
required is automatically calculated and displayed, and the TMS will
controlallenginestotherequiredN2values,However,thismodemay
give too much power for a brisk rate of descent at low altitude, and
DESC must be deselected, and another mode (such as N1 synch)
selected,afterintermediateleveloffsoratthebottomofdescent.

6.5 DESCENTSPEEDSCHEDULE:
Twodescentprofilesarepublished:
1LongRange0.6M/250kt
2HighSpeed0.7M/290kt

In practice, any combination of speeds can be used but ATC may
require high forward speed to help fit the relatively slow BAe146 into
the arrival flow with other, faster jets. For this reason the high speed
profile is favored by many operators. Remember, to observe speed
limitpointsandthelimitationof250ktsbelow10000ft.

6.6 AIRBRAKEUSAGE
Ideally, the descent should be made without airbrake. However, ATC
restriction and low speeds in icing condition may require the use of
airbrake.
The air brake buffet is not noticeable in the passenger cabin .Since
landings are normally made with the air brake out , lift spoilers are

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normally selected with the AIR BRAKE/ LIFT SPOILER lever in the air
brakeoutposition.
6.7 HOLDING
Holdingshouldnormallybeflownwithflapsupandatamaximum
speedof210KIAS.
TheminimumholdingspeedisVFTO+10ktandinicingcondition
VFTO+17.
Withflaps18minimumspeedsis160kt.
In icing conditions, holding MUST be flown with flaps up and
speed210kt.

6.8 USEOFICEPROTECTION
IftheIOATis10Corlessandvisiblemoistureispresent:
TheengineantiicemustbeON.
The airframe antiice must be ON irrespective of whether
the ICE DETECTED caption is lit or ice has formed on the
airframe.


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7. APPROACH

7.1 APPROACHPOLICY
7.1.1. BenefitsofaStabilizedapproach
Conducting a stabilized approach increases the flight crews overall
situationalawareness,including:
Horizontal awareness, by closely monitoring the horizontal flight
path;
Verticalawareness,bymonitoringtheverticalflightpathandthe
rateofdescent;
Airspeedawareness,bymonitoringairspeedtrends;
Energycondition awareness, by maintaining the engine thrust at
the level required to fly a threedegree approach path at the
targetfinalapproachspeed(orattheminimumgroundspeed,as
practicable).Thisalsoenhancesgoaroundcapability.

Inadditionastabilizedapproachprovides:
More time and attention for monitoring ATC communications ,
weatherconditionsandsystemsoperations;
MoretimeformonitoringandbackupbythePNF;
Defined flightparameterdeviation limits and minimum
stabilization heights to support the decision to land or to go
around;and,
Landingperformanceconsistentwithpublishedperformance.
7.1.2. RecommendedElementsofaStabilizedApproach
All flights must be stabilized by 1,000 feet above airport elevation in
IMCandby500feetaboveairportelevationinVMC.
Anapproachisstabilizedwhenallofthefollowingcriteriaaremet:
1. Theaircraftisonthecorrectflightpath;

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2. Only small change in heading/pitch are required to maintain the
correctflightpath;
3. The aircraft speed is not more than Vref+20 knots indicated
airspeedandnotlessthanVref;
4. Theaircraftisinthecorrectlandingconfiguration;
5. Sinkrateisnotgreaterthan1,000feetperminute;Ifanapproach
requiresasinkrategreaterthan1,000feetperminute,aspecial
briefingshouldbeconductedduringtheapproachbriefing;
6. Power setting is appropriate for the aircraft configuration and is
not below the minimum power for approach as defined by the
aircraftoperatingmanual;
7. Allbriefingsandchecklistshavebeencompleted;
8. Specific types of approaches are stabilized if they also fulfill the
following:
9. ILS approachesmust be flown within one dot of glide slope and
localizer;acategoryIIorcategoryIIIILSapproachmustbeflown
withintheexpandedlocalizerband;incaseofacirclingapproach,
wingsshouldbelevelonfinalwhentheaircraftreaches300feet
aboveairportelevation;and,
10. Uniqueapproachproceduresorabnormalconditionsrequiringa
deviationfromtheaboveelementsofastabilizedapproach
requireaspecialbriefing.
All approaches that become unsterilized below 1,000 feet aal in IMC
andorbelow500feetaalinVMCrequireanimmediategoaround.
Itisnotpermittedtochangeconfiguration(flaps,airbrake)during
touchdownorthelandingroll.

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7.2. CREWCOORDINATIONANDMONITORING
7.2.1. StandardApproachCrewCoordination
OneveryapproachthePNFhastolookforvisualreference.Hestartsto
scan outside (headup/headdown) at a point appropriate to the
prevailingconditions(ceilingandvisibility).
At100fttominimumthePNFcalls"100tominimum"andgoesheads
up. The PF stays headdown. When visual reference is obtained and
called,thePFgoes/stays(mainly)headup.ThePNFgoes/stays(mainly)
headdownformonitoringpurposes.
AttheminimumPFcallsMinimum.
If at minimum no visual contact, PNF calls No contact and then PF
calls Go Around and then while advances the thrust levers, adjusts
the pitch (smoothly rotates toward a pitch attitude of 10) and calls
GOAROUND,FLAPS,AIRBRAKEIN
If a goaround has to be performed, both pilots revert to headdown
status.
7.3 ARRIVALCREWBRIEFING
Flightcrewarrivalbriefingshouldprioritizeallrelevantconditionsthat
existforthedescent,approachandlanding(Atleast10minutespriorto
TOD).
Theyshouldinclude,butnotbelimitedto:
a. Terrainrestrictionsandminimumsafealtitudesduringdescent;
b. Arrivalrouts;
c. Instrumentorvisualapproachproceduresandrunwayinuse;
d. Operationalminima,aircraftconfiguration,andlandingspeeds;
e. Navigationandcommunicationequipmentsetup;
f. Taxiinrouteandrelevanthotspots;
g. Missedapproachprocedures;
h. Alternateaerodromeandfuelconsiderations;

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i. Reviewofapplicableemergencyprocedures;
j. Applicablestandardcallouts;and
k. Coldtemperaturecorrection(Altitude).
Priortotheactualreviewoftheapproachplatedata,thecrewwillbrief
anySpecialconsiderationsincluding:
Abnormalaircraftconfigurationandspeeds
Anticipatedbleedsettings
MELprocedures
Weatherconcerns
NOTAMs
Approachplatecautions
Foreithertypeofapproach(i.e.visualorinstrument),thePFwillstate
whethertheapproachwillbecoupledorflownmanually.
Whethertheapproachisvisualorinstrument,theapplicableapproach
platemustbepositionedeitheronthecontrolcolumnorchartholder
foreaseofreference.
Duringvisualapproaches,alltheavailablenavaidswillbeusedandset
asdirectedbytheassociatedpublishedapproach.

7.3.1 InstrumentApproachBriefing
ThePFwilltransfercontroloftheaircrafttothePNFbycallingYOUR
CONTROL.ThePFwillthensetandidentifyhis/hernavigationaidsand
verballybrieftheapproach.
Theitemstobeincludedinthebriefingare:
Dateofapproachplateandplatenumberandairportname
Typeofapproach.
Briefingstrip
Planview
Profile
Minimums
Airportdiagram

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Note:Ifforanyreasonthetypeorminimumsoftheapproachchange,
(e.g.ILSLOC),theapproachmustberebriefed.Iftimedoesnotpermit
therebrief,theapproachmustbediscontinued.
7.3.1.1 Abbreviatedbriefing
An abbreviated briefing may be applied if both crew members are
familiarwiththeplannedarrival,approach,missedapproachandtaxiin
procedure.
Evenforthistypeofbrief,atleastthebriefingstripmustbebriefed.
7.3.2 VisualApproach
BriefthebriefingstripandanyapplicableitemssuchasPatternaltitude
andentryprocedure.

7.4 SPEEDSETTINGANDWINDCORRECTION
7.4.1 ApproachSpeed
TheASIinternalbugshouldbesettothetargetapproachspeed(Vref
+5kt+gustfactor)andtheexternalbugssettoVref,Vref+20,VFTOand
VER.
7.4.2 MinimumManeuveringSpeeds

Therecommendedminimummaneuveringspeedsintheapproachand
landingpatternbasedonVREFfor33deg.Flapareasfollows:

Flapsetting Minimummaneuveringspeed
0deg. VFTO +10kt
18deg. VREF33 +30kt
24deg. VREF33 +20kt
30/33deg. VREF33 +10kt


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Check the FMS to determine the landing weight and select the
applicablespeedcardroundingtheweighttothenexthighest.
7.4.3ThresholdcrossingSpeed
The threshold speed will be the VREF taken from the speed card and
correctedforicingasapplicable.
TheGUSTcorrectionwillbecalculatedbytakingonehalfthereported
gusts or 10 knot whichever is lower. If airframe ice is indicated by
accumulationontheedgesofthewindscreenorwiper,anadditional7
knots to the target threshold speed is recommended , Therefore, the
maximumtargetthresholdspeedthatcanbesetintheASIinternalbug
isVREF+14knots.

7.4.4 VFTO
SetVFTOtotheapplicableVFTOspeed.
Note:SpeedsinexcessofVREF+7requireaLDApenaltyequalto2%per
knotaboveVREF+7.

7.5 LANDINGFLAPSETTING
The recommended flap setting for landing is flap 33. Flap 24
landingisalsonormalifflap24modificationisfitted.
Withtwoenginesinoperativeflap24isrecommended.
Approachprecaution,incaseofwindshear,use24offlapforlanding
providedthattherunwaylengthissufficient.

7.6 AIRBRAKE
The air brake should remain deployed at 100 ft above touchdown. In
twoenginefailureitwillbedeployedafterlandingisassured.


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7.7 APPROACHINITIATION
Beforeinterceptingthefinalapproachtrack:
Thenavigationaidsmustbetunedandidentified.
For ILS and VOR approaches, the VHF NAV inbound
coursesmustbeset.
WithbothVHFNAVsserviceable,theNAVselectorshould
beatSPLIT.
The DBI pointers should be set as required for the
approach.

Maximum allowable LOC intercept angle is 90 deg. Our SOP
recommendsmaximumangleof45deg.
Earlystabilizationinspeed/powerandaircraftconfiguration,especially
in low visibility conditions, is of great importance for a safe and
successfulapproach.
Note: Capture of GS for descent prior to LOC intercept is prohibited.

UseVStomaintaintherequiredrateuntilLOCcaptureisconfirmed.

GlideSlopeInterceptfromAbove
Normallytheglideslopeshouldbeinterceptedfrombelowforavoiding
pitfallssuchasfalseglideslopeintercept.
IncaseyourverticalprofileisaboveglidepathpriortoGSintercept,use
VSnotmorethan2000ftforinterceptingtheglidepathfromabove.


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7.8 PRECISION APPROACHES
7.8.1 PrecisionApproachCrewCoordinationProcedures(Expanded)
EVENT PF PNF
Cleared for the approach SelectsV/LonMSPandcalls:"LOCWHITE
(speed160,flaps18)and
within 90 (45) of final
approachcourse Calls"CHECKED"andverifiesselectionon
PFD.
Localizeralive/capture Calls"LOCALIZERALIVE"
Calls"CHECKED
WhentheFMAshowsLOCcaptured,calls:"LOC
GREEN,RUNWAYHEADINGSET
Calls"CHECKED"

SelectsGSmodeandCalls:"G/SWHITE
LevelatGSintercept Calls:"GLIDESLOPEALIVE
altitude/GSalive Responds"CHECKED"
1.5to1dotsbelowGS Callsfor"GEARDOWN" SelectsandcallsSPEEDCHECKED,GEAR
DOWN,3GREEN
0.5dotbelowGS Callsfor"FLAPS24,andreducetoVref33+20 Calls and selects SPEED CHECKED, FLAPS
(approachingGS kt(min145kt). 24.
intercept)
Glideslopecapture Calls"GSGREEN,MISSEDAPPALTSETAND
ARMED"(Checkmissedapproachnav) Calls:"CHECKED
AndcallsALTWHITE
FromGSintercepttoGS CallsFlAPS33,LANDINGCHECKLIST Calls and selects SPEED CHECKED, FLAPS
checkpoint Speedtargetapproachspeed 33.
Landingchecklistitems Completesthelandingchecklistitemsand
completed(priorto1000 verifieslandingclearance.
ft)
By1000ftAGL Calls AIR SUPPLY SET, LANDING
CHECKLISTCOMPLETED
1000feetAGL Calls:"1000

Responds"STABILIZED(GOAROUND)
100ft.aboveminimums Calls: "100 FEET TO MIN, IM HEADS UP "
RespondsCHECKED andsearchesforvisualrunwayreferences.

Atminimums(DA/H)with Calls"MINIMUMS
visualreference With approach lights in sight, calls
Calls"CONTINUE" "APPROACHLIGHTS

With runway in sight, calls " RUNWAY
Makes visual contact with runway and calls INSIGHTOCLOCK
"LANDING
Atminimums(DA/H)with Calls"MINIMUMS
novisualreference Calls"NOCONTACT
Calls GO AROUND and initiates the missed
approachprocedure.

By 100 ft. AGL and ThecaptainselectsandcallsAIRBRAKEOUT
landing
RespondsCHECKED

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Thelocalizermaybeinterceptedwithflaps0or18degrees,ifthe
intercept range is less than 10 N.M; it is recommended that the
interceptbemadewithflapsat18degrees.
Theaircraftshouldcrossthethresholdat50ftattargetthreshold
speed
TheGPWSwillgenerateaudioaltitudecuesthatmaybeusedas
referencesfortheapproachandlanding.

7.9 NONPRECISIONAPPROACHES
7.9.1 General
Automaticcontroloftheaircraftisrecommendedduringnonprecision
approachesusingVOR/LOCorHDGandV/Smodes.

ForVORandLOCapproaches,thePFmayuseROSEorARCmode.Itis
recommended that one of the pilots uses ARC mode from the final
approachtrackforWXavoidance.
BothpilotsmustusetheFD.

LNAVapproachesarenotpermittedinIMCcondition.


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7.9.2 NonPrecision(VOR/LOC/NDB)ApproachcrewcoordinationNormal
(Expanded)

EVENT PF PNF

Clearedfortheapproach SelectsV/L(VORorLOC)orHDG(NDB)
(speed 160, flaps 18) and within 90 onMSPandcalls:"VORWHITEor
(45)offinalapproachcourse. "LOCWHITE"orHDG"
Verifies selection on PFD and calls
"CHECKED"

Localizerorcoursealive/capture Calls"COURSEorLOCALIZERALIVE
Calls"CHECKED

When LOC or VOR captured, calls:
"LOC(VOR)GREEN,RWYHDGSET VerifiesonPFDandcallsCHECKED
ForNDBsetHDGaccordinglytoflythe
bearing.

3milesfromFAFordescentpoint(D Callsfor"GEARDOWN
point) Selects and calls SPEED CHECKED,
Or(2000feetAGLifnoFAF) GEARDOWN3GREEN
2milesfromFAFordescentpoint calls for "Flaps24" and reduces Vref
33+20kt.(min145kt). Callsandselects
SPEEDCHECKED,FlAPS24

1milefromFAFordescentpoint calls for: "Flaps33, LANDING
CHECKLIST"andreducestargetspeed Calls and selects SPEED CHECKED,
. FLAPS 33 and completes landing
checklist.
By1000ftAGL Calls AIR SUPPLY SET, LANDING
CHECKLISTCOMPLETED
1000feetAGL Calls:"1000,
Responds"STABILIZED
IfnotGOAROUND
100ft.aboveminimums Calls: "100 FEET TO MIN, IM HEADS
RespondsCHECKED UP " and searches for visual runway
referencesandtheapproachlights.
MDA+50(incaseofcontinuous Calls"MINIMUM
descent)orMDA With approach lights in sight, calls "
APPROACHLIGHTS
CallsCONTINUE
With runway in sight, calls "RUNWAY
INSIGHTOCLOCK
Makesvisualcontactwithrunwayand
calls"LANDING

AtMDA+50(incaseofcontinuous Calls"MINIMUM
descent)orMDAwithnovisual Calls"NOCONTACT
reference Calls GO AROUND and initiates the
missedapproachprocedure.
By100ft.AGLandlanding The captain selects and calls
AIRBRAKEOUT
RespondsCHECKED

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VOR/LOCapproachescanbeconductedusingHDGorVOR/LOC
modes.NotethattheV/LmodecanwanderdependingonVOR
positionandstrength.
UseVSmodetoflyyourselectedrateofdescent.(Theestimated
rate of descent is five times the ground speed on final on a
standard3glidepath).
When reaching the MDA, runway/approach lights not in sight or
notinapositiontocontinueastabledescendtoensurelandingin
thetouchdownzone,performaGoaround.
Incaseofagoaround,maintainfinalapproachtrackuntilMAP.

7.9.3 VisualDescentPoint(VDP)Calculation
Thevisualdescentpoint(VDP)isapointonthefinalapproachcourseof
anonprecisionstraightinapproachprocedurewhichanormaldescent
from the MDA to the runway touchdown point may be commenced,
providedvisualreferenceisestablished.
VDP is a location at the MDA where the airplane can be flown on
approximatelya3degreeglidepathtorunway.
TheVDPlocationisdefinedby:
DistancefromaVORDMEorLOCDME;or,
TimefromtheFAF.


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ForallNonPrecisionandVisualApproachesthatcannotbebackedup
by any means, a table allowing 300` above touchdown zone for every
mileoutfromthethresholdmustbepreparedbythePNFandreviewed
bythePFbeforeTopofDescent.
Thisisthecasewhen3pathisused,whileconsideringtheminimums
specifiedfortheapproachifany.
DuringdescenttoMDA
Monitor the raw data (V/S, course, distance, altitude) and call the
correct vertical profile for correct slope and track (i.e. at each
altitude/distancecheck);
Crosscheckandcallthealtitudedeviation;
Adjustverticalspeed,asrequired;and
callthenextfix(orDMEdistanceandcrossingaltitude).
Setthealtitudeselector(usuallythegoaroundaltitude).

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7.10 CIRCLINGAPPROACH
7.10.1 CirclingManeuver
Thefollowingrecommendationsapplytothecirclingmaneuver.
Usethenormalapproachprofilefortheapproachtobeused.
Fornormalor3engineconfigurations,thecirclingmaneuvershould
be flown with gear down, flaps 24, and speed 145. (The minimum
speedforflap24isVref33+20)
Alwayscircleatorabovethepublishedcirclingminimums.
When a choice of circling direction is available and crosswind
conditionspermit,circlewiththerunwayonthepilotflyings(PF)side.
Abankangleof30shouldneverbeexceeded.
Inacrosswinditispreferabletocircleonthedownwindside.
Because circling maneuvers are normally accomplished above the
publishedcirclingMDA,useoftheautopilotisatthepilotsdiscretion
providedtheautopilotlimitationsarenotexceeded.
TheAPmustnotbeusedinALTHoldbelow1000ftaal.
Our SOP recommends when runway is insight, turn to a heading,
tracking 45 away from runway heading in the direction of circling
maneuverfor45seconds(fromstartoftheturn).
Then fly a heading to track parallel to the runway and start timing
abeamthreshold(foreach100ftAGLuse3secondswhileconsidering
the wind effect i.e.; head or tail wind)

7.10.2 MissedApproachfromaCircle
If visual reference is lost while circling from an instrument approach,
the missed approach specified MUST be followed unless an alternate
procedure has been assigned by ATC. To become established on the
prescribed missed approach course, the pilot should make an initial
climbing turn toward the landing runway and continue the turn until
established on the missed approach course. Adherence to the

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procedurewillassurethatanaircraftwillremainwithinthecirclingand
missedapproachobstructionclearanceareas.

7.11 VISUALAPPROACH
7.11.1 VisualApproachCrewCoordinationProcedure(Expanded)
EVENT PF PNF
Abeamthresholdon Calls"GEARDOWN,START
downwind(1500ftAGL, TIME" Responds"GEARDOWN,
160ktswithflap18deg) TIMENOTED"**
(45secfor1500ft
downwindcorrectedfor
wind).
Startofturningbase Calls"FLAPS 24"
(verifiedbyelapsedtime) commenceturningtobase CallsandselectsSPEED
legreducingspeedVref33 CHECKED,FLAPS24
+20kt(min145kt).
Turningfinal Calls "FLAPS33,LANDING
CHECKLIST"andreduceto CallsandselectsSPEED
targetspeed. CHECKED,FLAPS33and
completeslanding
checklistandcalls
"LANDINGCHECKLIST
COMPLETED
By100ftAGLandlanding The captain selects and
callsAIRBRAKEOUT
RespondsCHECKED

Thespeedinturntofinalmustnotbeallowedtofallbelowminimum
maneuveringspeedfor33flap(Vref33+10kt)
**SPEEDCHECKED,GEARDOWN,3GREEN

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8. LANDING
Whenapproachingtherunwayreducespeedtocrossthethresholdat
VREF.
Duringthelandingflarereducethrusttoidle.
Aftertouchdown,retardthethrustleverstogroundidleandwhennose
gear touches the ground, select the airbrake lever to the LIFT SPLR
positionandcommencewheelbraking.Afirmpullisrequiredtomove
thethrustleversfromflighttogroundidleduetothemechanicalbulk.
For ease of operation, it is recommended that the lift spoilers are

alwaysselectedbythepilotinthelefthandseat.
The PNF should call SPOILER YELOW over GREEN when the spoiler
annunciatorarelit.
Should the speed be slightly below VREF 33 at the threshold, maintain

poweruntiltouchdowntocushionthelanding.Thetouchdownspeed
should be about 7 kt lower than the speed over the threshold. The
higherthegustfactor,thelowerthenoseattitudeattouchdown.The
touchdown point should be about 1000 ft past the threshold. If the
speed is slightly low at the threshold, retain thrust above flight idle
asrequiredtoarrestthespeeddecayandanysinkrate.
ItisessentialthatPNFchecksandcallsthestateofidlethrustandlift
spoilers.PFshouldbelookingoutsideatthisstage,soitisnotalways
evident to PF that the thrust levers are not at ground idle. Stopping
distanceissignificantlyincreasedwithouttheliftspoilers.PNFshould
retard the thrust levers to ground idle if PF does not achieve ground
idle at the first attempt. After nose wheel touchdown, the column
should not be moved significantly forward of neutral. Excessive

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forward movement of the column can result in "wheelbarrowing"
that is, both main wheels airborne. Rearward movement of the
column, once the spoilers are deployed, improves deceleration even
whenwheelbrakingisnotbeingapplied
Do not prolong the flare; a better stopping distance is achieved by

touching down a little fast rather than by floating down the runway
especiallywithtailwind.
AVOIDANCEOFTAILSTRIKEONBAe146300
PNFshouldcallATTITUDEwheneverpitchattitudeonPFDexceeds5
noseupduringthelastpartofapproachandlanding.
InresponsethePFshouldstoptheincreaseandadjustinpitchattitude
andconsideragoaroundifnecessary.
8.1 CROSSWIND LANDING
When landing in light crosswinds the Crab Technique should be used.
However,duetothehighwing,narrowwheeltrackand"springy"effect
of the trailing arm main landing gear it is essential that all drift is
removed before touchdown. If it is not, a skipping motion across the
runwaymayresult.
In strong crosswind (in excess of 10 kt) the upwind main landing gear
shouldtouchdownfirst.Therecommendedtechniqueis:
(a) Whenovertherunwayapplyasmallamountofintowindaileron
and sufficient opposing rudder deflection to stop the aircraft
drifting; this should result in the aircraft side slipping with 23
deg.ofbanktowardsthedirectionofthewind.
(b) Holdthisattitudeduringtheflareaimingtotouchdownfirmlyon
theintowindmainwheelswithintowindaileronapplied.Allow
the downwind wheel to lower to the ground maintaining into

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windrollcontrol.SelectGroundIdleandliftSpoilersandconfirm
correctdeployment.Applywheelbrakesasrequired.
(c) Fly the wings level on the ground by coarse use of roll control
and ensure that the intowind main wheels do not lift off the
ground. Progressive application of intowind roll control will be
requiredastheaircraftslowsdown.Atabout80ktlateralcontrol
(Aileron) should be handed over to the first officer and
directionalcontrolmustbemaintainedwiththetiller.

Landing in very gusty conditions the flying pilot may prefer, after
selecting thrust levers to Flight Idle, to use both hands on the control
hand wheel and call for the nonflying pilot to select Ground Idle and
Lift Spoiler. If this technique is used it should be briefed prior to
touchdown.
8.2 LANDINGONSLIPPERYAND/ORCONTAMINATEDRUNWAY
Ifpossibleavoidoperatingfromcontaminatedrunways.Ifyouhaveto
landonacontaminatedrunway,planandexecutetheapproachand
landingastoashortfieldlanding.Touchdownfirmlytoensurethe
wheels penetrate the contaminant. Maintain directional control by
gentle use of nose wheel steering and rudder, avoid large control
deflections.

8.3 SHORTFIELDLANDING
Ifthereisaneedtomakeashortfieldlanding,duringthefinalstageof
the approach extend the airbrakes and reduce the speed to cross the
thresholdatVREF33ataheightof50feet.Aimtotouchdowninthein
thefirst500feetoftherunway.Donotallowtheaircrafttofloat.select
ground idle, deploy lift spoilers and commence maximum wheel
braking.


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8.4 AFTERLANDING
Atnight,beforeleavingtherunway,puttheLANDING/TAXIlightswitch
toTAXIand,ifnecessary,usetherunwayexitlights.
Whentheaircrafthasvacatedtherunway,notbefore,theairbrakes
andliftspoilersshouldbeselectedIN.Whentheyarein,selectthe
flaps to up. When the flaps are up, complete the after Landing
Checklist
TheAPUsupplyingonepack(PACK1onodddaysandPACK2on
even days) in recirculation mode is normally used to condition the
aircraft. Consider using both packs in extreme temperature
conditions.IfAPUairisnotavailable,engineairandbothpacksmay
beused.
WhenCont.ignitionsarenolongerrequired,theymustbeturnedoff.
If engine iceprotection is no longer required, the ENG ANTICE
switches may be left ON, provided that the ambient
temperature is not much above 10C. Leaving the switches ON
avoidsanotherswitchingcycleintheShutdownChecks.
The generators remain on if the engines are to remain running. If
the engines are to be shut down, the associated generators are
selectedtoOFF/RESET.

8.5 SHUTDOWN
At the ramp, the Captain sets the parking brake and calls for the
ShutdownChecklist.
Once a day, an engine over speed shutdown is required. The
procedureisintheEngineandTMSOperationtopicoftheFCOM
(SystemsOperationchapter).
Onceaday,theACelectricaltransfercheckmusthecarriedout.The
procedure is in the Electrical System topic of the FCOM (Systems
Operationchapter).

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The engines must not be shut down until at least two minutes has
elapsedwiththeenginesbelowflightidle.Eachengineisshutdown
in turn. Monitor TGT and N2 during the engine run down. If the
engine does not shut down, pull the associated fire handle; If time
permits,triptheassociatedfireextinguishercircuitbreakersfirst.
It is important to confirm that each engine has properly shutdown
beforeproceedingwiththechecklist.
The GALLEY switch should be selected ON if APU Air is available,
otherwisetheswitchshouldbeleftatSHEDuntilitisconfirmedthat
thecoffeemakersareoff.
If the APU GEN is not available keep engine 4 running until EXT
AC is available. If practicable, give the ground handling agency
advancenoticeoftherequirementforaGPU.
Atnight,ifneithertheAPUnoraGPUisavailable:
Keepengine4runningtosupplypowerduringdisembarkation.
Coordinate the disembarkation with ground personnel so that the
runningengineisnotahazardtopassengersorgroundpersonnel.
Indaylight,disembarkasaboveorunderbatterypower.
IftheshutdownismadewithouttheAPUgeneratororexternalAC,
use the combined Shutdown and Leaving Aircraft checklist in the
FDH.
8.6 BRAKEFANS
During turnarounds, keep the brake fans running at brake
temperaturesabove100C.Theminimum cooling period on chocks
with all brake fans operative, is five minutes. If the brakes have
beencooledonchockswiththebrakefansrunningfor15minutes
or more, the maximum brake temperature at takeoff is 300C. There
arerestrictionsif;
Thecoolingperiodislessthan15minutes.
Anybrakefanisinoperative.

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Abraketemperatureindicatorisinoperative.
The restrictions and brake cooling graphs are given in Landing
Gear topic of the Systems Operation chapter. Simplified brake
coolingtablesaregivenintheFDH.
Afterthelastflightoftheday,leavethebrakefansrunninguntilthe
braketemperaturesarcbelow300C.
8.7 FLIGHTDECKTIDYUP
It is a good idea to tidy up the flight deck so that the previous

flights data is not erroneously used for the next departure. The
recommendedchecksare:
TurnbothFDswitchestooff.
SettheALTSELtozero.
Squeezethespeedbugstogether.
Setthealtimeterbugsto12o'clock.
Resettheclocks.
LeavetheTMSTREFsettingattheambienttemperature.
Zerotheflowmeters.Setthetranspondercodeto0000.
Closethespeedbugcards.
Completeandfiletherequiredpaperwork.
8.8 LEAVINGAIRCRAFT
The Leaving Aircraft Checklist must be completed if the crew leaves

theaircraftunlessitishandedovertothenextcreworacompetent
groundengineer.
If the aircraft is left powered from external AC and the APU is not
running,thebatteriesshouldbeselectedoff.(BattoverHeat)

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The aircraft must not be left unattended with the APU operating.
When the APU is running, the batteries must be on. (APU fire
extinguisher)
Pipeheater/drainmastcircuitbreakersmustbetrippediftheaircraft
istobeleftformorethantwohours.
TheAPUshouldalwaysbeshutdownwiththeAPUAIRselectedOFF
To shut down the APU on the ground press the APU OVSPD button
and:
For a Garrett APU, as the APU shuts down, check that the APU
OIL LO PRESS annunciator lights and then select the START/STOP
switchtoSTOP.
For a Sundstrand APU, as the APU shuts down check that the
AUTO SHUTDOWN annunciator illuminates and then select the
START/STOPswitchtoSTOP.
Shutting down the APU using the OVSPD test after the APU AIR is
switched OFF, reduces the chance of APU oil contaminating the air
conditioningsystem.
Turning main power off before turning the CABIN EMERG lights
OFF will cause the emergency lights to illuminate. The EMERG LTS
ON annunciator will be illuminated. With just the aircraft battery
poweringtheaircraft,itisnecessarytoputtheSTARTMASTERtoON
toturnoffthecabinemergencylights.
A quick check of the overhead panel and the CWP for unwanted
annunciatorbeforeleavingtheFlightdeckcansaveembarrassment
inthefuture.

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9. GOAROUNDANDREJECTEDLANDING

9.1 GOAROUND
The following procedure is recommended to carry out a missed
approachandgoaroundfromeitheravisualorinstrumentapproach.
Thesameprocedurecanbefollowedforarejectedlandingatanystage
priortotouchdown.

1 Confirm/selectTMStoDISC.
2 Advance thrust levers to N1 GA. Take care in high ambient
temperaturesasitiseasytoexceedN1GAintheseconditions.
3 Smoothly rotate the aircraft nose up to an initial 10 deg. pitch
attitude,whilstselectingFDtoGAifrequired.
4 Callforflap24(18)deg.ThePNFshouldselectflap24/18(atmin
VREF+5).
5 SelectairbrakeIN.(Iftheairbrakehastobeselectedinduringa
goarounditisrecommendedthattheselectionalwaysbemade
bythepilotinthelefthandseat).
6 When a positive climb is established, call GEAR UP. The PNF
selectsthegearup.
7 Climb away through missed approach acceleration altitude at a
minimumspeedofVREF33+5kts.(VREF33+5ktsisclosetoV2
for24deg.Flap).
8 CallSELECTHDG.
9 Ataccelerationaltitude,andatminimumspeedofVREF+20kts,
select 18 deg flap, reduce the pitch attitude slightly and
accelerateinclimbtoVFTOandselect0degflapifrequired.
10 It is recommended that 18 deg flap be retained for repeated
instrument and visual approach. If the missed approach is to a
hold,ordiversion,select0degflap.

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GAcanbedisengagedby:
PressingeitherSYNCbutton,
EngagingtheAP,
SelectingtheIASmode,
CapturingALTfromALTARM,
SwitchingbothFDbarsswitchesoff.

9.2 MISSED APPROACH OR REJECTED LANDING CREW
COORDINATIONPROCEDURES(EXPANDED)

EVENT PF PNF
Atmissedapproachpoint InitiateGAbyadvancingthe
thrust levers to N1 GA and Confirms GA MAX thrust is
pressing TMS DISCS Select set, airbrake is in and
airbrake in and rotate responds GA SET, FLAPS
smoothlytoFDbars.Call 24
"GOAROUND,FLAPSAIR
BRAKEIN
AtVREF+5 Calls"FLAPS24"
Forrejectedlandingonly Calls and selects SPEED
CHECKED,FLAPS24
When positively clear from Whenachieved,calls
ground (Increase altimeter, "POSITIVECLIMB
radioalt,positivev/s) Calls"GEARUP"
Selects gear up and when lights
extinguished, calls GEAR UP,
NOLIGHT.
Atflapretractionaltitude Accelerates and through
Vref + 20 and calls FLAPS Calls and selects SPEED
18" CHECKED,FLAPS18

At(through)VFTO Calls"FLAPSZERO "
Callsandselects
SPEED CHECKED, FLAPS
ZERO

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Withflapszero Calls" FLAPSZERO
Reduces to climb power
and calls "SET CLIMB Selects climb thrust and
THRUST, AFTER TAKEOFF calls CLIMB SET and
CHECKLIST"andaccelerates completesthechecklistand
todesiredspeed. calls AFTER TAKEOFF
CHECKLISTCOMPLETED

Notes:
In the event an engine failure occurs on the GA, follow the
sequence as found in the Emergency / Abnormal at the point at
whichitoccurs.
To assist the PF, the PNF should restate the missed approach
when practicable and call the reference speeds as required, i.e.
whentheappropriateactionisnotcalledfor.
Depending on workload, the PF may request the PNF to set
his/herNAV,CRSandNDforthemissedapproach.
Theautopilotmaybeengagedatorabove300ft.

9.3 REJECTEDLANDING
Therejectedlandingprocedureissimilartothegoaround procedure,
except that the maneuver begins with the thrust lever at or near idle
andbelow50ft.
Payspecialattentiontothefollowingaspects:
Setsthepitchattitudesoastoarrestsink.
During thrust applications devote attention to pitch attitude
control.
Donotrotatetoaclimbattitudeuntilthespeedisaminimumof
Vref33+5speedandthencallforflap24.
Possible touching of the main gears should be expected, as it
takesafewsecondsfortheenginestospoolup.

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Do not command "GEAR UP" until a positive rate of climb has
beenestablished

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10. ENGINEOUTOPERATION
10.1 ENGINE(FIRE,DAMAGE,FAILURE)MEMORYITEMS
CREWCOORDINATION(EXPANDED)
PF(pilotflying) PNF(pilotnonflying)
NoENGINE(FIRE,DAMAGE,FAILURE)

Confirms correct engine and calls
"CONFIRMED" NoTHRUSTLEVER"

Movesrelevantthrustlevertoidleandthenselects
CONFIRMED fuelOff.

Pulls relevant fire handle to detent and calls " No
WHITEOVERRED

Twist and pulls fire handle to full extent and
ChecksMWSandcalls"CONFIRMED" performsthenecessaryactionsforthecondition
AndcallsMEMORYITEMSCOMPLETED

Ifenginedamageissuspected(andincaseoffire)rotatethefire
handletodischargeEXT1.
IfENGEXT#1annunciatorisnotlit,rotatethehandletoEXT2.
Ifthefirecaptionstilllitafter30secs,rotatehandletoEXT2.

10.2 ENGINE(FIRE,DAMAGE,FAILURE)BEFOREV1
Rejectthetakeoff.(ForREJECTEDTAKEOFFprocedurereferstochapter
3.6ofSOP.

10.3 ENGINE(FIRE,DAMAGE,FAILURE)DURINGTAKEOFFAFTERV1
IfanoperatingenginefailsafterV1,opposetheasymmetrybyrudder.
KeepthespeedatoraboveV2.Continuetheclimbtotheacceleration

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altitude,thencommencealevelaccelerationthroughthestandardflap
retractionairspeedscheduletothefinaltakeoffclimbspeed.(VFTO).
ContinuetheclimbatVFTOto1500ftabovetheairfield.Reducepower
to MCT when VFTO has been reached and flaps are zero or after 5
minutesfromstartoftakeoffrolliflater.AcceleratetoVER(VFTO+10)
fortheclimbabove1500ftabovetheairfield.
Ifacloseinemergencyturnisrequiredforterrainavoidance,maintain
V2 and the take off flap setting and, restrict the angle of bank to 15
deg.
IfanenginefailsbeforeV2flyatV2,butifanenginefailsafterV2the
existingspeedwillbemaintained.
Use of AP during engine failure after V1 is strongly recommended to
reduceworkloadandincreaseSituationalAwareness.

10.3.1Engine(Fire,Damage,Failure)DuringTakeOffafterV1CrewCoordination
Procedure(Expanded)Flaps18Takeoff
EVENT PF PNF

AtV1 Calls"V1
Places both hands on the control
columnatV1.
Calls"ROTATE
Rotates smoothly at approx. 3
AtVR deg/sectoestablishrequiredpitch
attitude to achieve V2. Do not
exceed20pitchupattitude.
When positively clear from Checks MWP, cancels warning
ground(+ altimeter, v/s and and
radioaltimeter) when achieved, calls "POSITIVE
CLIMB
Calls"GEARUP"
Selectsgearupandwhenlights
extinguished, calls GEAR UP,
NO LIGHT and clearly states
themalfunction.

At400ftAGL Call:"ENGAGEAUTOPILOT
Calls: CallsAPENGAGED

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AUTOPILOTGREEN,.MEMORY
ITEM Accomplish memory items and
calls
..MEMORY ITEMS
COMPLETED

Ataccelerationaltitude Calls ACCELERATION
SetsALTHOLD,acceleratesinlevel ALTITUDE
flightto"VFTO"
ATVFTO Call"FLAPSZERO Responds "SPEED CHECKED,
FLAPS ZERO" and selects the
flaps to zero and when flaps
indicatezerousingflapindictor,
Calls SET MCT (5 minute point), Calls"FLAPSZERO"
whenabove1500feetAGLorMSA
whichever is higher, accelerates Respondsandselects"MCT
toVER(VFTO+10)
Withmemoryitemscomplete Call for the AFTER TAKEOFF
andabovesettingsmade CHECKLIST Completes the after take off
check and calls " AFTER
TAKEOFF CHECKLIST
COMPLETED"
WithAfterTakeoffChecklist Call for ENGINE FAILURE
complete CHECKLIST Completes the applicable
checklistandcall
ENGINE FAILURE CHECKLIST
COMPLETED

Forflaps24and30takeoffs,flapretractionshouldbeperformed
according to the procedure outlined on the FCOM and at the
appropriatespeedsasfollows:
If a flap 30 takeoff, at V2+10, set "Flaps 24" and At V2+20, set
"Flaps18".
Ifaflap24takeoff,atV2+10,set"Flaps18".
Itispreferredtomaintainrunwayheadingwhendealingwithan
engine failure. However, if ATC requests a turn prior to the
acceleration altitude, restrict the angle of bank to 15 prior to
initiatingtheturn.

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To avoid unnecessary distraction, the PNF should note the
malfunction and cancel audible warnings as soon as possible.
StatethemalfunctiontothePFaftergearupselection.
MaintainV2orthespeedatwhichenginefailureoccursifhigher.
The speed should not exceed V2+ 10 until the flap retraction
altitudeisreached
Once clear of obstacles and above 1500 ft AGL, speed can be
adjustedasrequiredbutnotbelowVER.
Duringthetakeoffphase,afterpassingV1:
ThecommandMEMORYITEMSshallinprinciplebegivenafter
passing400ftHATwhenthegearhasbeenselectedupandasafe
climbisassured.
The command "EMERGENCY CHECKLIST" shall be given when
clearofobstacles.

ThePNFwillregularlymonitorthetimeduringtheprocedure.As
soonasthefireindicationisoutorEXTNo.2hasbeendischarged
attheendofthe30seconds,callMEMORYITEMSCOMPLETED
".Accelerationandflapretractionshouldbeaccomplishedduring
themonitoringperiod.
Reducing power to MCT may be accomplished when VFTO has
beenreachedandflapsareup,orafter5minutesfromthestart
oftakeoffrolliflater

10.4 ONEENGINEOUT(ENROUTE,CLIMB,CRUISE,DESCENT)

10.4.1 DriftdownProcedure
CompletetheENGINEFAILUREchecklist.
SetMCTontheTMS
AdjustthrustleverstoextinguishTMStrimarrows.
SetthealtitudeselectorontheMSPtothetargetaltitude.

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Checkterrainclearance(MSA,MEA)
SelectIASontheMSPatVER+20ktsaboveFL270orVERbelowFL270
Checkfuelstatus.
Note:Thisprocedureisonlytobeusedwhenterrainisatorabovethe
3or2engineoperationalaltitudes.
Withtwoenginesinoperative,LANDASSOONASPOSSIBLE.

10.5 THREEENGINEMISSEDAPPROACH
Three engine missed approach is the same as 4 engine missed
approach.Itisessentialinthreeenginegoaroundtomaintainbalanced
andcoordinatedflightbytheuseofrudderandnottingthepositionof
slipball.

10.6 ENGINEFAILUREDURINGAPPROACH
IfanenginefailsaboveDAduringtheapproachthepilothastheoption
of going around, carrying out the appropriate failure drills and re
positioning for a further approach, or continuing the approach. The
approachmaynormallybesafelycontinuedfollowinganenginefailure
onanallenginesapproachandafterasecondenginefailureonathree
engineapproach,usingthefollowingrecommendedprocedures.

10.6.1 EngineFailureonaAllEngineApproach
Continue the approach using the normal recommended procedures.
The autopilot may be kept engaged. Increase power if necessary to
maintain the recommended speed for configuration and keep the slip
ballcenteredwithrudder.

Carryouttheappropriateengineshutdowndrill.
If the failure occurs below 500 ft above touchdown it is prudent to
delayshuttingdowntheengineuntilafterlanding.

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10.6.2 SecondEngineFailureonaThreeEnginesApproach
Therecommendedprocedureforcontinuingtheapproachdependson
thestagewhenthefailureoccurs.

10.6.3 Before33Deg.Flaphasbeenselected
Retain24deg.flaps.
Increasepowerontheengines,keepingtheslipballcenteredwith
rudder,tomaintainVREF33+20kt(120ktminimumiftwoengines
havefailedonthesameside).
PressGPWSFLAPWARNOVRDbutton(24buttoniffitted)
RebugtheCSItoVREF24iftimepermits,andflytheapproachat
minimumVREF24+5kt.
AimtocrossthethresholdatVREF24(VREF33+11).

10.6.4 After 33 Deg. Flap has been selected, Above 500 ft Above
Touchdown
Select24deg.flaps.
Increasepowerontheliveengines,keepingtheslipballcentered
withrudder,aimingtostabilizethespeedatVREF33+20kt(120kt
minimumiftwoengineshavefailedonthesameside).
AimtocrossthethresholdatVREF33+11kt(VREF24).
PressGPWSFLAPWARNOVRDbutton.(24buttoniffitted)
RebugtheCSItoVREF24iftimepermits,andflytheapproachat
minimumVREF24+5kt.

10.6.5 below500ftaboveTouchdown
Maintainthelandingconfiguration.
Inthiscase,33deg.flapswillalmostcertainlyhavebeenselected.
Increase power carefully on the live engines, keeping the slip ball
centeredwithrudder,aimingtostabilizethespeedatVREF33+5kt.

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In all cases carry out the appropriate engine failure drills at a safe
height (above 500 ft AGL). If the failure occurs at a late stage of the
approach it is prudent to delay shutting down the engine until after
landing.

10.7 TWOENGINESINOPERATIVE

10.7.1 TwoengineInopApproachandLanding
Twoenginesinoperativelandingiscarriedoutat24deg.flap.
PressGPWSFLAPWARNOVRDbutton.(24buttoniffitted)
Determineandbugthetargetapproachandthresholdspeedsfor
24deg.flap.
BugVFTOandGAN1.
Whenestablishedonfinalapproachwithlandinggeardownand
24deg.Flapreducetotargetspeed(VREF24+5kt).
With two engines inoperative on the same side do not reduce
below120knotsuntillandingisassured.
Airbrakemaybeusedwhenlandingassured.
Aftertouchdowncontinuewithnormalprocedures.

10.7.2 TwoengineInopMissedApproachandGoAround
Findthemaximumweightforgoaroundwithtwoenginesinoperative
from the Abnormal and Emergency Checklist under the prevailing
conditions of weight, altitude and temperature (WAT). Note that the
ENGAIRswitchesmustbeselectedOFFbeforecommencingamissed
approach.

Ifthedecisionismadetocarryoutamissedapproachandgoaround:
AdvancethethrustleversoftheliveenginestogivegoaroundN1
andsmoothlyrotatetheaircraftnoseuptoaninitial10deg.pitch
attitude.

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Select18deg.flapsandcheckairbrakeIN.
Whennolongerdescending,selectlandinggearUP.
Adjustthepitchattitudetoclimbatnotlessthan120knotsor
VREF24+5ktwhicheverishigher.
Atflapretractionheight(min400ftAGL)accelerateinlevelflight
toVFTOandselect0degflap.

Note that gear and flap retraction times may be increased if both
inboardenginesareinoperative.


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11. CRITICALFLIGHTCONDITIONS

11.1 TAWSANDGROUNDPROXIMITYWARNING
Thesystemgeneratescautions(amber)andwarnings(red).
Cautionorambersignalsrequireimmediateflightpathcorrection.
Warning(red)signalsrequireimmediaterecoveryprocedure.
DuringnightorIMCcondition,applytheprocedureimmediately.
During day light VMC condition, with terrain and obstacle clearly in
sight,thealertmaybeconsideredcautionary.
Takepositivecorrectiveactionuntilthealertceases.

When EGPWS cautions and warnings are generated, immediate and
positiveresponseisrequiredbytheflightcrew.
WARNING: PULL UP WARNINGS MAY PROVIDE THE LAST EFFORT TO
SAVETHEAIRCRAFT.DONOTHESITATE.
11.1.1 GroundProximityWarning
11.1.2 PULLUPWarningProcedure
PF PNF

Simultaneously:
DisconnectstheAP, Ensures that MAX thrust is set and
Pullup. airbrakeisin.

Thrustleversfullyforward,
TMSDISCand Monitor and call out airspeeds and
Airbrake IN and calls "MAX vertical path information (VSI,
THRUST,AIRBRAKEIN altimeter, RA) as required assisting
the PF in maintaining a positive
verticalpath.
Warning:
Alwaysrespectthestickshaker.

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Notes:
1. The pull should always be smoothly but quickly increase the
attitude toward 25. At certain combinations of speed,
configuration and weight, an abrupt pull up may cause a
temporary g stall. If this occurs, relax back pressure slightly to
relieveanystickshakerorstickpush.
2. Rollingthewingslevelwillimprovetheclimbperformance,unless
thepilotdetermines,basedonavailableinformation,thatturning
in addition to the vertical escape maneuver is a safer course of
action.
3. ThePNFshouldselecttheFDsofftoavoidmisleadingcues.
4. AfterthePULLUPwarningceases,continueclimbuntilatleast
minimumsafealtitude.AdviseATCoftheclimbandnewaltitude
orlevel.

11.1.3 Ground Proximity Terrain Cautions TERRAIN, TERRAIN
orTOOLOWTERRAINorTERRAINAHEAD
PF PNF

DisconnecttheAP
Stop descent and climb as
necessary Monitor Check visual cues, TAWS
Adjusttheflightpathasnecessary. display and call out altimeter and RA
altitudesasrequired.

11.1.4 GroundProximityDONTSINKCaution
PF PNF
Adjust pitch attitude and thrust to
restorepositiverateofclimb MonitorandcalloutaltimeterandRA
altitudesasrequired.

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11.1.5 Ground Proximity SINK RATE, SINK RATE TOO LOW
GEARorTOOLOWFLAPSCaution
PF PNF
Performagoaround.
Monitor and make configuration
changesas
Requested.

11.1.6 GroundProximityGLIDESLOPECaution
PF PNF
OnanILSapproach:
Reestablish the glide slope or go Monitor
around

If intentionally below the glide
slope:
PresstheGRNDPROXlamp

11.1.7 GroundProximityBANKANGLECaution
PF PNF
Calls "CORRECTING" and
immediatelyreducesbankangle. Monitor

11.2 STALLRECOVERY

11.2.1 RecoveryatStallWarning
Standardrecoveryfromonsetofthestickshakeris:
Easethenosedown(about5fromthestallattitude)

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Simultaneouslymovethethrustleversforwardtoincreasethrust
(uptogoaroundN1)
Maintain wings level and only use rudder to keep the slip ball
center
Retracttheairbrake.
WhenIASincreases,smoothlyselectpitchforagentleclimb
If necessary raise the gear and flaps in accordance with the
normalgoaroundprofile.

11.2.2 RecoveryatStallIdentification
Standardrecoveryfromonsetofthestickpushis:
MovethethrustleversforwardtosetgoaroundN1.
Donotopposethestickpush,allowthepushertolowerthenose.
Maintain wings level and only use rudder to keep the slip ball
center.
Retracttheairbrake.
When IAS increases, smoothly select pitch for a gentle climb.
Smooth change of pitch attitude is required to prevent initiation
ofafurtherpush.
If necessary raise the gear and flaps in accordance with the
normalgoaroundprofile.

11.3 UnusualAttitudeRecovery(UpsetRecovery)

11.3.1 General
Recoveryfromanunusualattitudeisaccomplishedbyfirstrecognizing
theaircraftsattitude.Theaircraftcanthenbemaneuveredtorecover.
Pilots should be familiar with upset recovery procedures so as to be
abletoinitiatethemimmediatelyuponrecognition.


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11.4 WINDSHEARRECOVERY

11.4.1 WindshearRecognitionCriteria
Changesof:
Airspeedof15kt
Verticalspeedof500feetperminute
Pitchattitudeof5
Additionallyonapproach:
Onedotofglideslopedeviation
Anunusualthrustleverpositionheldforasignificantperiodof
time.

11.4.2 WindshearRecoveryTechnique(Memoryitems)
Thrustleversfullyforward
TMSdisconnect
Autopilotdisconnect
Pitch att. initially 12 & adjust as necessary but respect the stick
shaker
FDoff
Maintainwingslevel
Donotchangeconfiguration
Whenclearofwindshearandatsafealtitude,adjustpower,speed,and
config.Andflightpathasrequired.UseTMS,AP,andFDandreportthe
encountertoATCandentertheencounterinthetechnicallog.

11.4.3 TakeoffPrecaution
Delayyourtakeoff.
Do not use flexible thrust, and use maximum rated takeoff thrust; N1
REF.
Therecommendedflapsettingis18.

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Determine the RTOW maximum weight for takeoff and corresponding
VRfortheselectedrunway.
IftheVRfortheRTOWmaximumtakeoffweightisgreaterthanVRfor
actualtakeoffweight,usethemaximumtakeoffweightVRortheactual
takeoffweightVR+20kt,whicheverislower.
AttheincreasedVRrotatetothenormalinitialclimbattitude(approx.
10)andmaintainthisattitude.
If wind shear is encountered at or beyond the VR, do not attempt to
acceleratetotheincreasedVRbutrotatewithouthesitation.Innocase
shouldrotationbedelayedbeyond2000feetfromtheendofrunway.

11.4.4 ApproachPrecaution
Usethelongestrunway.
Use24forlanding(ifrunwaylengthissufficient)
Use an approach speed of not more than VREF+15 kt with the speed
overthethresholdofnotmorethanVREF+10kt.
Do not immediately compensate for speed increase with a thrust
reduction.
Usetheautopilottothemaximumextentpossible.
Ifnotstabilizedby1000feet,performaGoaround.

11.5 TRAFFICALERT&COLLISIONAVOIDANCESYSTEM(TCAS)

11.5.1 GroundOperation
TCAS should not be selected until just prior to takeoff and should be
deselectedimmediatelyafterclearingtherunwayonlanding.

11.5.2 Leveloff
UnnecessaryRAscanbeavoidedbyusingverticalspeedslessthan1500
ftperminuteinthelast1000fttotheassignedaltitude.


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11.5.3 TrafficAdvisory(TA)
The TA ONLY position may be manually selected to preclude
unnecessaryRAswhen:
Operatingintentionallyneartootheraircraft(i.e.parallelrunway
operations,lessthan2500ft.apart).
WhenperformancedoesnotallowamaneuverbasedonTCAS
(i.e.2enginesfailure)
WhenreceivingaTCASTA:
Attempttoachievevisualcontact
DonotmaneuveronaTAalone

Thepilotshouldnotinitiateevasivemaneuversusinginformationfrom
thetrafficdisplayonlyorfromthetrafficadvisory(TA)only.
However, while climbing or descending, modest changes in vertical
speed based on traffic display information are not considered evasive
maneuvering.

11.5.4 TCASResolutionAdvisory(RA)
The TCAS RA algorithms are based on the pilot initiating the first
maneuver within approximately 5 seconds and within approximately
2.5 seconds if an additional corrective RA, for example, increase or
reverse,isissued.
Compliance with a TCAS RA is necessary and has priority over ATC
instruction.

11.5.4.1 Procedure
WhenreceivingaTCASRA:
Autopilotdisconnect
FDoff(PFordersthePNFtoswitchoffbothFD,s)
ObeyTCASaudiocommands
ComplywithTCASRAinformationontheVSI

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Setthethrustasrequired
InformATCbycallingTCASRA

If a climb RA is issued with the aircraft in the landing configuration,
smoothly adjust pitch to satisfy the RA commands while performing a
normalgoaroundprocedure.
CLIMBRAshouldbecompliedwithevenathighaltitudes,evenifthat
aircraft performance might dictate a climb rate lower than that
requiredbytheRA.

11.5.4.2 ClearofConflict
A prompt return to the previous ATC clearance should be made after
theTCASmessageCLEAROFCONFLICTannouncedunlessATCissues
adifferentclearance.

11.6 TCASRAvsAIRCRAFTPERFORMANCE(STALLMARGIN)
Incertainconditions,theaircraftmaynothavesufficientperformance
to follow the TCAS command without flying into stick shaker. At all
times when responding to an RA, the stick shaker must be respected.
Conditionswhenthismayoccurinclude:
Bankanglegreaterthan15.
OneEngineInoperative(OEI).
Abnormalconfiguration;forexample,thelandinggearcannotbe
retracted.
Operationatairfieldsabove5300ftMSL.
OperationattemperaturegreaterthanISA+28C.
Speedsbelownormaloperatingspeeds
IfastallwarningoccursduringanRAmaneuver,immediatelyabandon
theRAmaneuverandexecutethestallrecoveryprocedure.


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11.7 FLIGHT WITH UNRELIABLE AIR SPEED INDICATION ON TAKEOFF
ANDONAPPROACH
Unreliable airspeed indications can result from blocking or freezing or
damagedPitot/staticsystem.
Adelayinrecognitioncouldresultinlossofairplanecontrol.
When the abnormal airspeed is recognized, immediately return the
airplanetothetargetattitudeandthrustsettingfortheflightregime.
GroundspeedinformationisavailablefromtheFMS,whichcanbeused
andcrosschecked.


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12. STANDARDCALLS

12.1 COMMUNICATIONSANDSTANDARDTERMS
Standard phraseology is essential to ensure effective crew
communication. The phraseology should be concise and exact. The
following chapter lists calls that should be used as standard. They
supplementthecalloutsidentifiedintheSOP.
These standard call outs are also designed to promote situational
awareness,andtoensurecrewunderstandingofsystemsandtheiruse
inlineoperation.

12.2 CHECKLISTCALLOUTS
"CHECK":acommandfortheotherpilottocheckanitem.
"CHECKED":aresponsethatanitemhasbeenchecked.
"CROSS CHECKED": a call verifying information from both pilot
stations
Ifachecklistneedstobeinterrupted,announce
"HOLDCHECKLISTAT.."
Andforcontinuation
"COUNTINUECHECKLISTAT."
Atthecompletionofachecklistannounce
"CHECKLISTCOMPLETED"
12.3 ACTIONSCOMMANDEDBYPF
The following commands do not necessarily initiate a change in a
guidance mode. The intent is to ensure clear, consistent, standard
communicationbetweencrewmembers.AllactionsmadeontheMSP
(MCP)mustbeverifiedonthePFD/ND.


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SET
The command "SET" means to use a knob to set a value, but not to
change a mode. SET is accomplished by only rotating the appropriate
selectionknob:
E.g.SETGOAROUNDALTITUDE,SETQNH..,SETALT,and
SETHDG.
E.g.existingmodeislateralmodeHDGof140degreesandanewHDG
of100degreesisrequired;commandis"SETHDG100".

ENGAGE
The command "ENGAGE" means to PUSH the specified button or set
the specified lever or switch to "ON" that causes an immediate mode
change.
E.g.ENGAGEAutoPilot,ENGAGEA/THR

ARM
Thecommand"ARM"meanstoarmasystem.
E.g.ARMLOC,ARMGS,ARMCOURSE,ARMALT

SELECT
The command SELECT means to use a MSP/MCP button to activate a
mode.
SELECTHDG,SELECTALT,SELECTV/S,SELECTIAS(MACH)

ALTITUDE
PNF calls ONE TO GO passing 1000 ft before the cleared altitude or
FL,andisacknowledgedbythePFcalling"CHECKED,ALTWHITE

SET..(ALTITUDE)andARM

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When Auto Pilot is engaged, PF will select altitude and arms the ALT
then calls e.g. 9000 ft set and armed and when the value is correct
thePNFrespondswithCHECKEDandthenPFcallsALTWHITE
WhenAutoPilotisnotengaged,thePFordersSETandARMand
thePNFsetsthevalue.ThenthePFchecksthecorrectvalueandcalls
CHECKED,ALTWHITE
12.4 FLIGHT PARAMETERS
PNF will make callouts for the following conditions during final
approach. Attitude callouts are also to bemade through approach to
landing.
EVENT PNF PF
duringapproachwhenspeedbecomeslessthanV SPEED CORRECTING
app5ormorethanVapp+10
Whentheapplicablemaximummaneuveringbank BANK CORRECTING
limitisexceeded
When the speed deviates more than +10/5 kt SPEEDHIGH/LOW CORRECTING
from the correct value in case accurate speed
controlisessential
During final approach, when the rate of descent SINKRATE CORRECTING
exceeds 1000 ft/min. when below 1000 agl.
Response
OnethousandfeetaboveTDZE ONETHOUSAND CHECKED
Onethousandfeetfromclearedaltitude ONETOGO CHECKED,ALTWHITE
Ataltitudecheckpoint ftHIGH(LOW) CORRECTING
Whenlargepitcherrorsappear PITCH CORRECTING
wheneitherlocalizerdeviationis1/2dot LOC CORRECTING
wheneitherglideslopedeviationis1/2dot GLIDESLOPE CORRECTING
when greater than 1/2 dot (VOR) or 5 degrees COURSE CORRECTING
(ADF)
firstindicationofR.Aduringdescend/app RADIOALTALIVE CHECKED
withthefirstindicationofCDImovement COURSEALIVE CHECKED
withthefirstindicationofCDImovement LOCALIZERALIVE CHECKED
withthefirstindicationofGSmovement GLIDESLOPEALIVE CHECKED


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12.5 PF/PNFDUTIESTRANSFER&TAKEOVER
Transfer of control is initiated by a command and followed by an
acknowledgment.
"IHAVECONTROL"iseitherthecommandthattheotherpilotis
to pass control and assume PNF duties; or the acknowledgment
bytheotherpilotthathe/shehasassumedPFduties.
"YOUHAVECONTROL"iseitherthecommandthattheotherpilot
istotakecontrolandassumePFduties;ortheacknowledgment
bytheotherpilotthathehasassumedPNFduties.

12.6 ABNORMALANDEMERGENCYCALLOUTS
"MEMORYITEMSCOMPLETED"istheannouncementbythePNF
thatallAPPLICABLEACTIONSbymemoryhavebeencompleted.
.. CHECKLIST COMPLETED and system status has been
reviewed.
ForthewrongidentificationthewordNEGATIVEmustbeused.
ShouldthePFrequireanactionfromthePNFduringAbnormalor
Emergency procedures, the order "STOP" will be used. When
readytoresumetheproceduretheorder/statement"CONTINUE"
willbeused.

12.7 SUMMARYFOREACHPHASES

EXTERNALPOWERDISCONNECTION
EVENT PF GROUNDMECHANIC
Initialgroundcontact GROUND(from)COCKPIT COCKPIT(from)GROUND
Externaldisconnection REMOVEEXTERNAL EXTERNALDISCONNECTED

FLIGHTDECKSAFETYCHECKLIST
first flight of the local day or when any FLIGHTDECKSAFETYCHECKLIST
flight deck maintenance has been FLIGHT DECK SAFETY CHECKLIST
performed CMPLETED

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PUSHBACK/ENGINESTART
EVENT COCKPIT Ground(pushbackofficer)
When ready for pushback , and GROUND (from) COCKPIT, READY FOR COCKPIT (from) GROUND , RELEASE
pushbackclearancereceivedfromATC PUSH PARKINGBRAKES
Startofpush BRAKESRELEASED,CLEAREDTOPUSH
Whenreadytostartengines CLEARTOSTART
CLEARTOSTART

Whenpushbackcompleted SETPARKINGBRAKES
BRAKESSET
Whenreadytodisconnect(afterengine CLEAR TO DISCONNECT (hand signals on DISCONNECTING (hand signals on
started,andparametersarestabilized) left/right) left/right)

ENGINESTART
EVENT PF GND
Whenstartupclearanceobtained READYTOSTART
CLEARTOSTART
Aspushingstartbutton STARTINGENGINE.
Whenfanstartstorotate ROTATION

AFTERSTART
All engines started and stabilized and AFTERSTARTCHECHLIST
GNDisdisconnected(Whenbothpilots AFTERSTARTCHECHLISTCOMPLETED
havecompletedtheirafterstartflow)

BEFORETAKEOFF
Whentaxiclearanceobtained CLEARLEFT(RIGHT)SIDE CLEARRIGHT(LEFT)SIDE
When starting to taxi and clear of SETFLAPS.,BEFORETAKEOFFCHECKLIST BEFORE TAKE OFF CHECKLIST
obstaclesandothertraffics COMPLETED

RUNWAYITEMS
Prior to entering onto the runway for FINALCLEAR,RUNWAYITEMCHECKLIST FINAL CLEAR , RUNWAY ITEM
takeoff( when cleared for line up and CHECKLISTCOMPLETED
waitorclearedfortakeoff)

TAKEOFF
PFadvancesthrustleversforT/O THRUSTSET,SPEEDALIVE
calls"80knots"
CaptainasPF:
At80kts CHECKED,MYCOLUMN

FirstOfficerasPF

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Thecaptainwillcall" CHECKED,YOUR
STEERING
Calls"MYSTEERING"
PilotFlying(PF) PilotnotFlying(PNF)
AtV1 V1

AtVR ROTATE

When positively clear from POSITIVECLIMB
ground(+ ALT, VS and radio GEARUP
altimeter) Selects gear up and when lights extinguished,
callsGEARUP,NOLIGHT
ACCELERATIONALTITUDE
ACCELERATING
AtAccelerationAltitude CHECKED
Ifaflaps30takeoff: FlAPS.
AtV2+10(20)call"FlAPS24"
Ifaflaps24takeoff:
"FLAPSZERO"
SPPEDCHECKED,FlAPSZERO

AtVFTO (VFTO+10ifexceeding15 FLAPSZERO
bank) "SETCLIMBTHRUST,AFTERTAKEOFF
CHECKLIST" CLIMB THRUST SET, AFTER TAKEOFF
CHECKLISTCOMPLETED
WhenVFTO+10achieved IASGREEN
CHECKED
At MSA or 10000 feet MSL PASSINGMSAor10000
(whicheverislower.) CHECKED
IASGREEN

CHECKED

GEARCONFIGURATION
EVENT PF PNF
Toretractthelandinggear GEARUP GEAR UP, NO LIGHT ( when lights are
extinguished)
Toextendthelandinggear GEARDOWN SPEEDCHECKED,GEARDOWN
3GREEN

REJECTEDTAKEOFF
Decisiontostop STOP,MYCONTROL
IDLE

Deceleration SPOILERS YELLOW OVER
GREEN
Checksbrakepressureandifno
pressure calls "NO BRAKE
PRESSURE
At80kts 80KNOTS


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informstheATC
STOPPING,STANDBY

After aircraft has come to a CABINCREWATYOURSTATION,ifevacuationisexpected.
complete stop and the park Whenevacuationisrequired:
brakeset EVACUATE,EVACUATEFROM..
Ifevacuationisnotrequired:
CABINCREW&PASSENGERREMAINSEATED

ALTIMETERSETTING

EVENT PF PNF
ThroughTransitionAltitude TRANSITIONALTITUDE
STD SET, INDICATING (FLIGHT
LEVEL) CHECKED, STD SET, INDICATING (FLIGHT
LEVEL).
CLIMBCHECKLIST
EVENT PF PNF
At 10000 feet AGLl or leveling cruise CLIMBCHECKLIST
bellowit CLMBCHECKLISTCOMLETED

CRUISE
EVENT PF PNF
Afterbeingstabilizedatcruisinglevel CRUISECHECKLIST
CRUISECHECKLISTCOMPLETED

DESCENT
EVENT PF PNF
Uponleavingthecruisealtitude(above DESCENTCHECKLIST
transitionlevel) DESCENTCHECKLISTCOMPLETE
ThroughtheTransitionLevel TRANSITIONLEVEL
(QNH)SET,INDICATING.FEET
CHECKED, (QNH). SET, INDICATING
..FEET

PRECISIONAPPROACH
EVENT PF PNF
Cleared for the approach LOCWHITE
(speed 160, flaps 18) and
within 90 (45) of final CHECKED
approachcourse.
Localizeralive/capture LOCALIZERALIVE
CHECKED When the FMA shows LOC
capture, LOC GREEN, SET RUNWAY
HEADING CHECKED,RUNWAYHEADINGSET

G/SWHITE
CHECKED
LevelatGSintercept GLIDESLOPEALIVE
altitude/GSalive CHECKED
1.5to1dotsbelowGS GEARDOWN

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SPEEDCHECKED,GEARDOWN
3GREEN
0.5dotbelowGS FlAPS24
(approachingGSintercept) SPEEDCHECKED,FLAPS24

Glideslopecapture GSGREEN,MISSEDAPPALTSETAND
ARMED(nav) CHECKED

ALTWHITE
FromGSintercepttoGS FLAPS33,LANDINGCHECKLIST
checkpoint SPEEDCHECKED,FlAPS33
Landingchecklistitems LANDINGCHECKLISTCOMPLETED
completed(priorto1000ft)
By1000ft AIRSUPPLYSET,LANDINGCHECKLISTCOMPLETED
1000feetAGL 1000FEET
STABILIZED (NOT STABILIZED, GO
AROUND)
100ft.aboveminimums 100FEETTOMIN,IMHEADSUP
CHECKED
At minimums (DA/H) with MINIMUMS
visualreference With approach lights in sight, calls "APPROACH
LIGHTS
CONTINUE
INSIGHTOCLOCK

LANDING
At minimums (DA/H) with MINIMUMS
novisualreference NOCONTACT
GOAROUND

By100ft.AGLandlanding ThecaptainselectsandcallsAIRBRAKE
OUT
CHECKED

NonPrecision(VOR/LOC/NDB)ApproachNormal
EVENT PF PNF

Clearedfortheapproach SelectsV/L(VORorLOC)orHDG(NDB)
(speed 160, flaps 18) and within onMSPandcalls:"VORWHITEor
90(45)offinalapproachcourse. "LOCWHITE"orHDG" CHECKED

Localizerorcoursealive/capture COURSEorLOCALIZERALIVE
CHECKED
WhenLOCorVORcaptured,LOC(VOR)
GREEN,RWYHDGSET
For NDB set HDG accordingly to fly the CHECKED,RUNWAYHEADINGSET
bearing.

3milesfromFAFordescentpoint(D GEARDOWN
point) SPEEDCHECKED,GEARDOWN
or(2000feetAGLifnoFAF) 3GREEN
2milesfromFAFordescentpoint FLAPS24


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SPPEDCHECKED,FlAPS24

1milefromFAFordescentpoint Flaps33,LANDINGCHECKLIST
SPEEDCHECKED,FLAPS33
by1000feetAGL AIRSUPPLYSET,LANDINGCHECKLIST
COMPLETED
1000feet STABILIZED (NOT STABILIZED, GO 1000feet
AROUND)
100ft.aboveminimums 100FEETTOMIN,IMHEADSUP
CHECKED
MDA+50(incaseofcontinuous MINIMUM
descent)orMDA With approach lights in sight, calls
"APPROACHLIGHTS
CONTINUE
LANDING INSIGHTOCLOCK

AtMDA+50(incaseofcontinuous MINIMUM
descent)orMDAwithnovisual NOCONTACT
reference GOAROUND

VISUALAPPROACH
EVENT PF PNF
Abeamthresholdondownwind(1500 GEARDOWN,STARTTIME
ftAGL,160ktswithflap18deg) SPEEDCHECKED,GEARDOWN
3GREEN

TIMENOTED
(45secfor1500ftcorrectedforwind).
Startofturningbase(verifiedby FLAPS24
elapsedtime) SPEEDCHECKED,FLAPS24
Turningfinal FLAPS33,LANDINGCHECKLIST SPEEDCHECKED,FLAPS33,
"LANDINGCHECKLISTCOMPLETED
By100ftAGLandlanding AIRBRAKEOUT
CHECKED

MISSEDAPPROACHORREJECTEDLANDING
EVENT PF PNF
Atmissedapproachpoint GOAROUND,FLAPSAIRBRAKEIN GASET,FLAPS
AtVREF+5(forrejectedlanding) FLAPS24 SPEEDCHECKED,FLAPS24
Positiverateofclimb POSITIVECLIMB
GEARUP
Selects gear up and when lights
extinguished, calls (GEAR UP, NO
LIGHT).
Ataccelerationaltitude FLAPS18
SPEEDCHECKED,FLAPS18

At(through)VFTO FLAPSZERO
SPEEDCHECKED,FLAPSZERO
Withflapszero FLAPSZERO
SET CLIMB THRUST, AFTER TAKEOFF
CHECKLIST CLIMB THRUST SET, AFTER TAKEOFF
CHECKLISTCOMPLETED

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AFTERLANDING
When clear of landing runway(not AFTERLANDINGCHECKLIST
before) AFERLANDINGCHECKLISTCOMPLETED

SHUTDOWNCHECKLIST
Attheramp,whenparkingbrakeset SHUTDOWNCHECKLIST
SHUTDOWNCHECKLISTCOMPLETED

LEAVINGAIRCRAFT
LEAVINGAIRCRAFTCHECKLIST
It must be completed if the crew LEAVING AIRCRAFT CHECKLIST
leaves the aircraft unless it is handed
over to the next crew or a competent COMPLETED
groundengineer.


Standard Operating CHAPTER 0
Procedures
BAe AVRO RJ100 Page1 Rev 01
OM PART E - 1 SOP SUP. Jan 5, 2014
PART 2
AVRO/ RJ
Normal Procedures
Table of Contents
2.1 General
A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1.1
B. Flight Deck Flows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1.1
C. Use Of Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1.1
D. Warnings, Cautions and Notes . . . . . . . . . . . . . . . . . . . . . . . 2.1.3
2.2 Preflight/Postflight Inspection
A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.1
B. Cabin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.1
C. Flight Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.2
D. Exterior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.2
2.3 Power Initialization Flow
A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.1
B. Power Initialization Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.2
C. Power Initialization Flow - Expanded . . . . . . . . . . . . . . . . . . 2.3.2
2.4 Acceptance Flow and Checklist
A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.1
B. Acceptance Flow - Captain . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4.2
C. Acceptance Flow - First Officer. . . . . . . . . . . . . . . . . . . . . . . 2.4.6
D. Acceptance Check - Abbreviated . . . . . . . . . . . . . . . . . . . . . 2.4.8
E. Acceptance Flow and Checklist - Expanded . . . . . . . . . . . . 2.4.9
2.5 Turnaround Flow and Checklist
A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.1
B. Turnaround Flow - Captain . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5.2
C. Turnaround Flow - First Officer . . . . . . . . . . . . . . . . . . . . . . . 2.5.3
D. Turnaround Checklist - Abbreviated . . . . . . . . . . . . . . . . . . . 2.5.4
E. Turnaround Check - Expanded. . . . . . . . . . . . . . . . . . . . . . . 2.5.4
2.6 Starting Engines Check
A. Starting Engines Flow - Captain . . . . . . . . . . . . . . . . . . . . . . 2.6.1
B. Starting Engines Flow - First Officer . . . . . . . . . . . . . . . . . . . 2.6.2
C. Starting Engines Check * . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6.3
D. Starting Engines Flow and Checklist - Expanded . . . . . . . . . 2.6.3
Operation manual Mahan Air 2012 all rights reserved

Procedures
2.7 After Start Flow and Checklist

A. After Start Flow - Captain . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7.1
B. After Start Flow - First Officer . . . . . . . . . . . . . . . . . . . . . . . . 2.7.2
C. After Start Check * - Abbreviated. . . . . . . . . . . . . . . . . . . . . . 2.7.3
D. After Start Flow and Checklist - Expanded . . . . . . . . . . . . . . 2.7.3
2.8 Before Takeoff Flow and Checklist
A. Before Takeoff Flow - Captain . . . . . . . . . . . . . . . . . . . . . . . . 2.8.1
B. Before Takeoff Flow - First Officer . . . . . . . . . . . . . . . . . . . . . 2.8.2
C. Before Takeoff Checklist * - Abbreviated . . . . . . . . . . . . . . . . 2.8.3
D. Before Takeoff Flow and Checklist - Expanded. . . . . . . . . . . 2.8.3
2.9 Runway Items Flow and Checklist
A. Runway Items Flow - Captain . . . . . . . . . . . . . . . . . . . . . . . . 2.9.1
B. Runway Items Flow - First Officer . . . . . . . . . . . . . . . . . . . . . 2.9.2
C. Runway Items Checklist - Abbreviated . . . . . . . . . . . . . . . . . 2.9.3
D. Runway Items Flow and Checklist - Expanded . . . . . . . . . . . 2.9.3
2.10 Normal Takeoff
A. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10.1
B. Normal Takeoff - Pictorial . . . . . . . . . . . . . . . . . . . . . . . . . . 2.10.3
C. Normal Takeoff - Expanded . . . . . . . . . . . . . . . . . . . . . . . . . 2.10.4
D. Takeoff In High Surface Wind . . . . . . . . . . . . . . . . . . . . . . . 2.10.6
E. Noise Abatement Takeoff Procedures . . . . . . . . . . . . . . . . . 2.10.6
F. Rolling Takeoff vs Standing Takeoff . . . . . . . . . . . . . . . . . . 2.10.6
2.11 After Takeoff Flow and Checklist
A. After Takeoff Flow - PNF . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.11.1
B. After Takeoff Checklist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.11.2
C. After Takeoff Flow and Checklist - Expanded . . . . . . . . . . . 2.11.2
2.12 Climb
A. Climb Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.12.1
B. Climb Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.12.2
2.13 Cruise
A. Cruise Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13.1
B. Cruise Checklist - Expanded . . . . . . . . . . . . . . . . . . . . . . . . 2.13.1
C. Cruise Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13.1
E. Enroute Fuel Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13.2
F. Holding. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13.2
G. RVSM Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13.2
H. Approach Briefing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.13.3

Procedures
.14 Descent
A. Descent Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.14.1
B. Descent Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.14.2
C. Descent Checklist - Expanded . . . . . . . . . . . . . . . . . . . . . . 2.14.2
2.15 Approach
A. Approach Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.15.1
B. Approach Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.15.1
C. Approach Checklist - Expanded . . . . . . . . . . . . . . . . . . . . . 2.15.1
D. Approach Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.15.5
E. Approach Profiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.15.6
2.16 Final Check
A. Final Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.16.1
B. Final Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.16.1
C. Final Checklist - Expanded . . . . . . . . . . . . . . . . . . . . . . . . . 2.16.1
2.17 After Landing Flow and Checklist
A. After Landing Flow - Captain . . . . . . . . . . . . . . . . . . . . . . . 2.17.1
B. After Landing Flow - First Officer . . . . . . . . . . . . . . . . . . . . 2.17.2
C. After Landing Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.17.3
D. After Landing Flow and Checklist - Expanded . . . . . . . . . . 2.17.3
2.18 Shutdown Flow and Checklist
A. Shutdown Flow - Captain . . . . . . . . . . . . . . . . . . . . . . . . . . 2.18.1
B. Shutdown Flow - First Officer . . . . . . . . . . . . . . . . . . . . . . . 2.18.2
C. * Shutdown Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.18.3
D. Shutdown Flow and Checklist - Expanded . . . . . . . . . . . . . 2.18.3
2.19 Termination Checklist
A. Termination Checklist * . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.19.1
B. Termination Checklist - Expanded . . . . . . . . . . . . . . . . . . . 2.19.1
2.20 Autoflight, MCP and GNS-X
A. Autoflight and MCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.20.1
B. Automation Selections . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.20.2
C. GNS-X Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.20.2
2.21 Standard Call Outs
A. Standard Enroute Call Outs . . . . . . . . . . . . . . . . . . . . . . . . 2.21.1
B. Two Communication Rule. . . . . . . . . . . . . . . . . . . . . . . . . . 2.21.1

Procedures
This Page Intentionally Left Blank

Procedures
2.1 GENERAL
A. Introduction
This Chapter provides guidance for normal aircraft operations and
handling, as well as an expanded version of the normal aircraft flows
and checklists. Included in these expanded sections are detailed
descriptions of system tests and procedures accomplished during
pre-flight and throughout a normal flight. They are designed to
enhance pilot standardization and flight deck safety. If an emergency
or operational restrictions make it necessary to slightly modify certain
aspects of a procedure, it must be briefed and acknowledged by both
pilots.
B. Flight Deck Flows

Flight deck flows are intended to provide a logical sequence of
accomplishing certain tasks from memory. It is important that flows
are completed accurately and in the designated order, since that
order may have certain implications with regard to the operation or
testing of some aircraft systems. All flow items are expanded upon to
provide detailed information on the selection or testing of each item.
C. Use Of Checklists
From a human factors point of view, the checklist is a vital interface
between the human and the aircraft. Pilots must have strong checklist
discipline. Checklists must be read and followed whenever called for
to ensure proper completion of required actions. The majority of
normal checklists are preceded by a flow. To prevent checklist
interruptions, these flows include required briefings and review of
special considerations. Items on a checklist must not be passed over
to be accomplished at a later time. If, for whatever reason, the flight
crew is interrupted while accomplishing a checklist, they will re-start
at the beginning of the checklist to verify that all items have been
covered. All checklist items are expanded upon to provide detailed
information on the selection or testing of that item.
The flows and checklists provide for specific crewmember duties. In
certain circumstances, where it is not possible for the specified
crewmember to perform the required action, it is acceptable for the
other crewmember to complete the action provided it is
acknowledged by the other crewmember.
The following symbols and phrases are used in association with the
flows and checklists to enhance functionality.
The first flight of the day Refers to the first flight in the
morning of the local day.
Last flight of the day Refers to the last flight in the
evening of the local day

Procedures
Items marked with an asterisk (*) are challenge and response items.
An asterisk preceding the TITLE of a checklist indicates that all items
on that checklist are challenge and response.
A dash (-) preceding a checklist item identifies it as a crew change
item, See Introduction on page 2.4.1 for additional guidance.
A triangle () preceding a checklist item identifies it as a delayed
start item. See Delayed Start Procedures on page 2.8.7.
There are three different types of challenge and response items:
First: The crewmember reading the checklist reads the item to
be accomplished and the other crewmember responds.
Second: The crewmember reading the checklist reads the item to
be accomplished and also states the response.
Third: The crewmember reading the checklist reads the item to
be accomplished and both crewmembers respond.
The pilot who is to accomplish the checklist item and make the
response will be indicated in the expanded checklist by the following
notations:
F First Officer
C Captain
B Both Pilots - Pilot reading the checklist responds last.
PF Pilot Flying
PNF Pilot Not Flying
Checklist responses enclosed in parentheses ( ) indicate alternate
responses where appropriate. e.g. On(Off)
A blank line ( _) in the checklist response indicates that an
associated value or quantity will be stated.
A line interrupting the sequence of items on a checklist indicates a
scheduled pause in the completion of the checklist. Upon reaching
this point, the First Officer will call _ _check to the line. When
ready to complete the checklist, the Captain will call below the line.
After all checklist items have been accomplished the checklist reader
will state check complete.

Procedures
D. Warnings, Cautions and Notes

The following definitions apply to Warnings, Cautions, and Notes
found in this manual.
WARNING: AN OPERATING PROCEDURE, TECHNIQUE,

ETC., WHICH WILL RESULT IN PERSONAL
INJURY OR LOSS OF LIFE IF NOT CAREFULLY
FOLLOWED.
CAUTION: AN OPERATING PROCEDURE, TECHNIQUE,

ETC., WHICH WILL RESULT IN DAMAGE TO
EQUIPMENT IF NOT CAREFULLY FOLLOWED.
Note: Any operating procedure, technique, etc., which is

considered essential to emphasize.

Procedures

Procedures
2.2 PREFLIGHT/POSTFLIGHT INSPECTION

A. Introduction
A preflight inspection will be accomplished prior to a crews first flight
of the day in each specific aircraft. The preflight will normally be
completed after the power initialization flow and system power is
established on the aircraft (see note on page 2.2.5 for the exception).
It includes a detailed inspection of the cabin, flight deck and aircraft
exterior. The exterior pre-flight inspection is normally the
responsibility of the First Officer but may be conducted by the
Captain at his/her discretion.
A walk around will be performed by a flight crewmember upon the
completion of each flight. Additionally, a walk-around inspection will
be performed after any external maintenance has been done on the
aircraft.
The emphasis of the walk-around inspection is on general aircraft
condition, including those items affected by normal wear (tires,
brakes, lights, etc.). Areas that may be affected by ground handling
or maintenance, such as fuel and inspection panels, gear pins and
the areas surrounding galley service and baggage doors, should also
be visually inspected.
Normally, the Captain will complete a postflight walk-around
inspection after the last flight in a specific aircraft and after the last
flight of the day.
Note: In the event of a crew change, a preflight conducted by the

outbound crew may be accepted in lieu of the postflight
provided it is acknowledged by both crewmembers. If this is
done, any noted discrepancies will be written up by the
outbound captain.
WARNING: DURING ANY AIRCRAFT WALK-AROUND,

SPECIAL ATTENTION MUST BE GIVEN TO
ENSURE THAT ALL GEAR PINS HAVE BEEN
REMOVED. FAILURE TO DO SO MAY RESULT
IN DEGRADED CLIMB PERFORMANCE IN THE
EVENT OF AN ENGINE FAILURE AFTER V1.
B. Cabin
The cabin and cabin emergency equipment will be inspected by
Flight Attendants in accordance with the Preflight Section of the
Flight Attendants Manual.

Procedures
OM PART E - 1 SOP SUP Jan 5, 2014

C. Flight Deck
The flight deck will be inspected for general condition as well as the
specific items described in the Acceptance Flow and Check.
D. Exterior
While inspecting the aircraft exterior, note the general condition and
appearance of the entire aircraft. Look for indications of wear,
defects, maladjustment or insecure installation.
The inspection will start at the front passenger door and follow the
aircraft outline in the following sequence. Although detailed, this list
may not be all inclusive. Vigilance is required throughout the
inspection.
Check:
1. Aircraft exterior. . . . . . . . . . . . . . . . . . . . . . . . . . Overall condition
2. Engine covers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removed
3. Front static vent
(1 hole) . . . . . . . . . . . . . . . . . . . Plug removed, hole unobstructed
4. Front toilet servicing door. . . . . . . . . . . . . . . . . .Condition, closed
5. Lower antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Condition
6. Left OAT and TAT probes . . . . . . . . . . . . . . . . . . . . . . . Condition
7. Left front static plate (3 holes) . . . . Plugs removed, unobstructed
For compliance with RVSM,

damage or deformation of
the fuselage skin profile is
not permitted in the shaded
area.
8. Left Pitot and Q-Pot heads. . . Secure, condition, covers removed

9. Left angle of attack vane . . . . . Operate full range, set horizontal
10. Ice detector head . . . . . . . . . . . Covers removed, visually inspect
11. VOR/LOC antenna . . . . . . . . . . . . . . . . . . . . . . . . . . .Undamaged
12. Nose radome . . . . . . . . . . . . . .Secure, undamaged (4 fasteners)
13. Windscreen, wiper, rain repellent heads . . . . . . . . . . . . Condition
14. Nose gear tire . . . . . . . . . . . . . . . . . . . . . . . . .Condition, inflation
15. Nose gear pin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removed
16. Nose gear doors . . . . . . . . . . . . . Condition, security, release pin
17. Nose gear strut . . . . . . . . . . . . . . . . . . . Extension, no fluid leaks

Procedures
18. Right TAT probe and pitot heads (2) . . Secure, condition, covers
removed
19. Right angle of attack vane . . . . . . . . . . . . Freedom of movement
20. Right front static
plate (3 holes) . . . . . . . . . . . . . As for left front static plate (2.2.2)
21. AC ground power
connection . . . . . . . . . . . . . . . . . . GP connected or panel closed
22. Avionics/Electrical bay . Check battery for mounting & fluid leaks.
Visually check that all CBs are set,
WHEELSPIN TEST switch is NORM,
Stall warning, reset switches - RESET
and door is closed.
Note: The check of the avionics bay is only required as part

of the preflight on first flight of the day. The Captain
may request it as part of the walkaround after
maintenance has been performed.
23. Front water drain mast . . . . . . . . . . . . . . . . . . . . . . . . . . Condition

24. Front service door . . . . . . . . . . .Condition, hinges & handle flush
25. Center static vents
(2 holes) . . . . . . . . . . . . . . . . Plugs removed, holes unobstructed
26. Oxygen overboard discharge disc . . . . . . . . . . . . . . . . . . . . Intact
27. Front cargo compartment door . . . . . . . . . . . . . . . . . . . Condition
28. DC ground power connection.. . . . . . . .GP connected and on, or
panel closed and secure.
29. Jacking point . . . . . . . . . . . . . . . . . . . . . . . . . . . . Blanks filled (6)
30. Hydraulic equipment bay door . . . . . . . . . . . . . . . . . . . . . . Closed
31. Main gear door release pin . . . . . . . . . . . . . . . . . . . . . In position
32. Wing root lights and cover . . . . . . . . . . . . . Clean, and crack free
33. Inner wing condition . . . . . . . . . . . . . . . . . . . . . . . . Panels secure
34. No. 3 engine and pylon . . . . . . . . . . .General condition, no leaks
35. Fire bottle indicators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Green
36. Intake and exhaust. . . . . . . . . . . . . . . . . . . . . .Clear, undamaged
37. Blow out panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intact
38. Cowlings and fasteners . . . . . . . . . . . . . . . . . . . . . . . . . . . Secure
39. Center wing . . . . . . . . . . . . . . . . . . . . . .Condition, panels secure
40. Landing light. . . . . . . . . . . . . . . . . . . . . . . . Clean and crack free
41. No. 4 engine and pylon . . . . . . . . . . . . . . . . . As for No. 3 engine
42. Outer wing . . . . . . . . . . . . . . . . . . . . . . .Condition, panels secure
43. Refuel panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Closed
44. Surge tank vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . Unobstructed
Procedures

45. Wing tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Condition
46. Navigation lights. . . . . . . . . . . . . . Operable, clean and crack free
47. Static wicks (6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Secure
48. Spine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Panels secure
49. Aileron and tabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Condition
50. Right flap and track fairings . . . . . . . . . .Condition, panels secure
51. Right main gear bay . . . . . . . . . . . . . . . . . . . . . . . . . . . . Condition
52. Tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Condition, inflation
53. Door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Condition, security
54. Brake wear pins . . . . . . . . . . . . . . . . . . . . . . . Flush or protruding
55. Pipes and hoses . . . . . . . . . . . . . . . . . . . . . . Condition, no leaks
56. Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Condition
57. Oleo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extension, no leaks
58. Jacks and mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . Condition
59. Gear pin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removed
60. Rear cargo compartment door . . . . . . . . . . . . . .Condition, closed
61. Tail strike indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Condition
62. Rear service door. . . . . . . . . . . . . . . . . . . . . . . .Condition, closed
63. Ground air connector door . . . . . . . . . . . . . . . . .Condition, closed
64. Rear jacking point . . . . . . . . . . . . . . . . . . . Jacking pad removed
65. Rear equipment bay door . . . . . . . . . . . . . . . . .Condition, closed
66. APU bay door. . . . . . . . . . . . . . . . . . . . . . . . . . .Condition, closed
67. Tailplane and rudder . . . . . . . . . . . . . . . . . . . . . . . . . . . Condition
68. Airbrakes . . . . . . . . . . . . . . . . . . . . . . Condition (closed or open)
69. Static wicks (16) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Secure
70. Nav. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Condition, operable
71. Elevator and tabs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Condition
72. APU Intake, pack & cooler exhausts . . . . . . . Condition and clear
73. APU fire bottle indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . Green
74. Rear toilet servicing door . . . . . . . . . . . . . . .Condition and closed
75. Rear passenger door . . . . . . . Condition, hinges and handle flush
76. Rear water drain mast . . . . . . . . . . . . . . . . . . . . . . . . . . Condition
77. Water drain point . . . . . . . . . . . . . . . . . . . Clear and unobstructed
78. Rear static vent . . . . . . . . . . . . Plug removed, hole unobstructed
79. Rear discharge valve . . . . . . . . . . . . . . . Condition, unobstructed
80. Left main bay and gear . . . . . . . . . . . . . . . As for right main gear
81. Left flap and track fairings . . . . . . . . . . .Condition, panels secure
82. Flap position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Noted

Procedures
83. Aileron and tab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Condition

84. Spine . . . . . . . . . . . . . . . . . . . . . . . . . . . . Left side panels secure
85. Wing tip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Condition
86. Navigation lights. . . . . . . . . . . . . . Operable, clean and crack free
87. Static wicks (6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Secure
88. Surge tank vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . Unobstructed
89. Outer wing . . . . . . . . . . . . . . . . . . . . . . .Condition, panels secure
90. No. 1 engine and pylon . . . . . . . . . . . . . . . . . As for No. 3 Engine
91. Center wing . . . . . . . . . . . . . . . . . . . . . .Condition, panels secure
92. Landing light. . . . . . . . . . . . . . . . . . . . . . . . . Clean and crack free
93. No. 2 engine and pylon . . . . . . . . . . . . . . . . . As for No. 3 Engine
94. Inner wing drain . . . . . . . . . . Fuel level indicators, panels secure
95. Wing root lights and cover . . . . . . . . . . . . . . Clean and crack free
96. Main gear door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Release pin
97. Water service panel door . . . . . . . . . . . . . . . . . . . . . . . . . . Closed
98. Lower beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Condition
99. Jacking point . . . . . . . . . . . . . . . . . . . . . . . . . . . . Blanks fitted (6)
100. Front discharge valve. . . . . . . . . . . . Condition and unobstructed
101. Center static vents
(2 holes) . . . . . . . . . . . . . . . . Plugs removed, holes unobstructed
102. Front passenger door. . . . . . . . . . . . . . . . . . . . . . . . . . . Condition
From Front Passenger Door
103. Upper antennas, beacon . . . . . . . . . . . . . . . . . . . . . . . . Condition
Note: If AC power to the aircraft can only be supplied from a

running engine generator, complete the preflight as
outlined prior to engine start. After engine start, and with
power established on the aircraft, check the following
items paying special attention to the safety zone.
- Item #22, Avionics/Electrical

Bay
- Item #46 / 86, (Navigation
Lights)
Safety Zone
Danger Zone

Procedures


Procedures
2.3 POWER INITIALIZATION FLOW

A. Introduction
The first pilot who enters the flight deck when accepting a new aircraft
or when establishing power on an aircraft, must complete the Power
Initialization Flow.
Note: Prior to performing the Power Initialization Flow, check the

MM1 log for any deferred items.
CAUTION: TO PREVENT ANY SYSTEM FAULT OR

POSSIBLE INJURY, ITEMS 1-6 MUST BE
COMPLETED BEFORE ANY ELECTRICAL
POWER IS SELECTED ON.
1 FROM MM1 LOG

REVIEW
9
7

Procedures
B. Power Initialization Flow

1. Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked
2. AC Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
3. Gear Handle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Down
4. Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
5. Flap Selector Handle . . . . . . . . . . . . . . . . . . . .Agree With Flap
6. Transponder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
7. Electrical Panel
a) Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check & On
b) Stby Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . Arm & Check
c) Stby Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arm
d) Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
8. Fire Detect, Exting & Loops . . . . . . . . . . . . . . . . . . Set & Test
9. AC Power - *
a) EXT AC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On (Off)
b) APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On (Off)
* - If an engine driven generator is required for item 9
(AC power), see Chapter 3, DC Start Procedures.
C. Power Initialization Flow - Expanded

1. Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked
Verify that flight deck circuit breakers except those which have
been collared for maintenance purposes are set.
2. AC Hydraulic Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
Verify the AC HYD PUMP is selected OFF.
3. Gear Handle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Down
Verify the GEAR HANDLE is selected DOWN and the override
is normal.
4. Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
Verify the radar is selected OFF.
5. Flap Selector Handle . . . . . . . . . . . . . . . . . . . .Agree With Flap
Verify the FLAP SELECTOR handle position is in agreement
with the actual flap position as noted prior to entering the aircraft
or from the cabin windows.
6. Transponder. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
Verify the TRANSPONDER is selected to STBY.

Procedures
7. Electrical Panel
a) Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check & On
Check for a minimum of 23 volts and select the BATT switch
ON.
b) STBY INV . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arm & Check
Verify the STBY INVERTER switch is selected to ARM and
the EMERG AC annunciator is extinguished. Check the
STBY INV volts and frequency on the AC meter and verify
that YELLOW brake pressure is indicated on the gauge.
c) STBY GEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arm
Verify the STBY GEN switch is selected to ARM.
d) Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
Verify that the GEN 1 and 4 switches are in the OFF/RESET
position. Set the APU GEN to ON if APU will be used, or OFF
if APU is not to be used.
8. Fire Detect, Exting & Loops . . . . . . . . . . . . . . . . . . . . . . . Set & Test
Only required on the first flight of the day.
Select the ENGINE FIRE DETECT switches as follows:
A will be used on odd dates.
B will be used on even dates.
Press and hold the ENG FIRE 1 test button and verify the fire
bell sounds. Check the red light in the FIRE HANDLE and the
red light in the thrust lever illuminate. Verify the ENG 1 FIRE
and LOOP 1 FAULT captions illuminate and the MWS red
alert and amber caution lights flash. Press a red alert light and
verify the fire bell audio is cancelled and the flashers
extinguish. Release the test button and verify all associated
lights extinguish. Repeat the ENG FIRE test for engines 2, 3
and 4. Press and hold the ENG & APU EXTING button and
check all eight (8) ENG EXT USED and the APU EXT USED
white annunciators illuminate. Release the test button and
verify all nine (9) lights extinguish.
If the APU is operative and not running, press and hold the
APU FIRE test button and verify the MWS single chime and
FIRE BELL sound. Check the APU FIRE and APU LOOP
FAULT annunciators and APU FIRE and APU MWS lookup
captions illuminate. Verify the RED ALERT and AMBER
CAUTION lights flash. Press an AMBER caution light to
cancel the flashing warnings. Release the test button and
verify all associated audio and lights extinguish.
CAUTION: IF THE APU IS RUNNING DURING THIS

TEST, IT WILL AUTO SHUTDOWN AND
THE EXTERIOR HORN WILL SOUND
UNTIL THE APU CTRL CB (A32) IS
CYCLED.

Procedures
9. AC Power - *
a) EXT AC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On (Off)
If external AC power is available, verify the EXT AC PWR
AVAILABLE ANNUNCIATOR is illuminated, check the EXT
AC volts and frequency on the AC meter and select the EXT
AC switch ON. If EXT AC PWR is not available, verify that
the EXT AC switch is OFF.
b) APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On (Off)
c) If APU is to be used, verify the APU AIR switch is OFF and
the APU VLV NOT SHUT annunciator is out. Release the
balk and select the APU START/STOP switch to START.
Verify the START PWR ON annunciator is illuminated and
the APU FUEL VALVE annunciator comes on briefly and
goes out. Check that the APU RPM accelerates smoothly
and monitor the EGT to ensure it does not exceed
limitations. Approximately 3 seconds after RPM reaches
95%, the APU PWR AVAILABLE annunciator should come
on. Verify the START PWR ON light extinguishes.
Notes: 1. APU FUEL LO PRESS annunciator will

remain illuminated until L INNER fuel pump
is selected ON.
2. Allow the APU to run for at least one (1)
minute prior to a normal shutdown.
3. If APU fails to start or accelerate, it will
AUTO SHUTDOWN. Attempt re-starts in
accordance with APU starter limitations. If
AUTO SHUTDOWN occurs after the APU
PWR AVAILABLE light illuminates, consult
the the non-normal checklist.
4. Further start attempts may be made under
the direction of maintenance control.
5. After no less than 1 minute, the APU may be
used to supply air requirements. Conditions
permitting, allow 2 5 minutes prior to
selecting APU AIR ON.

Procedures
2.4 ACCEPTANCE FLOW AND CHECKLIST

A. Introduction
Each pilot on the aircrafts first flight of the local day or when any flight
deck maintenance has been performed will complete their
acceptance flow followed by the Acceptance Check.
Checklist items which are preceded with a dash (-) are known as
crew change items. Only these items need be accomplished when:
1. A crew accepts an aircraft that has already flown on that day or
2. A crew leaves and returns to the same aircraft on the same day
after having completed a Termination Check.
All items on the Acceptance Check are challenge and response. The
Acceptance Check will be called for by the Captain, read by the First
Officer and responded to by the pilot(s) noted on the checklist item.
The expanded description of the Acceptance Flow and Checklist are
presented in combination. The expanded flow item(s) are coded
based on the number in the associated pictorial. For example, item
number 3 in the Captains flow pictorial is referenced as C3. Item 6 in
the First Officers flow pictorial is referenced as F6. Acceptance
checklist items are presented in bold type and are either expanded
on directly or followed by the expanded flow item(s) associated with
it.
The flow and checklist generally follow, where practicable, a top to
bottom, left to right flow and include checking and setting required
items and will ensure that the aircraft and its systems are both
checked for serviceability and set for the actual flight.
Once the ATIS, clearance and flight paperwork is reviewed, the
Captain will initiate discussion on the required briefing items and any
special considerations. These include the TLR, subsequent thrust
setting, aircraft configuration, as well as NAV radios, MCP and flight
instrument settings. The briefing items are to be completed as part of
the flow and should be reviewed prior to calling for the checklist. The
final item crew brief should be used for any final changes or
clarifications. See Briefings on page 2.4.30.
Note: The ATC departure clearance must be recorded. This

should normally be accomplished by the First Officer with
an overhead speaker on to allow the Captain to hear the
clearance. Whenever possible, both pilots should be
present when the clearance is being received.

Procedures
B. Acceptance Flow - Captain
1 FROM SHIPS
LIBRARY
7
2 16
3
4 8
15
9 12
5 6
10 14
13
11
16
17
18 20
19
29 21 22
23 24
30
25 26
27
28

Procedures
Captain Acceptance Flow - Abbreviated

After a check of the emergency equipment and ships library, the
Captain will then begin the following flow:
1. Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked
2. Avionics & Misc.
a) Master Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .On
b) Ground Ignition . . . . . . . . . . . . . . . . . . . . . . . A(B)(Both) Set
c) Brake Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off(Auto)
3. Anti-skid & Lift Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . .On
4. Hydraulic Panel
a) Engine Pumps 2 & 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Off
b) DC Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
c) AC Pump/PTU/Config/Trim. . . . . . . . . . . . . . . . Check & Off
5. Fuel Panel
a) Center Tank Transfer . . . . . . . . . . . . . . . . . . . . . Shut (Auto)
b) X Feed & Common Feeds . . . . . . . . . . . . . . . . . . . . . . Shut
c) L/R Standby Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . .Norm
d) Fuel Pumps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
6. Electrical Panel
a) TR 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
b) Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked & On
c) AC Volt Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
d) DC Volt Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
e) EXT AC Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off (On)
f) Bus-Ties (AC & DC) . . . . . . . . . . . . . . . . . . . . . . . . . . . Auto
g) Standby INV & GEN . . . . . . . . . . . . . . . . . . . . . . . . . . Armed
h) Generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
i) Galley Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .On
7. Engine Fire Detect . . . . . . . . . . . . . . . . . . . . . . . . . . . A)(B) Set
8. Fire Handles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In
9. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On(Off)
10. Engines Panel
a) Start Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Norm & Off
b) FLT START. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Off
c) CONT IGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Off
d) Engine START Switch . . . . . . . . . . . . . . . . . . . . . .Centered
11. ENG ANT-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
12. Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . Checked & Set
Procedures
13. Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off

14. Air Supply Panel
a) Engine Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
b) APU Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .As Required
c) Zone Temp Detect . . . . . . . . . . . . . . . . . . . . . . . Both Loops
15. Air Conditioning Panel
a) Recirc Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . .As Required
b) Packs 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . .As Required
c) Ram Air Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shut
d) Temp Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
e) Flt Deck Fan . . . . . . . . . . . . . . . . . . . . . . . . . . .As Required
f) Cabin Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On
16. Lights & Notices Panels
a) Beacon. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
b) Strobes & NAV Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . On
c) No Smoking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On
d) Cabin Emerg Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . Auto
e) Entry & Wing Lights . . . . . . . . . . . . . . . . . . . . . . . . . Off(On)
f) Flt Deck Emerg Lights . . . . . . . . . . . . . . . . . . . Check & Arm
g) Runway Exit Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
h) Landing / Taxi Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
i) Screen Wipers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
j) Fasten Belts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
17. Glareshield & MCP
a) GPWS / TAWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
b) VHF NAV 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On & Set
c) MCP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
18. Flight Annunciators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
19. Flight Instruments
a) Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
b) #1 PFD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
c) #1 Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . Checked & Set
d) Standby Attitude Indicator . . . . . . . . . . . . . Checked & Erect
e) #1 DBI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
f) #1 ND. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
g) Standby ALT/IAS . . . . . . . . . . . . . . . . . . . . . Checked & Set
h) HDG & Transfer Switches . . . . . . . . . . . . . . . . . . . Guarded
i) Brake Pressure Gauges . . . . . . . . . . . . . . . . . . . . . . Check

Procedures
20. Center Panel

a) Vibration Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
b) Eng Oil Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
c) Flap Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
d) Gear Handle . . . . . . . . . . . . . . . . . . . . . . . . Down, 3 Green
e) FADEC Fault Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Out
f) PED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
g) Fuel Quantity & Gauges . . . . . . . . . . . . . . . . Zero & Check
21. GNS. . . . . . . . . . . . . . . . . . . . . . . . . . Check - Verify Flight Plan
22. Radar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
23. Airbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In
24. Thrust Levers . . . . . . . . . . . . . . . . . . . . . Config Chkd / Fuel Off
25. Control Discs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In
26. Park Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
27. Aft Console
a) Transponder & TCAS . . . . . . . . . . . . . . . . . . . . . . . . Check
b) Brake Temp Indicator . . . . . . . . . . . . . . . . . . . . . . . . Check
c) FDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
28. Standby Gear Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . Check
29. #1 Audio Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
30. O2 Mask . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check

Procedures
C. Acceptance Flow - First Officer
FROM EMERG.
EQUIPMENT
IRS / GNS /
1
EFIS MASTER
ATIS,
12 CLEARANCE,
TLR REVIEW,
3 AND BRIEFING
11
8 10
6
9
4 7
First Officer Acceptance Flow - Abbreviated

After checking the emergency equipment, the First Officer will select
both IRS switches to NAV, initialize the GNS-X (see Chapter 3, AFIS
and GNS-X Operation) and select the R EFIS Master switch ON.
The First Officer will proceed with the preflight, if not already
completed and then initiate the Acceptance Flow.
Once the ATIS and clearance have been received, TLR reviewed
and flight briefed, the GNS, TRP, Flight Instruments, NAV Radios
and MCP will be set, checked and briefed.

Procedures
1. Ground Test Panel

a) Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
b) Stall Warning 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . Check
c) Zone Loops A & B . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
d) Stall Ident. 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
e) ADC 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
f) Anti-Skid Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
g) Rear Bay Hi Temp . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
h) Flap Safety. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
i) Flap Control Fault YEL & GRN . . . . . . . . . . . . . . . . . Check
j) Ground Pressurization . . . . . . . . . . . . . . . . . . . . . . . . Check
2. Overhead Annunciators. . . . . . . . . . . . . . . . . . . . . . . . . . Check
3. MWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
4. Trims (Elev & Aileron) . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
5. COMMS & ADF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
6. #2 Audio Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
7. O2 Mask & Quantity . . . . . . . . . . . . . . . . . . . . . Checked psi
ATIS, Clearance, TLR review and flight brief.
8. Fuel Quantity . Complete Reasonableness Check & Verify Load
9. GNS-X . . . . . . . . . . . . . . . . . . Check Fuel & Enter Plan Pages
10. TRP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On & Set
11. Flight Instruments
a) # 2 PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
b) # 2 Altimeter. . . . . . . . . . . . . . . . . . . . . . . . . . . Check & Set
c) # 2 DBI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
d) # 2 ND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
e) Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
f) Pressurization Quad (Triple) Gauge . . . . . . . . . . . . . Check
g) OAT Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
h) Animal Bay Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On
i) Avionics Cooling Fans . . . . . . . . . . . . . . . . . . . . . . . . Check
12. Glareshield & MCP
a) Autopilot Disengage Paddle . . . . . . . . . . . . . . . . . . . . . . Up
b) Autopilot Nav 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . Check
c) VHF NAV 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On & Set
d) MCP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set

Procedures
D. Acceptance Check - Abbreviated

- 1. Emergency Equipment . . . . . . . . . . . . . . . . Checked B
- 2. Ships Library & MM1 . . . . . . . . . . . . . . . . . . Checked C
- 3. Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . Complete F
4. Gear Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Stowed B
- 5. Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . Checked C
- 6. Master Switches . . . . . . . . . . . . . . . . . . . . . . . . . . On C
7. Ground Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
- 8. Anti-skid & Lift Spoilers . . . . . . . . . . . . . . . . . . . . On C
9. Hydraulics . . . . . . . . . . . . . . . . . . . . . .Checked & Off C
- 10. Electrical Panel . . . . . . . . . . . . . . . . . Checked & Set C
- 11. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On(Off) C
- 12. Engine ANT-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . On C
- 13. Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
14. Ice Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off C
15. Ground Test Panel . . . . . . . . . . . . . . . . . . . Checked F
- 16. Lights & Notices . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
- 17. Flight Deck & Cabin Emerg. Lights . . . . . . . . Armed C
- 18. Air Conditioning & Supply . . . . . . . . . . . . . . . . . . Set C
19. Overhead Annunciators . . . . . . . . . . . . . . . Checked F
20. GPWS / TAWS . . . . . . . . . . . . . . . . . . . . . . . Checked C
21. NAV Radios & MCP . . . . . . . . . . . . . . Checked & Set B
22. Flight Annunciators. . . . . . . . . . . . . . . . . . . Checked C
- 23. Flight Instruments . . . . . . . . . . . . . . . Checked & Set B
24. Center Panel . . . . . . . . . . . . . . . . . . . . . . . . Checked C
- 25. Fuel Quantity . . . . . . . . . . . . . . . . Checked & Zeroed B
- 26. Gear Handle . . . . . . . . . . . . . . . . . . . Down / 3 Greens C
27. MWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked F
- 28. GNS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set B
- 29. ACARS . . . . . . . . . . . . . . . . . . . . . Preflight Data Sent F
30. Airbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In C
31. Thrust Levers. . . . . . . . . . Config Checked / Fuel Off C
32. Control DISCs / Trims . . . . . . . . . . . . . . . . . Checked B
- 33. Park Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
34. Aft Console . . . . . . . . . . . . . . . . . . . . . . . . . Checked B
35. Standby Gear Indicators . . . . . . . . . . . . . . . Checked C
36. Audio Panels . . . . . . . . . . . . . . . . . . . . . . . . Checked B
- 37. O2 Mask & Quantity . . . . . . . . . . . . Checked PSI B
- 38. Crew Brief . . . . . . . . . . . . . . . . . . . . . . . . . . Complete PF

Procedures
E. Acceptance Flow and Checklist - Expanded

- 1. Emergency Equipment . . . . . . . . . . . . . . . . Checked B
Escape
Rope
Observers
O2 Mask
Window
Emergency
Flashlights. One in Exits
Halon Fire
the pouch behind
Extinguisher
each pilot seat and
one under the Life Vests One
jumpseat in a pouch
under each
pilots seat and one
under the jumpseat
Axe
Smoke
Goggles
O2 Mask
O2 Mask
Captain First Officer

Verify that the following Verify that the following personal
personal emergency and observers emergency
equipment is checked: equipment is checked:
Smoke Goggle Smoke Goggles
Flashlight Flashlights
Life Vest Life Vests
Observers 02 (if required)
In addition, check:
Fire Axe
PBE
Fire Extinguisher
Escape Rope Cover Panels

Procedures
Emergency
Equipment Procedure
Smoke - Check goggles for proper location, condition and
Goggles adjustment.
Flashlights - Check for proper location and operation.
Life Vests - Check for proper location and condition.
Fire Axe - Check for proper location and condition.
PBE: - Check that PBE is sealed with (2) green tamper
evident seals. Check the red visual service
indicator (VSI) to ensure it is not exposed or
protruding and that the pouch is hard and firm
feeling. If any of these checks fail, consult with
maintenance control. A secondary inspection can
be made permitting the PBE to continue in
service for an additional 10 flight hours.
Fire - Check that the extinguisher is secure in the
Extinguisher bracket, safety latch is down and pressure gauge
is in the green band.
Observers O2 - Observers O2 is checked the same as crew O2.
See the O2 Mask & Quantity item in this checklist.
Escape Rope - Check that panels are secure and in good
Cover Panels condition. Visually check seals if installed.
- 2. Ships Library & MM1 . . . . . . . . . . . . . . . . . . Checked C
Verify that the following manuals and certificates are on board.
This is done as part of the acceptance flow.
Certificate of Airworthiness and Registration
Radio License
MEL (Minimum Equipment List)
Operational Data Handbook
Normal Checklist
Speed Cards
TCAS Pilot Handbook
MM1 and MM2 logbooks
If any of these manuals or certificates are missing, contact
dispatch. With flight department approval, an aircraft may be
dispatched with certain manuals missing.
- 3. Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . . . Complete F
Verify that the preflight inspection is complete and the MM1 is
signed. The Captain will also determine first flight of the day
status and ensure that all required checks are completed.

Procedures
4. Gear Pins . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Stowed B

Pilot completing the preflight (normally the First Officer) will
ensure that the gear pins have been removed and are properly
stowed in the compartment behind the Captains seat. the
Captain will also visually verify that the pins are stowed.
- 5. Circuit Breakers. . . . . . . . . . . . . . . . . . . . . . Checked C

C1 - Circuit Breakers
Verify that all cockpit circuit breakers except those which have
been pulled for deferral or maintenance purposes are set.
- 6. Master Switches . . . . . . . . . . . . . . . . . . . . . . . . . . On C
7. Ground Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
C2 - Avionics Panel
a) Master Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On
Select in the following order the YAW DAMPER,
AUTO PILOT, AVIONICS 1 & 2 and EFIS MASTER
switches on.
b) Ground Ignition . . . . . . . . . . . . . . . . . . . . . . . A(B)(Both) Set
Select the GRND IGN switch for engine start as
follows:
BOTH normally is not necessary but may be used
during cold weather operations for the first start of the
day at high airfield elevations.
c) Brake Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off (Auto)
Verify that BRAKE FANS are properly configured.
Brakes fans should only be used as required. See
Chapter 3 Tire And Brake Cooling on page 3.11.3.
- 8. Anti-Skid & Lift Spoilers . . . . . . . . . . . . . . . . . . . . On C

C3 - Anti-skid & Lift Spoilers
Select the ANTI SKID, AUTO SPLR and YEL & GRN LIFT SPLR
switches on.
9. Hydraulics . . . . . . . . . . . . . . . . . . . . . .Checked & Off C

C4 - Hydraulic Panel
a) Eng Pumps 2 & 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
Verify the ENG HYD PUMP switches 2 & 3 are off.

Procedures
b) DC Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Press and hold the DC PUMP switch on and verify that
the yellow brake pressure increases. Release the
switch.
c) AC Pump/PTU/Config/Trim . . . . . . . . . . . . . . . . Check & Off
Select the AC PUMP switch to AUTO and check that
YELLOW system pressure increases. Select the AC
PUMP switch to ON. The amber LO PRESS
annunciator will go out above 1750psi. Verify the
YELLOW system pressure stabilizes at 3100 +/-50 psi
and that the AC PUMP FAIL annunciator is out. Select
the PTU switch to ON and verify the PTU VALVE
annunciator is OUT and the LO PRESS annunciator
goes out above 1750 psi. GREEN system pressure
should cycle between 2100 psi and 2900 psi. Advance
the # 1 THRUST LEVER until the MWS audio
intermittent horn is heard. Verify the MWS red alert
lights are flashing and the MWS CONFIG caption is
illuminated. Retard the THRUST LEVER to the flight
idle position allowing for unobstructed operation of the
RUD TRIM. Check RUD TRIM for freedom of
movement and proper indication through the full range
of travel. Return trim to center position.
Check the ELECTRIC TRIM control wheel switches by
checking each side of the split switch independently
verifying that no movement of the trim wheel occurs.
With both switches operated together, verify proper
trim wheel operation and direction.
With the trim checks complete, select the THRUST
LEVER to FUEL OFF, switch the PTU off and select
the AC PUMP off.
C5 - Fuel Panel
a) Center Tank Transfer. . . . . . . . . . . . . . . . . . . . . Shut (Auto)
If the CENTER TANK is going to be utilized and after
completion of the refueling, select the CTR TANK
TRANSFER switch to AUTO. If it is not going to be
used, select SHUT.
b) X Feed & Common Feeds . . . . . . . . . . . . . . . . . . . . . . . Shut
Verify the X FEED and COMMON FEED switches are
SHUT.
c) L/R Standby Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . Norm
Verify the L & R STBY PUMP switches are selected to
NORM.

Procedures
d) Fuel Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set

Verify that the fuel pumps are selected off with the
exception of the L INNER when the APU is being
operated.
10. Electrical Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C

C6 - Electrical Panel
a) TR 1 & 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Check the TR1 & TR2 volts and amps for normal 28V
DC output and load. When the DC system is operating
in parallel (bus tie switch to AUTO) and the DC load is
less than 50 amps. The #1 TRU may indicate the full
load with #2 TRU showing no load.
b) Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked & On
Check that voltage is at least 23 volts and that no
discharge is indicated. Confirm the BATT switch is on.
c) AC Volt Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Verify proper frequency and volts indicate normally.
d) DC Volt Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Verify proper voltage and amperage indicates
normally.
e) EXT AC Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off (On)
If external AC power is available and to be used, verify
the EXT AC PWR AVAILABLE ANNUNCIATOR is
illuminated. Check the EXT AC volts and frequency
on the AC meter and select the EXT AC switch on. If
EXT AC PWR is not available or required, verify that
the EXT AC switch is off.
f) Bus Ties (AC & DC). . . . . . . . . . . . . . . . . . . . . . . . . . . . Auto
Verify the AC & DC BUS TIES are selected to AUTO.
g) STBY INV & GEN . . . . . . . . . . . . . . . . . . . . . . . . . . . Armed
Verify that the STBY INV and STBY GEN switches are
in the ARM position.
h) Generators. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
Verify the GEN 1 & 4 switches are selected OFF /
RESET. The APU GEN switch is normally left in the
ON position unless it is deferred or an EXT AC start is
planned.
i) Galley Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On
Select the GALLEY POWER switch to on.

Procedures
C7 - Engine Fire Detect

Verify the ENGINE FIRE DETECT loops are set and were tested
for the day as part of the Power Initialization flow.
C8 - Fire Handles
Verify that all four (4) fire handles are fully in.
- 11. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On(Off) C

C9 - APU
Verify that the APU START/STOP switch agrees with current
condition of the APU and that no annunciators other than APU
PWR AVAILABLE are illuminated.
C10 - Engines Panel

a) Start Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Norm & Off
Verify the START POWER switch is selected to
NORM, START SELECT and MASTER are off and
that no annunciators are illuminated.
b) FLT START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
Verify the FLT START switch is selected off.
c) CONT IGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
Verify the CONT IGN A & B switches are selected off.
d) Engine START Switch . . . . . . . . . . . . . . . . . . . . . . Centered
Verify the START/RUN/MOTOR switch is in its
centered (RUN) position.
- 12. Engine ANT-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . On C

C11 - Engine ANT-ICE
Verify that the ENG ANT-ICE switches are on.

Procedures
- 13. Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C

C12 - Pressurization Panel
Analogue System (501XJ):
For normal operation, ensure that the discharge valve selector
is in NORMAL, the SHUT/MAN/OPEN selector is in the 12
oclock position and that the MODE selector is in AUTO.
Set the ALT knob to the following:
Planned cruise altitude (FLIGHT ALT scale) if below FL280,
or
Cabin altitude of 8000 (CABIN scale) if planned cruise altitude
is above FL280.
Set the BARO knob to the following:
If cruise altitude is lower than 18,000 ft., set the BARO knob
to the local altimeter setting.
If cruise altitude is at or higher than FL 180, set the BARO
knob to 29.92.
Digital System (502XJ AND SUBSEQUENT):
Check for normal display. Set the landing field elevation with the
LDG ALT knob, verify the MODE SELECTOR is set to AUTO
and verify the outflow valve selector is set to NORMAL.
If any fault codes are present, attempt to clear via the Clear
Display Fault button. If the fault does not clear, complete the
test as directed in Digital System on page 3.3.2.
14. Ice Protection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off C
C13 - Ice Protection
Verify the L/R SCREEN HEAT, AUX & L VANE, L/R PITOT
HTRS & R VANE switches are OFF. Verify the OUTER WING
ANTI-ICE, INNER WING DE-ICE, ICE DETECT and TAIL ANTI-
ICE switches are OFF.
15. Ground Test Panel . . . . . . . . . . . . . . . . . . . Checked F
F1 - Ground Test Panel
a) Smoke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Press and hold the SMOKE test button and check for
the MWS triple chime. MWS red alert light and the
ELECT SMOKE and CARGO SMOKE red captions.
Verify the overhead cargo smoke switch lights
illuminate. The CARGO EXTING lights will also
illuminate as follows: 5-10 seconds after initially
pressing the smoke test button the CARGO EXTING
lights 1 and 2 will illuminate. The lights will extinguish

Procedures
for 5-10 seconds and then re-illuminate completing the test.

Release the test button and verify the warnings cease.
b) Stall Warning 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Press the #1 STALL WARN test button and verify the
#1 Stick Shaker activates. Press the #2 STALL
WARN and verify the #2 Stick Shaker activates.
c) Zone Loops A & B . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Press ZONE LOOP A and verify no warning occurs.
Press ZONE LOOP B and verify no warning occurs.
Press and hold both ZONE LOOP A and B
simultaneously and verify there is a MWS single chime
and amber caution light flashing.
Verify an AIR SUPPLY caption is illuminated and the
L & R ZONE HI TEMP annunciators are illuminated.
Release both buttons and verify the warnings and
lights extinguish.
Note: If PACK 1 or 2 are on with APU AIR, they will auto
shutdown and will have to be selected OFF (AIR
included) then back ON to reset.
d) Stall Ident. 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check

Press and hold STALL IDENT 1. Verify there is a
MWS single chime and the amber caution light is
flashing. Verify the MWS STALL IDNT caption
illuminates and the IDNT 1 annunciator on the First
Officers panel illuminates. Release the test button
and verify all warnings and lights extinguish. Perform
the same test using the STALL IDENT 2 button.
e) ADC 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Press the ADC 1 test button and verify the over speed
horn sounds. Press the ADC 2 test button and verify
the over speed horn sounds. This verifies the test has
been passed.
f) Anti-Skid Fault . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Confirm the PARK BRAKE is SET. Press and hold the
ANTI SKID FAULT YEL button and verify there is a
single chime and an amber MWS flashing caution
light. Verify the ANTI SKID caption illuminates and
both the ANTI SKID INOP and ANTI SKID FAULT
annunciators illuminate. The ANTI SKID FAULT
annunciator will extinguish after 4 seconds at which
time the test button is released. Verify the ANTI SKID
INOP annunciator extinguishes in approximately 10
seconds and all warnings cease. Perform the same
test using the ANTI SKID FAULT GRN test button.

Procedures
g) Rear Bay Hi Temp . . . . . . . . . . . . . . . . . . . . . . . . . . . Check

Press and hold the REAR BAY HI TEMP test button
and verify there is a single chime and an amber MWS
flashing caution light. Verify AIR COND caption and
the REAR BAY HI TEMP annunciator illuminates.
Release the test button and verify all warnings cease.
h) Flap Safety. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Press and release the FLAP SAFETY test button.
Verify there is a MWS single chime and an amber
MWS flashing caution light. Verify the FLAP INOP
caption illuminates for 12 15 seconds and then all
warnings cease.
i) Flap Control Fault YEL & GRN . . . . . . . . . . . . . . . . . Check
Press and release the FLAP CNRL FAULT YEL test
button. Verify the amber MWS flashing caution and
check the FLAP FAULT annunciator illuminates for 12
15 seconds and then all warnings cease. Perform
the same test using the FLAP CNRL FAULT GRN test
button.
j) Ground Pressurization . . . . . . . . . . . . . . . . . . . . . . . . Check
Press the GRND PRESSN button and verify the button
illuminates. Press again and verify the button
extinguishes.
k) Horn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Press the HORN test button and verify there is a
steady horn and the GEAR LEVER red light
illuminates. Release the test button and verify all
warnings cease.
- 16. Lights & Notices . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
- 17. Flight Deck & Cabin Emergency Lights . . . . Armed C

C16 - Lights and Notices
a) BEACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
Verify the BEACON is selected off.
b) STROBE & NAV Lights . . . . . . . . . . . . . . . . . . . . . . . . . . On
Verify The STROBE And NAV lights are selected on.
c) NO SMKG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On
Verify The NO SMKG switch is selected ON.
d) CABIN EMERG Lights . . . . . . . . . . . . . . . . . . . . . . . . . Auto
Select The CABIN EMERG Lights To AUTO.

Procedures
e) ENTRY & WING Lights . . . . . . . . . . . . . . . . . . . . . . Off (On)

Select the ENTRY and/or WING lights as existing
conditions require.
f) FLT DECK EMERG lights . . . . . . . . . . . . . . . Check & ARM
Select the FLT DECK EMERG light switch ON and
verify the 3 panel floodlights and overhead emergency
lights illuminate. Select the switch to ARM and verify
the lights go out.
g) RWY EXIT lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
Verify the RUNWAY EXIT LIGHTS are OFF. They
should NOT be used when boarding.
h) LANDING / TAXI lights . . . . . . . . . . . . . . . . . . . . . . . . . . Off
Verify the LANDING/TAXI LTS are OFF.
i) SCREEN WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
Verify the SCREEN WIPERS switches are selected
off.
j) FASTEN BELTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
Verify the FASTEN BELTS switch is selected OFF.
- 18. Air Conditioning & Supply . . . . . . . . . . . . . . . . . . Set C

C14 - Air Supply Panel
a) Engine Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
Verify that all ENG AIR switches are off.
b) APU Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On(Off)
Verify the APU AIR switch is selected as required. If
GRND TEST panel checks have not yet been
completed, delay selection until the ZONE LOOP
detection system is tested.
c) Zone Temp Detect . . . . . . . . . . . . . . . . . . . . . . . Both Loops
Verify the ZONE TEMP DETECT L WING and R
WING switches are selected to BOTH LOOPS.
C15 - Air Conditioning Panel

d) Recirc Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . .As Required
To reduce APU bleed demand, RECIRC should be
used on the ground for air conditioning.
e) Packs 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . .As Required
Verify the PACK 1 or 2 switch are selected as
required.

Procedures
f) Ram Air Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shut

Verify the RAM AIR switch is shut for normal
operations.
g) Temp Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
With cabin temperature between 17 and 28C, use the
AUTO mode. Outside this range, select MANUAL and
modulate duct temperature as required. When cabin
temperature is within AUTO range, re-select AUTO for
normal operation.
h) Flt Deck Fan . . . . . . . . . . . . . . . . . . . . . . . . . . .As Required
Select the FLT DECK FAN as appropriate for the
existing conditions.
Note: With floor vents OFF, air quality to the flight deck
gasper outlets may be of poor quality.
i) Cabin Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On
Select the CABIN FAN on. The CABIN FAN provides
air to the passenger gasper outlets.
19. Overhead Annunciators . . . . . . . . . . . . . . . Checked F

F2 - Overhead Annunciators
Verify the ANNUN CTRL switch is in NORM. Press and hold the
ANNUN TEST button and check all overhead panel
annunciators are illuminated and full bright. Release the test
button and check all annunciators not previously illuminated
extinguish. Verify that the DIM knob controls the brightness of
the illuminated annunciators and then select DIM. Select the
ANNUN CTRL switch to O/RIDE and check the illuminated
captions increase to full bright. Re-select the ANNUN CTRL to
NORM and verify the lights DIM. Set the ANNUN DIM knob as
required.
20. GPWS / TAWS . . . . . . . . . . . . . . . . . . . . . . . Checked C
21. NAV Radios & MCP . . . . . . . . . . . . . . Checked & Set B
C17 - Glareshield & MCP
a) GPWS / TAWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Check the TAWS/GPWS system by pushing the
TERR/GPWS INHIBIT switch on the glareshield.
Verify that TAWS annunciators on both glareshield
and controller illuminate for 1.5 seconds, extinguish for
1.5 seconds and then re-illuminate for the remainder
of the test.
Initiating this test will also generate the terrain
awareness test start, test status and test complete
audios. See note.

Procedures
Note: External inputs required for this test include IRSs

in NAV and the RDR in TEST mode. However,
because the RDR transmits (lower power) in
TEST mode, it must remain OFF when parked at
a gate. With the RDR OFF, the audio will state
Terrain Awareness LRU Pass. Required external
inputs unavailable. Terrain Awareness system
fail. This message is normal for this configuration
and does not indicate system malfunction.
Provided that the INOP annunciator on the TAWS
controller is not illuminated, the system is
serviceable for flight.
b) NAV Radios & MCP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set

Set frequency for the initial outbound course. Set the STBY to
the next NAVAID required on the clearance or flight plan.
MCP - Set course to the initial track required for the departure
clearance. Set heading to the departure runway heading.
Altitude select will be set to the initial SID or departure clearance
altitude. Set FD MSTR to the PF.
F12 - Glareshield & MCP

a) Autopilot Disengage Paddle . . . . . . . . . . . . . . . . . . . . . . Up
Verify that the AP DISENGAGE PADDLE is in the UP
position.
b) Autopilot NAV 1 & 2 . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Select the Captains A/P ENGAGE button and verify
the ON light in the button illuminates and the green AP
legend illuminates on the PFD. Ask the Captain or
press the A/P disconnect button on the Captains
control column and verify the A/P audio warning
sounds three times, the red AP annunciator
illuminates for one (1) second and the legend on the
PFD changes to red for one (1) second then
extinguishes. Repeat the test for NAV 2 using the
First Officers A/P disconnect controls. Verify the
control column in fully disconnected by checking the
aileron controls for freedom of movement.
c) NAV Radios & MCP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
Set frequency for the initial outbound course. Set
STBY to the next NAVAID required on the clearance
or flight plan.
MCP - Set course to the initial track required for the
departure clearance. Set speed to the V2 based on
planned weight and flap setting. Verify that the

Procedures
heading is set to the departure runway heading,

altitude select is set to the initial SID or departure
clearance altitude and the FD MSTR is set for the PF.
d) Bank Angle Selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
Ensure that bank angle selector is set to its maximum
of 30 .
When appropriate, the NAV Radios and MCP settings will be
briefed and verified to be correct and consistent with the
departure clearance and/or flight plan. See Briefings on page
2.4.30.
22. Flight Annunciators. . . . . . . . . . . . . . . . . . . Checked C

C18 - Flight Annunciators
Press and hold the FLT ANNUN button. Windshear and altitude
alert audio will sound. Check that all annunciators on the
Captains panel, First Officers panel, center panel, center
console, and glare shield panel are illuminated. On the PFD,
confirm that ATT, GS, LOC, RA and CMPRTR are annunciated
in amber. On the ND, confirm HDG, LOC and GS are
annunciated in amber. Check that DROP OUT OVRD
annunciators on the oxygen panels illuminate. Check that the
LCD displays of the MCP, TRP, TRANSPONDER, NAV, COM
and ADF panels display 8s.
CAUTION: IF ANY DIGIT DISPLAY SHOWS DASHES, A

FAILURE IN THE ASSOCIATED SYSTEM IS
IDENTIFIED. NOTIFY MAINTENANCE.
Release the test button and verify that the WINDSHR INOP and
STALL IDENT MWS captions and IDENT 1 and IDENT 2
annunciators will remain illuminated for 5 seconds. Set the BRT/
DIM switch to the desired level.
- 23. Flight Instruments . . . . . . . . . . . . . . . Checked & Set B

C19 - Flight Instruments
a) Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Verify the clock is functioning properly.
b) #1 PFD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Check the PFD for normal and warning indications.
Unless the IRS and GNS is initialized, attitude
information may not be displayed at this point in the
flow.

Procedures
c) #1 Altimeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Set the #1 altimeter to the current altimeter setting and
verify it is indicating within 75 ft. of field elevation and
ensure that altimeters read within 100 ft. of the other.
Set the flap retraction altitude as per the TLR and
verbally brief settings.
Note: When appropriate, the Captain will initiate this

verbal communication after the ATIS has been
received.
Example:
Captain: Altimeter is 29.80 for ft. Flap retraction
set .
First Officer: Checks, Altimeter is 29.80 for ft.
Flap retraction set.
d) Standby Attitude Indicator . . . . . . . . . . . . . Checked & Erect

Verify the STBY ATTITUDE INDICATOR is erect and
indicating normally.
e) #1 DBI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Set the #1 DBI selectors to VOR or ADF as preferred
and verify the heading matches the ND and
COMPASS. Unless the IRS and GNS is initialized,
heading information may not be displayed at this point
in the flow.
f) #1 ND. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Check the ND for normal and warning indications.
Unless the IRS and GNS is initialized, heading
information may not be displayed at this point in the
flow.
g) Standby ALT / IAS . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Set the current altimeter setting in the STBY ALT and
check its accuracy against the primary altimeter (+/-
100 ft.).
h) HDG & Transfer Switches . . . . . . . . . . . . . . . . . . . Guarded
Verify the HDG, EFIS, AIR DATA and ATT HDG
TRANSFER SWITCHES are in the GUARDED
position.

Procedures
i) Brake Pressure Gauges . . . . . . . . . . . . . . . . . . . . . . Check

Check the general condition of the YELLOW &
GREEN BRK PRESS gauges.
Check that the PARK BRAKE is set and that the
pressure is adequate. Although a minimum of 1000 psi
is adequate for a parked aircraft, it is recommended
that the brake pressure be monitored periodically and
the accumulator recharged above of 2500 psi.
F11 - Flight Instruments
a) # 2 PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Check the EFIS for normal and warning indications.
b) # 2 Altimeter. . . . . . . . . . . . . . . . . . . . . . . . . Checked & Set
Set the #2 altimeter to the current altimeter setting and
verify it is indicating within 75 ft. of field elevation and
ensure that altimeters read within 100 ft. of the other.
Set the flap retraction altitude as per the TLR and
verbally brief settings.

received.
Example:
set .
c) # 2 DBI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Set the #2 DBI selectors to VOR or ADF as preferred
and verify the heading matches the ND and
COMPASS.
d) # 2 ND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Check the #2 ND for normal and warning indications.
e) Clock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Verify the clock is functioning properly.
f) Pressurization Quad (Triple) Gauge . . . . . . . . . . . . . Check
Check display for normal indications.
g) OAT Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Check that the ambient temperature is indicated.
h) Animal Bay Heat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On
Select the ANIMAL BAY HEAT switch to ON.

Procedures
i) Avionics Cooling Fans . . . . . . . . . . . . . . . . . . . . . . . . Check

Verify that all FAN caution lights are extinguished.
24. Center Panel . . . . . . . . . . . . . . . . . . . . . . . . Checked C

- 25. Fuel Quantity . . . . . . . . . . . . . . . . Checked & Zeroed B
- 26. Gear Handle . . . . . . . . . . . . . . . . . . . Down, 3 Greens C
C20 - Center Panel

a) Vibration Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Press and hold the VIBN TEST button and confirm
that all four ENG VIB indicators climb to read 2.0.
Verify that the MWS sounds a single chime, the amber
caution lights are flashing and the MWS ENG VIBN
caption illuminates above 1.6. Release the VIBN
TEST button and confirm that all four ENG VIB
indicators return to zero.
b) Eng Oil Indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
With engines shutdown, the recommended minimum
oil quantity is 1/2. After engine start, the indication may
fall by approximately 1/4 at ground idle. At full power it
may fall by an additional 1/4.
Note: The oil quantity indicators are designed to provide

ground (engines shutdown) quantity readings.
Inflight accuracy is limited and would not be the
sole reason for a precautionary engine shutdown.
c) Flap Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Check the flap gauge for condition and proper
indication.
d) Gear Handle . . . . . . . . . . . . . . . . . . . . . . . . Down, 3 Green
Verify the gear handle is down and the L GEAR,
NOSE and R GEAR green lights are illuminated.
e) FADEC Fault Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Out
Verify that FADEC FAULT and OFF lights are not
illuminated.
f) PED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Check the Primary Engine Display for normal
indications. If any fault codes or abnormal indications
are displayed, contact maintenance.
g) Fuel Quantity & Gauges . . . . . . . . . . . . . . . . Zero & Check
The Captain will verify that the FUEL USED is RESET
and cross check the actual fuel on board with the
RAMP and MIN FUEL listed on the dispatch release.

Procedures
F8 - Fuel Quantity
Verify the fuel on board by performing the reasonableness check
as outlined in Fuel Reasonableness Check on page 3.7.4 and
cross check with the RAMP and MIN FUEL listed on the dispatch
release. As part of the flow, the First Officer will verbally call the
fuel checked at lbs., with a MIN FUEL of _. The
Captain will acknowledge.
27. MWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked F

F3 - MWS
Verify the MWS CTRL switch is in NORM. Check the DIM
control to see that it dims the illuminated captions on the MWP.
Press and hold the MWS PUSH TEST button and check for
MWS triple chime, all MWS captions illuminated and full bright
and the red alert and amber caution lights are flashing. Press
and release the red alert light and check that both the audio and
flashers are cancelled and that all captions dim except the MWS
DIM FAIL and OVHD DIM FAIL. Select the MWS CTRL switch
to O/RIDE and check that the illuminated captions increase to
full bright. Re-select the MWS CTRL switch to NORM and verify
that the lights dim. Release the test button and check that all
captions not previously illuminated extinguish. Set the MWS
DIM control as required.
- 28. GNS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set B

- 29. ACARS . . . . . . . . . . . . . . . . . . . . . Preflight Data Sent F
C21 - GNS
The Captain will verify that the flight plan information in the GNS-
X is correct as listed on the dispatch release or ATC clearance.
Use the PLAN display mode to cross check flight plan layout for
verification.
F9 - GNS
Verify that both GNS units are ON, INITIALIZED and the flight
plan is loaded and active. Check the active flight plan against the
clearance and filed routing and X-FILL. Input fuel on board,
planned payload and reserve fuel in the PLAN pages of both
GNS-X units.
Enter and verify that the preflight data has been sent. See
PREFLIGHT DATA on page 3.20.5 for additional guidance.

Procedures
C22 - Radar
Verify that the radar is off, ensuring that it was checked as part
of the Power Initialization Flow.
F10 - TRP
Based on the planned TOW and bleed considerations, set the
thrust and speeds in the TRP as follows.
Unless needed for takeoff weight requirements, a high surface
wind procedure, contaminated runways, or other valid reason,
the reduced thrust settings as presented in the TLR (takeoff and
landing report) will be used.
Note: During periods of high temperature and high weight

conditions, lower AT selections may be made based
on ATC restrictions or other known considerations.
This should be added as a briefing item in preparation
for the flight. Takeoff weights in excess of what are
displayed on the applicable REDUCED section of the
TLR are not permitted.
The First Officer will need to select the ENG ANT-ICE switches
as appropriate prior to setting the TRP.
Select TOGA MAX on the TRP and check the computed values
against the N1 displayed in the FULL THRUST section of the
TLR. Pull a manual set knob (normally #1) and dial the N1 into
the window. Select TOGA REDU, set the applicable assumed
temperature as found in the runway analysis.
Note: Based on the actual OAT and QNH, computed N1

values may differ from those published. Interpolation
is permitted for the above check.

Procedures
Compare the MAX V1 from the runway analysis with the VR

found on the speed card for the applicable weight. If the MAX V1
is greater than VR, use an assumed V1 speed of VR 4kts. If not,
use the MAX V1. Select the TRP to V1 and set the computed V1
speed. Select V-+ and set the VR speed. Select the V- position
and set the VFTO speed. Re-select V-+ (VR) leaving the selector
in that position. On the MCP set the V2 speed in the VSEL.
Notes: 1. V1 and V2 speeds are digitally displayed on the

PFD in addition to the speed tape.
2. Correction charts for VR and V2 are included on
the speed cards and should be consulted
particularly when operating in higher
temperatures and high altitude airports.
30. Airbrake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In C
C23 - Airbrake
Verify that the AIR BRAKE lever is fully forward and the AIR BRK
annunciator is extinguished. In tailwind conditions the AIR BRK
annunciator may be illuminated without hydraulic pressure.
31. Thrust Levers. . . . . . . . . . Config Checked / Fuel Off C

C24 - Thrust Levers
Verify all four THRUST LEVERS are FUEL OFF and that the
configuration warning had been checked.
32. Control DISCs / Trims . . . . . . . . . . . . . . . . . Checked B

C25 - Control Disconnects
Confirm the PULL DISCONNECT ELEV and AIL handles are
fully IN and the MWS AIL/EL UNCPLD caption is extinguished.
The elevator handle will have the button pushed in when
properly connecting the controls. The aileron handle will have
the button out. Maintenance must rest an AILERON
DISCONNECT.
F4 -Trims (Elevator and Aileron)
Manually check for full movement and indication. Return to
neutral position.
Check the ELECTRIC TRIM control wheel switches by checking
each side of the split switch independently verifying that no
movement of the trim wheel occurs. With both switches operated
together, verify proper trim wheel operation and direction.

Procedures
- 33. Park Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C

C26 - Park Brake
Verify the PULL TO PARK lever is pulled, the BRAKE SELECT
button is YELLOW and the YELLOW brake pressure gauge
(unless deferred) indicates adequate pressure.
34. Aft Console . . . . . . . . . . . . . . . . . . . . . . . . . Checked B

C27 - Aft Console
a) Transponder & TCAS . . . . . . . . . . . . . . . . . . . . . . . . Check
Verify the transponder knob is in STBY and set the
XPDR switch as follows:
1 will be used on odd dates.
2 will be used on even dates.
Perform the TCAS test. Verify that the amber XPDR
annunciator on the control panel extinguishes after 1
second. Check IVSI and PFD for test patterns. Wait for
the audio test report: TCAS SYSTEM TEST OK or
FAIL
b) Brake Temp Indicator . . . . . . . . . . . . . . . . . . . . . . . . Check
Press and release the BRAKE TEMP TEST button.
Any red LEDs that were illuminated will extinguish. All
LEDs will show increasing temperature until they are
all illuminated. Red LEDs will remain illuminated while
the green and amber LEDs will show decreasing
temperature. When current brake temperature is
indicated, the red LEDs will extinguish.
c) FDR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Select the FDR GRND TEST switch to GRND TEST
and verify that the FDR FAIL light goes out. Release
the test switch and verify the light comes back on.
F8 - Aft Console
a) RMPs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
Set RMPs to the standard configuration as follows: #
1 VHF is used for ATC and ramp clearance. # 2 VHF
is normally used for ATIS and company. In some
circumstances the #1 radio must be used as required
for ATIS and company due to antenna location.
b) ADFs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
Check that BFO/OFF selectors are OFF and ANT/ADF
selectors are ADF.

Procedures
35. Standby Gear Indicators . . . . . . . . . . . . . . . Checked C

C28 - Standby Gear Indicator
Press to test each of the three STBY GEAR INDICATORS and
verify each illuminate green.
36. Audio Panels . . . . . . . . . . . . . . . . . . . . . . . . Checked B

C29 - #1 Audio Panel
Set the #1 COM PANEL for personal preference. While listening
to a continuous broadcast (E.G. ATIS) on a headset, check each
audio channel by selecting TEST A and then TEST B. Verify
that no significant drop in audio levels is noted on any channel.
Test the analog meter CVR by pressing the test button and
verifying that the indicator goes into the green band. The LED
indicator type CVR is tested by pressing the test button for more
than one second. The CVR status lamp will flash alternately
amber and green for approximately ten seconds and return to a
steady green status to complete the test and indicate normal
operation.
F6 - #2 Audio Panel
Set the #2 COM PANEL for personal preference. While listening
to a continuous broadcast (E.G. ATIS) on a headset, check each
audio channel by selecting TEST A and then TEST B. Verify
that no significant drop in audio levels is noted on any channel.
- 37. O2 Mask & Quantity . . . . . . . . . . . . Checked PSI B

C30 - O 2 Mask
Select the microphone selector to MASK. Verify the INT is
selected and the overhead speakers are OFF. Press the
RESET/TEST slide to TEST, verify the flow blinker changes to
yellow and that the oxygen flow is audible through the speakers.
Release the slide. Verify the diluter switch is in 100% and return
the microphone selector to BOOM.
F7 - O 2 Mask & Quantity
Verify the OXYGEN VALVE is fully OPEN and check the
associated system pressure. This valve should remain OPEN at
all times. If pressure indicates below 1500 psi., consult the
limitations section of this manual or the Operational Data
Handbook for the CREW OXYGEN chart outlining minimum
required dispatch pressure. Select the microphone selector to
MASK. Verify the INT is selected and the overhead speakers

Procedures
are OFF. Press the RESET/TEST slide to TEST, verify the flow
blinker changes to yellow and that the oxygen flow is audible
through the speakers. Release the slide. Verify the diluter
switch is in 100% and return the microphone selector to BOOM.
- 38. Crew Brief . . . . . . . . . . . . . . . . . . . . . . . . . . Complete PF

This checklist item confirms that the required brief items have
been covered and affords the opportunity to make any
necessary changes or clarify any items. See page 2.4.30.
The First Officer will call the Acceptance Checklist complete.
Briefings
During the normal flight deck setup and flow, the following items will
be reviewed and briefed prior to calling for the checklist.
CAUTION: IT IS VITAL THAT DURING THE REVIEW OF

THESE ITEMS, BOTH PILOTS CROSSCHECK
SETTINGS. THE AIRCRAFT CONFIGURATION
AND ANY SPECIAL CONSIDERATIONS MUST BE
MUTUALLY AGREED UPON AND UNDERSTOOD.
a) Flap setting
b) Thrust setting MAX or REDU (including AT to be used)
c) Auto throttle AUTO or MANUAL
d) Engine ANT-ICE ON or OFF
e) Bleed Air Setting
1. APU AIR APU AIR ON, PACK ON, RECIRC
2. ENG AIR, - ENG AIR 1,2,3,4 ON, PACKS ON, RECIRC
Note: Engine air takeoffs are presently prohibited.
3. NO CABIN AIR ENG AIR 4 ON only.
Note: Normally, ENG AIR 4 is used in this

configuration. However, if ENG 4 is deferred,
any other air source (3, 2 or 1) may be used.
Note that the AIR SEL ON GRND annunciator
will be illuminated on the CWP.
f) Emergency return plan (i.e. runway, IFR / VFR)

Procedures
g) Any special considerations including but not limited to:

1. Special departure procedures.
2. Contaminated runway procedures.
3. MEL considerations.
Example: With the APU deferred, we will start #4 at the

gate, call for AC power disconnect and then
call for the push. We will use the cross
generator start for the remaining engines.
The following is a sample briefing for the NAV Radios and MCP.
We have 113.4 for Detroit and 113.8 for Windsor in the STBY. 006
for the initial course to (fix or intersection). Departure is off runway
21R (215 heading set) with a clearance to 10,000 on the Palace 2
departure. Squawk code is .
The First Officer will follow the verbal flow and check that #2 NAV and
course is set and that the other MCP setting are in accordance with
the clearance as received.
In addition, prior to the first flight of the day, or as conditions change

throughout the day, the Captain will thoroughly brief the Flight
Attendants concerning the following information:
1. Weather, including reports of turbulence.
2. Enroute times, including expected delays.
3. Any other pertinent aircraft or flight information.
4. Discuss any security concerns.
If a jumpseat rider is on the flight the Captain will brief the rider on the
normal and emergency procedures using the jumpseat information
card.

Procedures

Procedures
2.5 TURNAROUND FLOW AND CHECKLIST

A. Introduction
As the title suggests, the turnaround flow and checklist will be
performed when the same flight crewmembers remain with the
aircraft during a turn and a termination check has not been
accomplished.
When the walk around has been completed and the flight release,
flight plan, ATIS, clearance and TLR have been reviewed, the crew
will proceed with the Turnaround Flow which includes both the set up
of the flight instruments, NAV radios and MCP as well as a review of
the required briefing items. See Briefings on page 2.4.30.
After the crew have completed their flows and have discussed and
briefed the normal and special considerations associated with the
flight, the Captain will call for the Turnaround Check.
Note: The ATC departure clearance must be recorded. This
should normally be accomplished by the First Officer with
an overhead speaker on to allow the Captain to hear the
clearance. Whenever possible, both pilots should be
present when the clearance is being received.

Procedures
B. Turnaround Flow - Captain
3
4
Captain Turnaround Flow - Abbreviated

1. Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
2. NAV Radios & MCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
3. Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
4. Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . Zero & Check
5. GNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Verify Flight Plan
6. Park Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set

Procedures
. Turnaround Flow - First Officer
2
3 5
First Officer Flow - Abbreviated

1. NAV Radios & MCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
2. Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
3. Fuel Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
4. GNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
5. TRP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set

Procedures
D. Turnaround Checklist - Abbreviated

1. Park Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
2. Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
3. NAV Radios & MCP . . . . . . . . . . . . . . . . . . . . . . . . Set B
4. Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . Set B
5. GNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set B
6. Fuel Quantity . . . . . . . . . . . . . . . . Checked & Zeroed B
7. ACARS. . . . . . . . . . . . . . . . . . . . . Preflight Data Sent F
8. Crew Brief . . . . . . . . . . . . . . . . . . . . . . . . . . Complete C
E. Turnaround Check - Expanded

1. Park Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
C6 - Park Brake
Check that the PARK BRAKE is set and that the pressure is
adequate. Although a minimum of 1000 psi is adequate for a
parked aircraft, it is recommended that the brake pressure be
monitored periodically and the accumulator re-charged above of
2500 psi.
2. Pressurization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
C1 - Pressurization
Analog System (501XJ):
For normal operation, ensure that the discharge valve selector is
in NORMAL, the SHUT/MAN/OPEN selector is in the 12 oclock
position and that the MODE selector is in AUTO.
Set the ALT knob to the following.
Planned cruise altitude (FLIGHT ALT scale) if below FL280,
or
Cabin altitude of 8000 (CABIN scale) if planned cruise altitude
is above FL280.
Set the BARO knob to the following.
If cruise altitude is lower than 18,000 ft., set the BARO knob
to local altimeter setting.
If cruise altitude is at or higher than FL180, set the BARO
knob to 29.92.
Digital System (502XJ and Subsequent):

Set the landing field elevation with the LDG ALT knob, verify the
MODE selector is set to AUTO and verify the outflow valve
selector is set to NORMAL.

Procedures
3. NAV Radios & MCP. . . . . . . . . . . . . . . . . . . . . . . . .Set B

C2 - NAV Radios and MCP
Set frequency for the initial outbound course. Set STBY to the
next NAVAID required on the clearance or flight plan.
clearance. Set heading to the departure runway heading.
Altitude select will be set to the initial SID or departure clearance
altitude. Set FD MSTR to the PF.
F1 - NAV Radios and MCP
Set frequency for the initial outbound course. Set STBY to the
next NAVAID required on the clearance or flight plan.
clearance. Set speed to the V2 based on planned weight and flap
setting. Verify that the heading is set to the departure runway
heading, altitude select is set to the initial SID or departure
clearance altitude and the FD MSTR is set for the PF.
When appropriate, the Captain will verbally brief the MCP

settings with the First Officer to verify that they are correct and
consistent with the departure clearance and/or flight plan. See
Briefings on page 2.4.30.
4. Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . .Set B

C3 - Flight Instruments
Visually check the following items on the left instrument panel:
a) PFD No warnings. Ensure thrust, speeds, FD and TO
mode are set.
b) # 1 Altimeter - Set the #1 altimeter to the current altimeter
setting and verify it is indicating within 75 ft. of field elevation
and ensure that altimeters read within 100 ft. of the other.
Set the flap retraction altitude as per the TLR and verbally
brief settings.

received.
Example:
set .

Procedures
c) STBY ATT Erect, no flags.

d) DBI Set as required with no flags.
e) ND No warnings. Ensure CRS and 2nd CRS, BRG,
FORMAT, RANGE and DATA are set.
f) Check IVSI / TCAS.
g) STBY ALT / IAS. Set altimeter setting and ensure altitude is
within 75 of field position elevation.
F2 - Flight Instruments
Visually check the following items on the right instrument panel.
a) PFD No warnings. Ensure thrust, speeds, FD and TO
mode are set.
b) #2 Altimeter - Set the #2 altimeter to the current altimeter
setting and verify it is indicating within 75 ft. of field elevation
and ensure that altimeters read within 100 ft. of the other.
Set the flap retraction altitude as per the TLR and verbally
brief settings.

received.
Example:
Captain: Altimeter is 29.80 for _ft. Flap retraction
set .
c) DBI Set as required with no flags.

d) ND No warnings. Ensure CRS and 2nd CRS, BRG,
FORMAT, RANGE and DATA are set.
e) Check IVSI / TCAS.
5. GNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set B
C5 - GNS
The Captain will verify that the flight plan information in the GNS
is correct as listed on the dispatch release and ATC clearance.
Use of the PLAN display mode is recommended to cross check
flight plan layout.

Procedures
F4 - GNS
Verify that GNS units are ON, INITIALIZED and the flight plan is
loaded and active. Check the active flight plan against the
clearance and filed routing and X-FILL. Input fuel on board,
planned payload and reserve fuel in the PLAN pages of both
GNS units
6. Fuel Quantity . . . . . . . . . . . . . . . . Checked & Zeroed B
C4 - Fuel Quantity
Captain will verify that the FUEL USED is RESET and cross
check the actual fuel on board with the RAMP and MIN FUEL
listed on the dispatch release.
F3 - Fuel Quantity
Verify the fuel on board by performing the reasonableness check
as outlined in Fuel Reasonableness Check on page 3.7.4 and
cross check with the RAMP and MIN FUEL listed on the dispatch
release. As part of the flow, the First Officer will verbally call the
fuel checked at lbs., with a MIN FUEL of _. The
Captain will acknowledge.
F5 - TRP
Based on the planned TOW and bleed considerations, set the
thrust and speeds in the TRP as follows.
Unless needed for takeoff weight requirements, a high surface
wind procedure, contaminated runways, or other valid reason,
the reduced thrust settings as presented in the TLR (takeoff and
landing report) will be used.
Note: 1. During periods of high temperature and high

weight conditions, lower AT selections may be
made based on ATC restrictions or other known
considerations. This should be added as a
briefing item in preparation for the flight.
2. If using an AT that is lower than that displayed on
the TLR, the actual takeoff weight must not
exceed the weight allowed on the applicable
REDUCED section of the TLR.

Procedures
The First Officer will need to select the ENG ANT-ICE switches
as appropriate prior to setting the TRP.
Select TOGA MAX on the TRP and check the computed values
against the N1 displayed in the FULL THRUST section of the
TLR. Pull a manual set knob (normally #1) and dial the N1 into
the window. Select TOGA REDU, set the applicable assumed
temperature as found in the runway analysis.
Note: Based on the actual OAT and QNH, computed N1

values may differ from those published. Interpolation
is permitted for the above check.
Compare the MAX V1 from the runway analysis with the VR

found on the speed card for the applicable weight. See Sample
of Speed Card on page 5.2.14. If the MAX V1 is greater than VR,
use an assumed V1 speed of VR 4kts. If not, use the MAX V1.
Select the TRP to V1 and set the computed V1 speed. Select V-
+ and set the VR speed. Select the V- position and set the VFTO
speed. Re-select V-+ (VR) leaving the selector in that position.
On the MCP set the V2 speed in the VSEL.
Notes: 1. V1 and V2 speeds are digitally displayed on the

PFD in addition to the speed tape.
2. Correction charts for VR and V2 are included on
the speed cards and should be consulted
particularly when operating in higher
temperatures and high altitude airports.
7. ACARS. . . . . . . . . . . . . . . . . . . . . Preflight Data Sent F

Enter and verify that the preflight data has been sent.
8. Crew Brief . . . . . . . . . . . . . . . . . . . . . . . . . . Complete PF

This checklist item confirms that the required brief items have
been covered and affords the opportunity to make any
necessary changes or clarify any items. See Briefings on page
2.4.30.
The First Officer will call the Turnaround Checklist complete to the
line.

Procedures
2.6 STARTING ENGINES CHECK

A. Starting Engines Flow - Captain
3
4
DO ORS
CLOSED
Captain Flow - Abbreviated

After verification that the MM1 is checked and on board, the Captain
will proceed with the following flow.
1. Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
2. Fuel Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
3. Engine Ant-ice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On
4. Seat Belt Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On
5. Park Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
--------------------- When cleared to start engines ------------------------
6. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set(Off)
7. Start Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set

Procedures
B. Starting Engines Flow - First Officer

1. Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On
--------------------- When cleared to start engines ------------------------
2. Packs & APU AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set

Procedures
C. Starting Engines Check *

1. MM1 . . . . . . . . . . . . . . . . . . . . . .Checked & On Board C
2. Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off C
3. Fuel Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
4. Engine ANT-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . On C
5. Seat Belt Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On C
6. Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Closed B
7. Park Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
8. Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On F
9. Packs & APU AIR . . . . . . . . . . . . . . . . . . . . . . . . . . Set C

10. Start Panel & Power . . . . . . . . . . . . . . . . . . . . Set C
D. Starting Engines Flow and Checklist - Expanded

The Starting Engine Flow will be completed prior to a pushback or
power out operation and after checking the MM1. To assist in
securing the cabin, items 1-4 can be completed prior to final door
closure. Do not call for the Starting Engines Check until all the doors
are closed and flow items have been completed.
Note: The following expanded procedures are based on the
starting of all four engines prior to taxi. If an engine start
is to be delayed until during the taxi, the Delayed Start
Procedures on page 2.8.7 are to be followed. The
preceding the checklist item identifies it as a delayed
start item.
1. MM1 . . . . . . . . . . . . . . . . . . . . . .Checked & On Board C

Verify that the MM1 has been checked, briefed and is on board.
2. Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off C
C1 - Hydraulics
Verify that all hydraulic pumps are OFF.
3. Fuel Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
C2 - Fuel Panel
Ensure all (4) feed tanks are full and L/R FEED LO LEVEL lights
are extinguished. Select the CTR TANK TRANSFER switch to
AUTO or SHUT as appropriate. The CROSSFEED switch
should be in the SHUT position. Verify the L STBY PUMP and R
STBY PUMP are set to NORM and both L and R COMMON
FEED switches are selected to the SHUT position. Select the L
OUTER, L INNER, R INNER and R OUTER PUMPS to ON.

Procedures
4. Engine ANT-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . On C
C3 - Engine Ant-Ice
Select and/or verify that all ENG ANT-ICE switches are ON.
As a delayed start item, ensure that the applicable ENG ANT-
ICE switch is ON prior to start.
5. Seat Belt Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . On C

C4 - Seat Belt Sign
Select the FASTEN BELT sign ON.
6. Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Closed B
Both Captain and First Officer will verify that the LWR DOOR
NOT SHUT, CAB DOOR NOT SHUT and CAB DOOR FAULT
MWS annunciators are extinguished.
Note: When conducting a power out operation and

connected to a jet bridge the CAB DOOR NOT SHUT
caption may remain illuminated during the start of
engines 4 and 3.
The First Officer will verify that the flight deck door is locked.
7. Park Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C

C5 - Park Brake
The Captain will ensure the park brake is set and that adequate
pressure exists.
8. Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On F
F1 - Beacon
Select and verify that the BEACON is ON.
The First Officer will then call the checklist complete to the line.
When cleared to start or pushback, the Captain will call for

below the line.

Procedures
C6 - Brakes
The Captain will ensure that the brakes are configured as
required.
For pushback procedures, see Chapter 3, Pushback
Operations.
For power out, the park brake will remain set and the AC PUMP
will be cycled ON-OFF to charge the brake accumulator
ensuring that the BRK ACC LO PRESS annunciator is
extinguished and brake pressure is above 2500 psi. This will
provide adequate brake pressure throughout the pushback and/
or normal engine starts.
9. Packs & APU AIR . . . . . . . . . . . . . . . . . . . . . . . . . Set C

F2 - Packs & APU AIR
If the engines are to be started using the APU GEN, the APU AIR
and both PACKS must be selected OFF. If the engines are to be
started using EXT AC (DC), or an engine generator, the APU
AIR and one PACK may remain ON.
10. Start Panel & Power . . . . . . . . . . . . . . . . . . . . Set C

C2 - Start Panel & Power
The Captain will identify the electrical source to be used for the
engine start and verify that the START PWR switch and
electrical panel are configured as outlined below. He will then
select the START MASTER switch ON, verify that START PWR
ON annunciator illuminates, select the START SELECT switch
to the desired engine and call set followed by the applicable
choice below. Example: Set, APU GEN.
APU GEN Confirm that the APU GEN is ON.
EXT AC Confirm that the APU GEN is OFF/RESET.
EXT DC See EXT DC Start Procedures on page

3.16.9 for applicable guidance.
(X-GEN) If a subsequent X-GEN start is required, start

ENG GEN engine #1or 4 (normally 4). Select the START
MASTER to OFF and the applicable ENG
GEN to ON. Turn off the APU GEN or EXT AC
and ensure that the buses are powered. Call
or signal for EXT AC disconnect. Re-select the
START MASTER ON, increase engine RPM
to 60% N2 and continue with X-GEN starts.

Procedures
The First Officer will call Starting Engine Check complete.The

following procedures are for normal starting. If starting an engine with
FADEC OFF, see FADEC OFF Operation on page 3.16.7. When
the below the line items are complete, the crew will start the engines
using the following procedures:

Initiate the start by pressing the Monitor start while regularly
START switch for two seconds. making visual contact with
Verify the STARTER OPERATING the ground personnel.
light and the appropriate green ENG
IGN A (B) annunciators illuminate.
At 10% N2, select the thrust lever to
the IDLE position. Ignition will occur
within 10 seconds followed by an
increase in EGT, N1 and oil
pressure.
At 40% N2, call 40 percent

When the ENG IGN and
STARTER OPERATING
annunciators extinguish, call
starter cutout.
Ensure that the engine stabilizes at
ground idle (49-54% N2), the EGT is Note: The STARTER
stable and that the oil pressure is in OPERATING light
the normal range with the OIL LO annunciator should go out
PRESS annunciator extinguished. within 10 seconds of reaching
ground idle.
Ensure that the engine has

stabilized at ground idle and
no abnormal indications are
present.
The Captain and First Officer will repeat the above process for the
remainder of the engines to be started.

Procedures
2.7 AFTER START FLOW AND CHECKLIST

A. After Start Flow - Captain
4 6
3
2

1. Start Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Norm and Off
2. ENG ANT-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off(On)
3. Generators 1 & 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .On
4. ENG HYD PUMP 2 & 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .On
5. Brake Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Auto(Off)
6. AC PUMP & PTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .On

Procedures
B. After Start Flow - First Officer
2
1

1. Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
2. Air Supply & Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set

Procedures
C. After Start Check * - Abbreviated

1. Start Panel. . . . . . . . . . . . . . . . . . . . . . . Norm and Off C
2. Engine ANT-ICE . . . . . . . . . . . . . . . . . . . . . . . Off(On) C
3. Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
4. Generators 1 & 4. . . . . . . . . . . . . . . . . . . . . . . . . . . On C
5. Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On C
6. Brake Fans . . . . . . . . . . . . . . . . . . . . . . . . . .Auto(Off) C
7 Air Supply & Packs Set C
8. MWS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked B
9. Chocks & Area . . . . . . . . . . . . . . . . . . . . . . . . . . Clear B
D. After Start Flow and Checklist - Expanded

Note: The following expanded procedures are based on the
starting of all four engines prior to taxi. If an engine start
is to be delayed until during the taxi, the Delayed Start
Procedures on page 2.8.7 are to be followed. The
preceding the checklist item identifies it as a delayed
start item.
After all engines have stabilized, the Captain will initiate the After
Start Flow. After the engine generator(s) have been selected on, the
First Officer will commence his/her After Start Flow. When both pilots
have completed their flow, the Captain will call for the After Start
Check.
1. Start Panel. . . . . . . . . . . . . . . . . . . . . . . Norm and Off C
C1 - Start Panel
The Captain will select the START SELECT PWR switch to
NORM and the START SELECT and START MASTER switches
to OFF.
2. Engine ANT-ICE . . . . . . . . . . . . . . . . . . . . . . . Off(On) C
C2 - ENG ANT-ICE
Select ENG ANT-ICE as required.
3. Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
F1 - Ice Protection
The First Officer will select ice protection as follows:
L and R SCREEN HEAT to ON, AUX and L VANE to ON, L and
R PITOT and R VANE to ON and ICE DETECT to ON.

Procedures
4. Generators 1 and 4 . . . . . . . . . . . . . . . . . . . . . . . . . On C
C3 - Generators
First Flight Of The Day
Select the GEN 4 switch through OFF LINE to ON and verify that
the GEN 4 OFF LINE annunciator extinguishes. Select the APU
GEN to OFF/RESET and select the EXT AC OFF. Verify the
Captains PFD and ND are operative. Select GEN 1 switch
through OFF LINE to ON and verify the GEN 1 OFF LINE
annunciator extinguishes. Select the APU GEN switch back to
ON. If the APU is inoperative, select the GEN 4 switch through
OFF LINE to ON and verify that the GEN 4 OFF LINE
annunciator extinguishes. Select GEN 1 switch through OFF
LINE to ON and verify the GEN 1 OFF LINE annunciator
extinguishes. Check the load meters to ensure that the AC loads
are shared.
Every Flight
Select GEN switches 1 and 4 through OFF LINE to ON and verify
the respective OFF LINE annunciator extinguishes.
If AC external power was used for engine start, the Captain will
ensure that the EXT AC switch is OFF and the ground crew have
been signaled to disconnect the external power.
Note: When selecting generators for cross generator starts

or bus tie checks, go fully to OFF/RESET instead of
OFF LINE.

Procedures
5. Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On C
C4 - ENG HYD PUMP 2 & 3. . . . . . . . . . . . . . . . . . . . . . . . . .On
Select ENG 2 and ENG 3 pump switches ON and check that the
YELLOW and GREEN gauges indicate 3100 +/-50psi.
Notes: 1. If the aircraft is pushed back, the ENG 3 PUMP

and PTU must remain OFF until the tow bar has
been disconnected. The AC pump may be
selected on only after the pushback is complete
to replenish brake pressure prior to tow bar
disconnect.
2. If AIR LO PRESS annunciator is illuminated,
increase relevant engine RPM until the
annunciator is extinguished and return to ground
idle.
C6 - AC PUMP & PTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .On

Select the AC PUMP switch to AUTO and the PTU switch to ON.
Note: Do not select AC PUMP to AUTO prior to ENG 2 or

ENG 3 PUMPS reaching normal pressure, otherwise
the AC PUMP will run without indication until selected
off.
6. Brake Fans . . . . . . . . . . . . . . . . . . . . . . . . . .Auto(Off) C

C5 - Brake Fans
Unnecessary use of the brake fans should be avoided. Monitor
BTI and select brake fans as required to ensure that the 300C
maximum temperature for takeoff is not exceeded. In cold
conditions, especially when runways and taxiways are
contaminated, brake temperatures should be maintained above
a minimum of 50C to prevent brakes from freezing after
retraction. This may require warming of the brakes with regular
symmetric applications during taxi.

Procedures
7. Air Supply and Packs. . . . . . . . . . . . . . . . . . . . . . . Set C

F2 - Air Supply & Packs
Select the APU AIR switch or ENG AIR switches to ON. Wait for
the indication of discharge / outflow valve opening. Select PACK
1 and/or 2 ON as appropriate to bleed source.
Notes: 1. Use of a PACK with an ENG AIR supply may

cause a PACK VALVE warning at low power
settings. Advancing the required engine thrust
should extinguish the warning. The effectiveness
of the PACK is notably reduced at low power
settings.
2. Use of only one PACK is permitted with APU AIR
as the source.
8. MWS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked B
Check the MWS/CWP for abnormal indications.
9. Chocks & Area . . . . . . . . . . . . . . . . . . . . . . . . . . Clear B

Confirm that the chocks have been removed (power out) and
that the area for aircraft taxi is clear of personnel, ground
equipment and that the wave off has been received.
Proceed with the After Start Checklist when called for by the
Captain and call complete when accomplished.

Procedures
2.8 BEFORE TAKEOFF FLOW AND CHECKLIST

A. Before Takeoff Flow - Captain

1. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
2. Flight Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
3. Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check

Procedures
B. Before Takeoff Flow - First Officer
4
7
3
1
5 6

1. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18, 24, 30
2. Flight Controls (Ail / Elev) . . . . . . . . . . . . . . . . . . . . . . . . Check
3. Load Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Receive
4. TRP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
5. Trims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
6. Config Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check
7. PA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Complete

Procedures
C. Before Takeoff Checklist * - Abbreviated

1. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked C
2. Flight Instruments . . . . . . . . . . . . . . . . . . . . Checked C
3. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18( 24)( 30) B
4. Load Data . . . . . . . . . . . . . . . . . . . . . . . . . . .Received F
5. TRP & V Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . Set B
6. Trims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set Set F
7. Shoulder Harness. . . . . . . . . . . . . . . . . . . . . . . . . . On B
8. Flight Controls . . . . . . . . . . . . . . . . . . . . . . . Checked B
9. Configuration Warning. . . . . . . . . . . . . . . . . Checked F
D. Before Takeoff Flow and Checklist - Expanded

When the After Start Check has been completed, the First Officer
will call for the taxi clearance.
Notes: 1. Taxi instructions should be noted by the First Officer

and acknowledged verbally by the Captain to ensure
accuracy. In particular, all hold short points must
be verbally acknowledged by the Captain.
2. An airport diagram must be in a position to be readily
available for reference. When visibilty is below
standard takeoff minima, the chart must be
positioned on an approved chart holder.
3. When the First Officer cannot visually monitor the
aircrafts progress, (e.g. entering load data and
speeds) he/she should notify the Captain that they
are heads down.
4. For aircraft dimension and turning radius information,
see Aircraft Dimensions & Turning Radius on page
3.14.3.
The Captain will release the park brake and verify the brake pressure
drops to zero. Once out of the gate area, the Captain will call for
Flaps (18, 24 or 30) Before Takeoff Check. Each pilot will then
complete their Before Takeoff Flow.
When all flow items have been completed, the First Officer will
proceed with the Before Takeoff Check.
WARNING: WHEN CROSSING A RUNWAY DURING TAXI,

BOTH PILOTS' MUST CHECK THE RUNWAY
AND FINAL APPROACH FOR CONFLICTING
TRAFFIC. THE STANDARD CALL WILL BE
CLEAR LEFT (RIGHT) AND MUST BE MADE
BY BOTH PILOTS.

Procedures
1. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked C
C1 - Brakes
Release the PARKING BRAKE for taxi and perform the following
brake check. When clear of all obstacles, select the BRAKE
SELECT switch to GREEN. While taxiing, gently apply even
pressure to the brake pedals. Check the GREEN BRAKE gauge
for pressure indication and confirm that the aircraft slows. Select
the BRAKE SELECT position to YELLOW and repeat the check
using the YELLOW gauge.
Notes: 1. Selection between brake systems should be

made with the brakes released to avoid fluid
migration.
2. Takeoff should be made with the BRAKE
SELECT switch to YELLOW.
2. Flight Instruments . . . . . . . . . . . . . . . . . . . . Checked C

Check the flight instruments for failure flags and heading slave
function. Verify the altimeters are set correctly and the runway
heading is selected on the MCP.
3. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 (24)(30) B
F1 - Flaps
The First Officer will verify that the flap lever and position gauge
indicate correctly, verbally state Flaps (18, 24, 30) and
point to the flap gauge until the Captain responds. The Captain
will verify flap position, indication and then respond with Flaps
.
4. Load Data . . . . . . . . . . . . . . . . . . . . . . . . . . . Received F

F3 - Load Data
When the LOAD DATA is received via the ACARS or alternate
means, verify it is accurate. Note the ZFW, TOW and Stab Trim
setting. The payload will be checked and entered into the Plan
Page 6 of the GNS-X. Compare the takeoff weight in GNS with
those from the LOAD DATA for verification. Set the elevator trim
to reflect the stab trim and post the correct speed card for the
TOW.

Procedures
5. TRP & V Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . Set B

F4 - TRP
Use the LOAD DATA information received and Runway Analysis
to confirm the take-off power (MAX or REDU) and verify its
selection on the TRP. If using REDU, reference the TLR to verify
that the applicable AT is set. Ensure that the speed card and V
speeds are set and correct for the received weight and flap
setting. After setting the TRP and as part of the flow, the First
Officer will verbally call out the planned weight, flap setting and
set speeds. The Captain will acknowledge.
Example: 82,000 lbs., flap 24 takeoff, speeds are set at 109,
113, 123 and 174.
Re-select V-+ (VR) leaving the selector in that position.
Note: The AT setting should be checked as power interrupts

during the start may reset the AT to the default REDU
setting.
6. Trims. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set Set F

F5 - Trims
Verify the RUD TRIM indicator is centered, the ELEV TRIM is set
as per the LOAD DATA and the AIL TRIM indicator is centered.
When completing the checklist, verbally state the indicated trim
positions in the order of rudder trim (centered), elevator trim (set)
and aileron trim.(centered). E.G. response: set, 3.6, set.
7. Shoulder Harness . . . . . . . . . . . . . . . . . . . . . . . . . On B
Both flight crewmembers will verify that their shoulder harnesses
are on and the Captain will ensure that any jumpseat passenger
has their shoulder harness on.
8. Flight Controls . . . . . . . . . . . . . . . . . . . . . . . Checked B

C3 - Flight Controls
During the taxi, the Captain will check the rudder for full and free
movement.
F2 - Flight Controls
Move the control wheel through full range left, right, forward and
aft checking for free movement and that the opposite column
operates in unison throughout the check. Verify that ROLL SPLR
indicators show full spoiler actuation. This check should be

Procedures
completed once clear of gate congestion or at a point

appropriate (considering position, wind direction and speed
during the taxi.) See Chapter 3, Flight Control Check on page
3.6.1
.
Note: 1. Do not use excessive force in tailwind or strong

crosswind conditions to perform this check as it
may cause the elevator controls to disconnect.
2. If the aircraft has stood in rain, the column should
be held for a moment 1 inches aft of full
forward to allow water to drain from the elevator.
9. Configuration Warning . . . . . . . . . . . . . . . . Checked F

F6 - Config Warning
Press and hold the CONFIG button and verify the MWS red
CONFIG caption remains extinguished and no warning horn is
heard.
The First Officer will call the Before Takeoff Check complete.
Takeoff Imminent
F7 - PA
When takeoff is imminent (i.e. expected within 3-5 minutes), the
First Officer will, via a PA, notify the Flight Attendants to prepare
for departure. He/she will also check the flap setting and re-
affirm that the Before Takeoff Check has been completed. This
is especially important during deice operations when the flaps
are not selected until just prior to takeoff.
When the cabin is secure for takeoff, the flight attendant will
notify the flight deck via the cabin call signal.

Procedures
E. Delayed Start Procedures

General
In the interest of fuel conservation, use of the 3 engine taxi
configuration should be considered when taxi times in excess of 15
minutes are expected.
The decision to delay engine start must be based on several factors.
Anticipated taxi time / distance.
Ambient temperature.
Ramp, taxiway and weather conditions.
Icing conditions.
Note: 3 engine taxi is prohibited if ENG ANT-ICE is

required.
MEL considerations.
The following configuration is approved for delayed start procedures.
Three engine taxi, Engine 2, 3 & 4 (normal) or 1, 2 & 3 operating
with the APU GEN supplying electrical power.
Note: 1. An APU that successfully starts the engines while

supplying AC power may be considered reliable for
a three engine taxi and subsequent engine start.
The #4 (1) GEN should remain in the OFF/RESET
position unless required due to an APU or APU
GEN failure.
2. With the #4 engine driven generator deferred,
engines 1, 2 & 3 may be used for this procedure.
Prior to pushback and engine start, the flight crew will decide whether
delayed starting is appropriate and choose the configuration to be
used.
When delaying an engine start, good judgement must be exercised
as to when the remaining engine(s) will be started. The Captain will,
after monitoring aircraft movement and departure sequence, choose
the appropriate point. It will take 60-90 seconds to complete the start
procedure.
All engines must be running prior to the normal prepare cabin for
departure call.
CAUTION: ENSURE THAT THE ENGINE HAS SUFFICIENT

TIME TO REACH THE MINIMUM OIL TEMPERA-
TURE (30C) FOR TAKEOFF. OPERATING TIME VS
OIL TEMPERATURE ON THE OPERATING
ENGINES SHOULD BE USED FOR GUIDANCE.

Procedures
Procedure
At the appropriate point during the taxi, the Captain will call for the
starting engines check, delayed start items. These items are
prefixed with a .
Each item will be accomplished as directed in Starting Engines Flow
and Checklist - Expanded on page 2.6.3.
Note: To limit unnecessary generator switching and power

increases, the APU GEN will be the preferred power
source for the engine start.
Once the engine has stabilized, the Captain and First Officer will
complete the normal After Start Flow to ensure that the required
items are addressed. (see pages 2.7.1 and 2.7.2). The Captain will
then call for the after start check, delayed start items. These items
are also prefixed with a .
Abnormal Procedures
In the event of an APU auto shutdown during the start, the aircraft will
be reduced to the emergency power level. Consult the checklist,
APU - Auto Shutdown After Start on page 7.1.27.
As noted in that checklist, the APU may be restarted under the
direction of maintenance control. In the 3 engine taxi configuration,
the operative engine driven generator may be used for power and
subsequent X-GEN starting.
CAUTION: WITH POWER RESTORED AFTER A DROP TO

THE EMERGENCY LEVEL, THE IRSS, GNS-X,
MCP AND FLIGHT INSTRUMENTS WILL REQUIRE
RE-INITIALIZATION AND RE-SETTING. THE
TURNAROUND FLOW SHOULD BE COMPLETED
FOLLOWED BY THE APPLICABLE TURNAROUND
CHECKLIST ITEMS
THE AIRCRAFT MUST NOT BE MOVED DURING
THE IRS ALIGNMENT PROCESS.
Note: Because of the time involved in re-setting the avionics,

the aircraft may be required to move to a remote location
to complete the required procedures.
2.9 RUNWAY ITEMS FLOW AND CHECKLIST

Procedures
A. Runway Items Flow - Captain

1. Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .On

Procedures
B. Runway Items Flow - First Officer
3
2

1. Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RA/TA
2. TAWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
3. Radar. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WX(Off)
4. Autothrottle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Armed(Off)

Procedures
C. Runway Items Checklist - Abbreviated

1. Before Takeoff & PA . . . . . . . . . . . . . . . . . . Complete F
2. Transponder, TAWS & Radar . . . . . . . . . . . . . . . . Set F
3. Autothrottles . . . . . . . . . . . . . . . . . . . . . . Armed(Off) F
4. Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On F
* 5. Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set B
* 6. MWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked B
D. Runway Items Flow and Checklist - Expanded

The Captain will call for runway items prior to pulling onto the
runway for takeoff. Each pilot will then complete their runway items
flow. The First Officer will then accomplish the Runway Items
Checklist.
WARNING: WHEN PULLING ONTO AN ACTIVE RUNWAY,

BOTH PILOTS' ATTENTION MUST BE ON
CHECKING THE RUNWAY AND FINAL
APPROACH FOR CONFLICTING TRAFFIC. THE
STANDARD CALL CLEAR LEFT (RIGHT) WILL
BE MADE BY BOTH PILOTS.
1. Before Takeoff & PA . . . . . . . . . . . . . . . . . . Complete F
Ensure that the Before Takeoff Check has been completed and
that the cabin call signal from the flight attendant was received.
2. Transponder, TAWS & Radar . . . . . . . . . . . . . . . . Set F

F1 - Transponder
F2 - TAWS
F3 - Radar
Select transponder to RA/TA and the ALT RPTG switch to the
NAV source to be used for the flight.
Ensure that the TAWS controller does not have OVRD or INOP
illuminated. Select the radar as follows:
If only the TERR display is required for reference, set the
radar display selector to TEST and select TERR on the TAWS
controller.
If WX radar is operationally required, select WX on the radar
display selector.
If both the TERR and WX RDR displays are required for
reference, select WX on the RDR display, TERR on the
TAWS controller and transfer WX RDR display to the ND.

Procedures
Note: The radar must not be selected on while in a line up with

aircraft or other obstacles in close proximity.
3. Autothrottles . . . . . . . . . . . . . . . . . . . . . . Armed(Off) F
F4 - Autothrottle
If to be used, the A/T switch should be selected to ARM, the
associated green annunciator illuminated and the A/T status on
the PFD showing a white ARM. If not to be used, the A/T switch
should remain off.
4. Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On F
C1 - Lights
Confirm that the landing lights are on.
* 5. Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set B

Each pilot will visually check that the air supply and air
conditioning panels are properly set to ensure proper operation
of the outflow valves and that no illegal bleed settings exist.
* 6. MWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked B
Each pilot will visually check the MWS panel to ensure that no
unexpected annunciators are illuminated.
The First Officer will call the Runway Items Check complete.

Procedures
2.10 NORMAL TAKEOFF

A. Introduction
When the takeoff clearance has been received, the First Officer will
read back the clearance and note any ATC assigned heading.
Takeoff power should be set before releasing the brakes unless field
length and obstacle clearance margins permit a rolling start or high
surface wind conditions require modified handling. See Rolling
Takeoff vs Standing Takeoff on page 2.10.6 for guidance on the
execution of a standing takeoff.
The PF will advance the thrust levers to approximately the 12 oclock
position (thrust levers vertical with the quadrant) and allow the
engines to stabilize in the 60-70% N1 range. As soon as power is
stabilized on all four engines, select a TOGA button. With the A/T
active, allow thrust to set automatically. If the A/T is not available,
advance thrust manually as directed above. With the engines
stabilized, smoothly advance to the takeoff thrust setting. The First
Officer will monitor engine instruments and adjust the thrust as
necessary to achieve the target N1 and to extinguish FADEC arrows.
No adjustments are to be made after 80 knots. Once the power is set,
the First Officer will check that both airspeed indicators are alive and
call power set.
Note: The Captain will retain control of the thrust levers
throughout the remainder of the takeoff roll in the event of
an aborted takeoff. To allow the First Officer to set the
power, the Captains hand should be poised over the thrust
levers until the power set call is made.
CAUTION: TO AVOID INJURY THE FIRST OFFICER WILL

REMOVE HIS HAND FROM THE THRUST LEVER
QUADRANT ONCE THE POWER SET CALL IS
MADE.
At 80 kts., the First Officer will call 80 knots and the PF will assume
control with the call my column or my steering as appropriate.
Note: Throughout the takeoff, the control column should be used

to maintain wings level and positive nosewheel contact,
particularly on contaminated runways. With the First Officer
as PF, the Captain will control the steering with tiller and
rudder until the transfer at 80 kts.
The Captain will retain control of the thrust levers from the power set
call to the V1 call. After the V1 call, The PF will place both hands on
the control column. At VR, the PNF will call rotate. The PF will rotate
smoothly to the command bars. (V2 at 35 ft.).

Procedures
WARNING: DURING THE TAKEOFF ROLL, EITHER PILOT

IS EXPECTED TO CLEARLY CALL OUT ANY
MALFUNCTION OR ABNORMALITY AND THE
CAPTAIN WILL ASSESS ITS NATURE AND
DECIDE WHETHER THE AIRCRAFTS SAFETY
IS IN JEOPARDY. HE/SHE WILL THEN
CLEARLY STATE THE DECISION TO
CONTINUE OR ABORT. THIS DOES NOT
PRECLUDE THE ABILITY OF THE FIRST
OFFICER IN A LIFE THREATENING
SITUATION (EXAMPLE: RUNWAY INCURSION)
TO INITIATE AN ABORTED TAKEOFF. SEE
REJECTED TAKEOFF IN THE EMERGENCY/
NON NORMAL CHAPTER FOR ADDITIONAL
GUIDANCE.
Note: During the initial climb, it is recommended that the pitch

attitude not be allowed to exceed 20 nose up. If this
attitude is reached, allow the speed to increase above
the target value.
Because TO TRK mode will remain engaged until HDG SEL is

selected, leave TO TRK as soon as practicable above 350 RA. This
is especially true on departures where the runway heading is
assigned.
At flap retraction altitude, which is normally 1,000 ft. AGL unless
otherwise stated on the TLR, the PF will call for speed 210(VER).
The PF will then accelerate through the flap retraction schedule and
at VFTO (VFTO+10 as applicable), call flaps up, climb norm. When
the flaps have retracted as indicated by the disappearance of the
VFGL line, the PF will call for speed 250, after takeoff check.

Operation manual
OM PART E - 1
B. Normal Takeoff - Pictorial
Flap retraction and airspeed schedule
Note: 1. Pitch attitude should not exceed 20 degrees during the initial climb. Take-Off flap setting
If this attitude is reached, allow the speed to rise above V2 + 10 kts. 30 24 18
2. In the event of engine failure, revert to engine failure procedures.
Select 24 V2 + 10 kt
3. VER and Climb Max may be used for Max Gradient Climb after flap retraction
only if required. This is normally for special airport operations only. Select 18 V2 + 20 kt V2 + 10 kt
4. HDG SEL may be selected after reaching 350 RA
Select 0 VFTO VFTO VFTO
Max bank angle is 15 during the above flap

retraction schedule. An additional 10kts is
required to reach 30 bank protection speed
Standard Operating
BAe AVRO RJ100
Close in turn for each flap setting.
Maintain T/O flaps until on departure heading
Procedures
SOP SUP.
Max bank 30
With flaps retracted

Mahan Air 2012 all rights reserved
Flap Retraction
Altitude
Page85
V2 Auto pilot may be engaged at 500ft
CHAPTER 0
Jan 5.2014
V1 VR
Set take-off power Rotate smoothly in about 4 HDG SEL (See Note 4) Set speed 210/ VER Set speed 250
to MAX / REDU / FLEX seconds to the attitude required Accelerate through flap Complete After
Rev
01
Start Clock to reach V2 + 10 kts (max 20 retraction schedule. Takeoff Checks
pitch up attitude)
Select climb thrust with flaps retracting

from 18 to 0.
Procedures
C. Normal Takeoff - Expanded

PF advances thrust levers for T/O.
Checks engine indications and
adjusts thrust as necessary to
achieve the target N1 and
extinguish FADEC arrows.
Removes hand from thrust levers.
Uses nosewheel steering to He/she then verifies that both
maintain directional control to 80 airspeeds are alive and calls
kts. Power set.
Holds control column for wind and

runway conditions.
When achieved, calls 80 knots.
At 80 kts
Captains takeoff First Officers takeoff

Calls My column. The First Calls My steering. The Captain
Officer will release the control will release the tiller and the First
column. Officer will maintain directional
steering with the rudder.
At V1
Pilot Flying (PF) Pilot not Flying (PNF)
Places both hands on the control Call V1. At VR, call Rotate.
column at V1. At VR, rotate
smoothly to the FD command
bars. Do not exceed 20 pitch up When achieved, call Positive
attitude. rate.
Call Gear up
Above 350 ft. RA
Call Heading select, heading Responds and selects HDG SEL
. on MCP.
At 500 ft. AGL
May call # autopilot on.
Responds and selects the
appropriate autopilot on.

Procedures
Flap Retraction Altitude

Calls(selects) Speed 210(VER) Responds and selects 210 in the
VSEL.
If a flaps 30 takeoff:
At V2+10(20) call Flaps 24
Responds and selects appropriate
flap setting.
If a flaps 24 takeoff:
At VFTO (VFTO +10 if exceeding 15 bank)
Call Flaps up, climb norm Responds and selects the flaps to
0 and CLIMB NORM on the TRP.
(THRUST switch on MCP may be
When flaps indicate up (VFGL line used).
disappears), calls Speed 250,
After Takeoff Check. Responds and selects 250 in the
VSEL. He/she then completes the
after takeoff flow and checklist.
Notes: 1. TO TRK mode will remain engaged until HDG SEL is

selected. On a runway heading departure, leave TO
TRK mode as soon as practicable after reaching 350
RA.
2. VER will only be used for special airport operations or
for a maximum gradient climb as required.
3. In the event of an engine failure, the FD will command
V2. Limit bank angle to 15 maximum and follow the
engine failure procedures as published for the
appropriate phase in the takeoff. See Chapter 5
Departure Procedures on page 5.2.7.
4. The published flap retraction schedule provides
protection for only 15 bank. Speed awareness is
important. An additional 10 kts. (speed in
parenthesis) must be added if turns in excess of 15
are required or are being flown during flap retraction.
5. Do not select LVL CHG on departure until established
at desired climb speed (normally 250 kts. to 10,000
ft.)

Procedures
D. Takeoff In High Surface Wind

When wind speed is greater than 25 knots from a direction of 55 or
more off the runway heading, modify your takeoff procedure as
follows:
1. Use MAX thrust.
2. Make initial power application normally and let the engines
stabilize (60-70%). Begin the takeoff roll. Prior to selection of
TOGA and takeoff thrust, the aircrafts ground speed should
approximate the wind speed.
E. Noise Abatement Takeoff Procedures

Use Flaps 18 if airfield performance is not limiting.
Maintain the initial climb at V2 + 10 knots with take-off power until
1,000 ft. AGL or the power cut-back altitude specified in the noise
abatement procedures for the airport.
Reduce to climb thrust by selecting CLIMB NORM on the TRP, and
decrease the pitch attitude to continue the climb at V2 + 10 knots.
Upon reaching the upper limit altitude of the noise abatement
restriction, accelerate and resume normal procedures.
Note: During the initial climb, it is recommended that the pitch

attitude not be allowed to exceed 20. If this attitude is
reached, allow the speed to increase above the target value.
F. Rolling Takeoff vs Standing Takeoff

Rolling takeoffs are permitted as part of approved flight manual
procedures in high surface wind conditions or during contaminated
runway operations.
The only guidance provided by the manufacturer other than the
above is that a rolling takeoff may increase the TOD by up to 20%
depending on technique. Under the most critical conditions, this
penalty, when applied does not exceed 10,000 lbs. Therefore, in
order to maintain simplicity and the proper safety margin, a rolling
takeoff may be performed when the actual TOW is 10,000 lbs. or
more below the MTOW shown on the TLR for that runway or runway
intersection. Example: TLR - 97,000 lbs. A rolling takeoff may be
performed if the aircraft is 87,000 lbs. or less.
In the interest of passenger comfort and other factors, good
technique should be employed when executing a standing takeoff.
The PF will assume control of the brakes and set the initial power
normally allowing the engines to stabilize at 60% - 70% N1. Upon
selection of the TOGA and A/T activation or manual setting of the
takeoff thrust, the PF will smoothly release the brakes. With the FO
as PF, upon brake release, the captain will assume rudder control to
80 kts as per normal procedure.

Procedures
2.11 AFTER TAKEOFF FLOW AND CHECKLIST

A. After Takeoff Flow - PNF
4
3 2
Pilot Not Flying Flow - Abbreviated

1. Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
2. AIr Conditioning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
3. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
4. PTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off
5. Flight Attendants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chime

Procedures
B. After Takeoff Checklist

1. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Up PNF
2. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Up PNF
3. TRP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set PNF
4. Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set PNF
5. Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . Set PNF
6. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off PNF
7. PTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off PNF
8. Flight Attendant . . . . . . . . . . . . . . . . . . . . . . . Chimed PNF
C. After Takeoff Flow and Checklist - Expanded

Once the After Takeoff Checklist is called for, the After Takeoff flow
followed by the checklist will be accomplished.
1. Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Up PNF
Verify that the landing gear selector is in the UP position and the
indicator lights are out.
2. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Up PNF

Verify that the flap lever is UP and the flaps are at 0.
3. TRP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set PNF

Verify that the TRP is set in CLIMB NORM(MAX) as required
and that climb thrust is set.
4. Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set PNF

PNF 1 - Air Supply
Select the ENG AIR switches on (normally 4,3,2,1) and select
APU AIR switch off. Ensure the APU VLV NOT SHUT and APU
NRV LEAK annunciators extinguish. The APU valve may at
times be slow to close.
5. Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . Set PNF

PNF 2 - Air Conditioning
Select the CABIN AIR switch as required (normally FRESH),
and ensure that PACK 1 and PACK 2 are selected on and
temperature is set as required.

Procedures
6. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off PNF

PNF 3 - APU
Shutdown the APU via the START/STOP switch. The APU VLV
NOT SHUT annunciator should be extinguished prior to APU
shutdown.
7. PTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off PNF

PNF 4 - PTU
Select the PTU to OFF. Verify that the PTU VALVE annunciator
illuminates and extinguishes.
8. Flight Attendant . . . . . . . . . . . . . . . . . . . . . . . Chimed PNF

PNF 5 - Flight Attendant
Evaluate the flight conditions and determine whether the Flight
Attendants can safely begin cabin service. If conditions are
acceptable, chime the cabin by cycling the FASTEN BELTS sign
OFF, then ON. If conditions are not acceptable, delay the chime
until conditions improve. If possible, combine with the 10,000 ft.
chime.
The PNF will call the checklist complete.

Procedures

Procedures
2.12 CLIMB
A. Climb Schedule
Two climb techniques are published.
High Speed Climb (normal operations). Use CLIMB NORM
thrust. Climb at maximum of 250 kts to 10,000 ft., then increase
to 280 kts converting to 0.66 MACH when the two speeds
coincide. Continue at 0.66 MACH until the top of climb.
Maximum Gradient Climb. (see note) Use CLIMB MAX thrust.
Climb at VER until the aircraft is clear of obstacles or above MSA /
MEA.
Departure and enroute climbs will normally be in TO or IAS (LVL
CHG) mode only. VS mode is not permitted in the climb with the
exception of step climbs of 2000 ft. or less below 10,000 ft. If ATC or
other circumstances require an increased rate of climb, reduction of
IAS may be used but no lower than the higher of 210 KIAS or 0.60
IMN.
Notes: 1. The maximum gradient climb profile, CLIMB MAX or

MCT are not to be used for performance convenience
as these power setting reduce engine life
considerably. Unless serious weather, ATC
restrictions or other extreme circumstances
necessitate increased performance, CLIMB NORM
will be the power setting for the climb. If the aircraft
performance becomes limiting at higher altitudes,
request the lower altitude as a final if conditions
permit. Achieving flight planned altitudes is not
mandatory. Contact dispatch prior to deviating more
than 6,000 ft. from flight plan altitude.
2. Turbofan engines produce thrust more efficiently at
higher airspeeds. Therefore, reducing KIAS does not
necessarily result in a sustained increase in climb
performance. The increased angle of attack and
reduced engine efficiency may actually result in a
more sluggish performance than if the climb was
maintained at the normal published profile.

Procedures
B. Climb Flow
Reaching 10,000 ft. or the final cruise altitude if lower, each pilot will
complete their climb flow.
PF PNF
Speed - Select 280 in VSEL. Lights - Select landing lights off
and other exterior lights as
Altimeter Bug - Zero required.
Flight Attendant - Chime by
cycling the FASTEN BELTS
sign OFF, then ON.
MAN Bug (PED) - Push in.
Altimeter Bug - Zero
Company Call - Check AFIS
and verify that OUT/OFF times
are displayed. If they are not,
advise dispatch. Times may
have to be entered manually.
PNF will call the climb flow complete.
C. RVSM Operations
Prior to entry into RVSM airspace:
Ensure that all altimeters are set to 29.92 in. HG
Check that the Captains and First Officers altimeters agree to
within 200 ft.
Record the primary altimeter readings on the flight plan adjacent
to the waypoint nearest the point of entry.
Ensure that the autopilot is engaged and that the assigned altitude
is set in the altitude pre-select.
Note: The ALT RPTG switch on the transponder controller

should be set to the side controlling the autopilot. i.e.
NAV 1 autopilot, ALT RPTG set to 1.
Should any of the required equipment fail prior to entering RVSM

airspace, the pilot must request a new clearance stating unable
RVSM due equipment. Coordinate with dispatch to evaluate fuel
requirements.
See RVSM Operations on page 3.12.1 for additional guidance.

Procedures
2.13 CRUISE
A. Cruise Checklist
* 1. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set B
* 2. MWS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked PNF
3. Climb Flow . . . . . . . . . . . . . . . . . . . . . . . . . Complete PNF
B. Cruise Checklist - Expanded

Just prior to climbing through 18,000 ft. or after leveling off for cruise
below 18,000 ft., the PF will call for the Cruise Check.
* 1. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set B
The PF will call altimeters and then state the applicable
altimeter setting. With both altimeters set, the PF will state the
indicated altitude and then call set. The PNF will respond by
repeating the altimeter setting and the indicated altitude on his/
her altimeter and call set. Both pilots must be vigilant to cross
check each others stated altitudes.
Example: Climbing through 17,000 ft.
PF - Altimeters, 29.92 (pause for the other pilot to set), 17,400,
set
PNF - Altimeter 29.92, 17,500, set
* 2. MWS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked PNF

Check the MWS for advisory status. Check ice protection, fuel
feed and transfer settings for proper configuration.
3. Climb Flow . . . . . . . . . . . . . . . . . . . . . . . . . Complete PNF

Verify that the items on the Climb Flow have been completed.
Call the Cruise checklist complete.
C. Cruise Speeds
Flight planned cruise speeds may vary based on sector length and
fuel burn requirements. Pilots are to adhere to the cruise speeds
published on the flight plan with the following exceptions:
Maximum operating cruise speeds are 290 KIAS / 0.72M.
Note: At ATC request, 295 KIAS is permitted if no potential

(turbulence) for overspeed and subsequent mode change
exists. See warnings in Chapter 3 Autopilot on page 3.4.1.

Procedures
D. Flight Deck Security

If a flight crewmember must leave the flight deck for physiological
reasons, the procedure outlined in Chapter 3 Flight Deck Security
on page 3.18.6 must be followed.
E. Enroute Fuel Checks

The captain will, at the following intervals, complete a fuel check by
comparing the actual fuel on board with the expected fuel remaining
found on the computer flight plan.
Top of Climb (after the aircraft is stabilized in cruise)
Each hour thereafter and normally when crossing a waypoint.
Top of Descent
Any significant discrepancies should be communicated to dispatch.
F. Holding
Holding should normally be flown with flaps up and at a maximum
speed of 210 KIAS.
If endurance is critical, and the aircraft is not in icing conditions, the
following speeds may be used.
Weight (lbs) 66000 70000 75000 80000 84000 88000 92000
Holding Flap 0 180 190 190 200 200 200 200
Speed
Flap 18 140 150 150 160 160 160 160
CAUTION: IN ICING CONDITIONS, HOLDING MUST BE

FLOWN WITH FLAPS UP AND SPEED 210 KIAS.
Note: Maximum holding speeds for turbojet aircraft are:

MSA - 6000 -------- 200 KIAS
6001- 14000 ------- 230 KIAS
Above 14000 ------- 265 KIAS
G. RVSM Operations
While operating in RVSM airspace:
Upon reaching the assigned altitude, check that the primary and
standby altimeters are set to 29.92 in. Hg and that the primary and
standby readings are noted.
Use the autopilot unless an abnormal situation requires its
disengagement.
Operate only at the assigned flight level and at a minimum of 0.57
IMN.
Except in an emergency or contingency situation, do not depart

Procedures
the assigned flight level without a positive clearance from ATC.

During transitions between flight levels, use the autopilot and
monitor the capture to ensure that the aircraft does not overshoot
or undershoot the assigned flight level by more than 150 ft.
When within 5 NM and 2000 ft. of another aircraft, limit climb or
descent to 1,000 FPM.
CAUTION: IF NOTIFIED BY ATC OF AN ALTITUDE DEVIA-

TION ERROR EXCEEDING 300 FT., THE PILOT
MUST TAKE ACTION TO RETURN TO THE
CLEARED FLIGHT LEVEL AS SOON AS
POSSIBLE.
On an hourly basis, check that the primary altimeters agree to within
200 ft. and note the standby altitude as it may have changed with a
change in temperature.
Contact ATC if:

The aircraft is unable to maintain its assigned flight level within 130
ft.
The primary altimeters differ by 200 ft. or more or any other
components required for RVSM fail.
Turbulence impacts the ability to maintain the assigned flight level.
Advise ATC that you are unable RVSM due equipment/
turbulence. ATC will then decide whether you may
continue in RVSM airspace or issue a clearance to an
altitude below FL290.
Note: With the loss of both primary altimeters, and until an

ATC clearance is received, maintain the last noted
standby altitude using the STBY altimeter.
See RVSM Operations on page 3.12.1 for additional guidance.
H. Approach Briefing
Even though the approach brief is listed as part of the approach
checklist, whenever the approach can be anticipated, it is to be
briefed prior to top of descent. This allows the crew to review the
approach without the distractions and higher workload associated
with terminal area operations. See Approach Brief on page 2.15.3 for
additional guidance.
The approach checklist item is called for as part of the approach
check. Any last minute changes would then be addressed as
required.

Procedures

Procedures
2.14 DESCENT
A. Descent Procedures
Normal indicated airspeeds for the normal descent profile are 0.72M
or 290 KIAS.
Note: At ATC request, 295 KIAS is permitted if no potential

(turbulence) for overspeed and subsequent mode change
exists. See warnings in Chapter 3 Autopilot on page 3.4.1.
Normally, from TOD to 10,000 ft., VS mode with a rate of 2,000 FPM
will be used for descent. This is equal to approximately 3 times the
altitude to be lost with a correction for wind component of 1NM per 10
kts. This will provide the optimum cabin descent rate for passenger
comfort. If higher rates of descent are required, monitor cabin altitude
closely, in particular, aircraft 501.
Note: Descent rates less than 2000 FPM should be avoided

unless required by ATC. Early descents have no benefit
as they result in the loss of valuable TAS and increase
fuel burns. Take advantage of discretionary descent
clearances and delay your descent until at least the above
recommended profile.
Airspeed should be monitored closely. If while in VS mode a higher

rate is required and the above airspeeds cannot be maintained, LVL
CHG should be selected. This will protect the aircraft from an
automatic mode change which is abrupt and has resulted in autopilot
overpower incidents.
Below 10,000 ft., the normal descent mode will be LVL CHG. This will
ensure the required speed protection of 250 KIAS. Under turbulent
conditions, LVL CHG mode can create uncomfortable flight
conditions in its attempt to accurately maintain an airspeed. When
this occurs, use of the VS mode is permitted, but it must be
understood that this mode does not provide speed protection. The PF
must closely monitor airspeed and use the airbrake as required.
Note: When LVL CHG is selected, the thrust levers may be held
at any point during the RETARD phase. While in A/T (white)
inactive mode, the thrust levers can be set manually. This
allows the pilot, while in IAS mode, to control descent rates
using an increase or reduction in thrust.

Procedures
B. Descent Checklist
Top of Descent
* 1. Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set PNF
At 18,000 ft.
* 2. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set B
3. Company Call . . . . . . . . . . . . . . . . . . . . . . . . Notified PNF
4. Seat Belt Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . On PNF
5. Flight Attendants . . . . . . . . . . . . . . . . . . . . . . Notified PNF
C. Descent Checklist - Expanded

Upon leaving the cruise altitude, the PF will call for the Descent
Checklist. If above FL180, the PNF will only complete the Top of
Descent item. When descending through or below FL180, the PNF
will complete the Descent Checklist in its entirety.
Top of Descent
* 1. Pressurization . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set B
Analogue System (501 XJ)
Set the BARO knob to the destination altimeter setting. Set the
ALT knob so that the landing field elevation is indicated on the
outer scale of the indicator and check the RATE knob is set to
the desired rate.
Note: The detent position will provide approximately 300 fpm

descent rate. Monitor the cabin altitude closely. The
RATE may have to be increased to prevent the
aircrafts altitude from catching the cabin altitude.
Digital System (502 XJ & Subsequent)

Confirm that the landing field elevation is set in the controller as
indicted on the quad gauge. Check that the cabin rate of descent
is normal.

Procedures
Through FL180
* 2. Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set B
The PF will call altimeters and then state the applicable
altimeter setting. With both altimeters set, the PF will state the
indicated altitude and then call set. The PNF will respond by
repeating the altimeter setting and the indicated altitude on his/
her altimeter and call set. Both pilots must be vigilant to cross
check each others stated altitudes.
Example: Descending through 18,000 ft.
PF - Altimeters, 29.85 (pause for the other pilot to set), 17,400,
set.
PNF - 29.85, 17,200, set.
3. Company Call . . . . . . . . . . . . . . . . . . . . . . . . Notified PNF

Contact the station operations via the ACARS (In Range MSG)
or via the radio advising them of expected on time and any
special needs. Specials include requirement for wheelchairs,
unaccompanied minors, ground power/conditioning, etc.
Normally this should be accomplished approximately 20 minutes
to landing.
4. Seat Belt Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . On PNF

Select the FASTEN BELTS switch on.
5. Flight Attendants . . . . . . . . . . . . . . . . . . . . . . Notified PNF

Approximately 20 minutes to landing, notify the Flight
Attendants, via a PA, to prepare the cabin for arrival.
In addition to notifying the Flight Attendants to prepare the cabin,
this announcement also indicates to the cabin crew that the flight
deck is sterile and that electronic devices must no longer be
used.
The PNF will call the checklist complete.

Procedures

Procedures
2.15 APPROACH
A. Approach Flow
After the Descent Check has been completed, the PF and PNF will
complete the Approach Flow items at the appropriate times as
described below.
PF PNF
As soon as the landing
runway and approach have As soon as the landing
been determined, the PF will weight can be determined,
complete the Approach the PNF will choose the
Brief as described in the appropriate landing speed
expanded section. card and set the landing
speeds.
At 10,000 ft. MSL, the PNF

At 10,000 ft. with the flow will turn both TAXI lights
items and briefings ON and the PTU ON.
completed, the PF will call for
the Approach Check.
B. Approach Checklist
1. Fuel Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set PNF

2. Pressurization. . . . . . . . . . . . . . . . . . . . . . . . Checked PNF
3. Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On PNF
4. PTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On PNF
* 5. Shoulder Harness. . . . . . . . . . . . . . . . . . . . . . . . . . On B
* 6. Landing Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . Set B
* 7. Approach Briefing . . . . . . . . . . . . . . . . . . . Complete PF
C. Approach Checklist - Expanded
1. Fuel Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set PNF

It is required to restore the fuel panel to individual feed for
approach and landing. Check FUEL QTY, verify that the FEED
TANKS are full and that the X FEED and L / R COMMON FEEDS
are SHUT.

Procedures
2. Pressurization. . . . . . . . . . . . . . . . . . . . . . . . Checked PNF

Analogue System (501 XJ)
Verify that the BARO knob is set to the destination altimeter
setting, the ALT knob is set to the landing field elevation and that
the cabin altitude and rate of descent is acceptable.
Note: The detent position will provide approximately 300 fpm

descent rate. Monitor the cabin altitude closely. The
RATE may have to be increased to prevent the
aircrafts altitude from catching the cabin altitude.
Digital System (502 XJ & Subsequent)

Confirm that the landing field elevation is set in the controller as
indicted on the quad gauge. Check that the cabin altitude and
rate of descent is acceptable.
3. Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On PNF
Verify or select the TAXI lights on. When cleared for an
approach, select the R LANDING switch on. When cleared to
land, select the L LANDING switch on. The crew may vary
lighting configuration due to existing weather conditions or as
directed by an emergency checklist.
4. PTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On PNF
Verify or select the PTU ON. Verify that the PTU VALVE
annunciator illuminates and extinguishes.
* 5. Shoulder Harness. . . . . . . . . . . . . . . . . . . . . . . . . . On B
Both pilots will verify that their shoulder harness is on and the
captain will ensure that any jumpseat person has their shoulder
harness on.

Procedures
* 6. Landing Speeds . . . . . . . . . . . . . . . . . . . . . . . . . . . Set

B
Check the GNS-X PLAN page 6 to determine the landing weight
and select the applicable speed card rounding the weight to the
next highest. After a crew review of the aircraft condition and
reported wind, the first officer will then set the TRP as follows:
Target Threshold Speed ( V- +)
The target threshold speed will be the VREF taken from the speed
card and corrected for wind and airframe icing as applicable.
The wind correction will be calculated by taking one half the
reported gust up to a maximum of 7 knots. If airframe ice is
indicated by accumulation on the edges of the windscreen or
wiper arm, an additional 7 knots to the target threshold speed is
recommended.
Therefore, the maximum target threshold speed that can be set
in the V-+ is VREF + 14 knots.
Note: Speeds in excess of VREF +7 require a LDA penalty

equal to 2% per knot above VREF +7. The required
corrections are supplied in the TLR landing data.
VFTO - (V-)
Set V- to the applicable VFTO speed.
The TRP should then be left with target threshold speed (V-+)
displayed.
* 7. Approach Brief . . . . . . . . . . . . . . . . . . . . . . Complete PF
Prior to the actual review of the approach plate data, the crew will
brief any special considerations including:
abnormal aircraft configuration
anticipated bleed settings
MEL procedures
weather concerns
NOTAMs
approach plate cautions
For either type of approach (i.e. visual or instrument), the PF
will state whether the approach will be coupled or flown
manually.
Notes: 1. Whether the approach is visual or

instrument, the applicable approach plate,
must be positioned either on the control
column or chart holder for ease of reference.
2. During visual approaches, all the available
navaids will be used and set as directed by
the associated published approach.

Procedures
Visual Approach
Using the approach plate the following items must be briefed.
Anticipated runway.
ILS frequency and inbound course (if available) tuned and
identified.
Field elevation.
Minimum safe (sector) altitudes.
Pattern altitude and entry. (Bug altimeter)
Instrument Approach
For an IFR approach, the PF will have the PNF review the
approach, set and identify his/her navaids. The PF will then
either transfer control of the aircraft (autopilot unavailable) or
request the PNF monitor (autopilot on) by calling your aircraft
(monitor) , ft., heading _degrees, kts. The PF
will then set and identify his/her navaids and verbally brief
approach.
The items to be included in the briefing are:
Date of approach plate.
Airport.
Type of approach.
Nav. frequencies tuned and identified.
Field elevation.
Minimum safe (sector) altitudes.
Inbound course.
Initial altitude.
Glide slope intercept altitude.
Minimum altitude, DH or MDA. (Bug altimeter)
Set HAT.
Required visibility minimum.
Time inbound.
Missed approach procedure.
Note: If for any reason the type or minimums of the

approach change, (e.g. ILS-LOC), the approach
must be re-briefed. If time does not permit the re-
brief, the approach must be discontinued.
At 10,000 ft., the PNF will do the Approach Check as

requested and call it complete.

Procedures
D. Approach Procedures
For all approaches, the aircraft must be stabilized in the landing
configuration and on the published profile and speed prior to reaching
1,000 ft. AGL. If the aircraft is not in a stable configuration at this
point, a missed approach must be executed. As per the FOM, an
exception exists when conducting a visual pattern or when ATC
requires S turns in VMC conditions. Under these circumstances, the
aircraft must be stabilized no later than 500 AGL.
Note: In addition to speed, course and altitude/glideslope

deviations, stabilized criteria also includes descent rate and
bank angle.
These must be monitored throughout the approach. Any
deviations will be called. The PF will acknowledge with both
corrective action and a verbal correcting response. For
both IFR and VFR approaches, if the aircraft is not in a
stabilized condition at the required point on the approach (i.e.
1000 or 500 respectively), the PNF will call not stabilized,
go around.
A crew may have to deviate from a particular profile in order to

accommodate ATC restrictions, weather avoidance or any other
situations relating to the safety of flight. When deviations are
required it is important that the changes are briefed and
acknowledged by both pilots.
During emergencies, the auto pilot and flight director should be used
as much as possible. The autopilot may remain engaged for the
approach in accordance with the MAHAN limitations as outlined in
Chapter 1 Auto-Flight on page 1.7.1.
When performing a non-precision approach, continuous awareness
of altitude and descent rate must be adhered to at all times. The
standard descent rate from the final approach fix to the step down fix
or MDA is 1000 FPM. A descent rate greater than 1000 FPM
between the final approach fix and a step down fix or an MDA may be
conducted if specifically briefed prior to the approach. However, a
descent rate of greater than 1000 FPM between the MDA and the
TDZE is not authorized.
Note: A descent rate of greater than 1500 FPM will not be

considered unless a special use airport with special aircrew
training and procedures require it.

Procedures
Because of the importance of strict VS control on approach, only the

VS and GS modes are permitted for descent on approach. Use of
LVL CHG mode is not authorized.
Note: Capture of GS (APP mode) for descent prior to LOC

intercept and capture is prohibited. Use VS to maintain the
required rate until LOC capture is confirmed.
E. Approach Profiles
Approach profiles are presented in pictorial and expanded form. They
are designed to standardize procedure. Unless otherwise stated, the
calls and actions as outlined in the expanded descriptions assume an
autopilot coupled approach. Approaches flown without the autopilot
will be executed using the same procedure noting that many of the
PF calls and actions will become requests and selections by the PNF.
Knowledge of the profiles and any briefed changes will allow for good
CRM coordination while limiting unnecessary and sometimes
distracting calls.
The PNF will monitor the flown profile and alert the PF to any noted
deviations or omissions.

OM PART E - 1
Approach preparations:
Complete Descent Check
Complete Approach Check
Precision Approach - Normal (Pictorial)

Radar vector or Procedural Notes:
Flaps up 1. Aircraft must be configured and stabilized by 1000 ft AGL.
Reduce speed to 210 Deviations from LOC or GS are not permitted unless directed by ATC. (e.g. S turns)
2. Approach speed is target threshold speed + 5 kts.
3. Airbrake may be used at any time on the
Standard Operating
BAe AVRO RJ100
approach but should be deployed no later than 100ft.
Procedures
Radar base or Descent outbound
SOP SUP.
Set speed 160
Flaps 18 CAUTION:
ATC may request higher than profile speeds to the FAF. Speeds up to 210 KIAS may
be accepted provided:
Localizer intercept Set missed
approach altitude. Flaps 18 are selected prior to the FAF.
Calls for speed, gear and flap extension are sequenced per the normal
2 miles 1 to mile order and when speed limitations allow.
Aircraft must be stabilized by 1000 AGL. See notes above.
GS 2 dots below
Set speed 145 GS 1 to dot below
Gear Down Set approach speed Aircraft must be
Flaps 24 Flap 33 stabilized by 1000 ft AGL See Note 1
Final Checklist
Page109
CHAPTER 0
Jan 5.2014
The above positions below GS are relative to
published FAF crossing altitude. When intercepting Landing Assured
or on GS at a higher altitude, distance from FAF Reduce to Target
should be used. Threshold Speed
Rev
01
MM Over Threshold (50)
FAF Target Threshold Speed
Procedures
Precision Approach - Normal (Expanded)
PF PNF
Cleared for the approach with aircraft configured at speed 160, flaps
18 and within 90 of final approach course.
Selects V/L on MCP and calls: Verifies selection on PFD.
localizer armed. Verifies
selection on PFD.
Localizer alive / capture
Calls localizer alive
Calls checks.
When the PFD annunciator shows
Selects APP mode and runway LOC capture, calls: localizer
heading on the MCP. Calls: captured.
approach armed, runway
heading set. Confirms selections on PFD.
Level at GS intercept altitude / GS alive
Selects and calls: missed Confirms action
approach altitude set
Calls: glideslope alive
Responds check
2 dots below GS and/or 2 miles from FAF
Selects and calls for speed
145, gear down, flaps 24. Selects landing gear down and flaps
to 24.
1 to dot below GS and/or 1 to mile from FAF
Selects and calls for speed Selects flaps to 33 and completes
target plus 5, flaps 33, final final check.
check.
Glideslope capture
Calls: glideslope capture.
Responds check
Crossing the FAF
Responds check Calls: crossing _at _ft.,
timing noted.
Inside the FAF, the PNF will call any sustained deviations in air-
speed of +/- 5 KIAS, in course or glideslope of +/- dot, ex-
cessive descent rate or bank angle.
The PF will respond to all deviation calls with correcting.
Final Check Items completed (prior to 500 AGL)
Completes the Final Check items
and verifies landing clearance. Calls
final check complete, cleared to
Responds check land.
Procedures
PF (Continued) PNF (Continued)

500 ft. to minimums
Calls: 500 to minimums
Responds check
200 ft. above minimums
Calls: Im heads up and searches
for visual runway references.
Responds check
At minimums (DA/H) with visual reference
Calls minimums
With approach lights in sight, calls
approach lights, continue.
Makes visual contact with With runway in sight, calls runway

runway and calls landing. in sight_ oclock.
At minimums (DA/H) with no visual reference

Calls minimums
Calls no contact, go around.
Initiates the missed approach
procedure.
At 100 ft. AGL and landing
The PF disconnects the autopilot if not already done so and selects or
calls for the captain to select the airbrake out.
The aircraft should cross the threshold at 50 at target threshold speed.
Note: The GPWS will generate audio altitude cues that may be
used as references for the approach and landing.

Procedures
Precision Approach - ILS PRM

To commence an ILS PRM approach, both radio management panels
(RMP's) and transponder must be operational. If any of these units fail
after approach clearance has been received, notify ATC. In addition,
the autopilot will be used for all ILS PRM approaches if it is operable at
the time of the approach.
All airports that have ILS PRM approaches include an Attention All
Users of ILS PRM information page in the Jeppesen charts that out-
line the procedures to follow. When PRM operations are in effect the
approach briefing must include the procedures found on that page.
Breakout procedures differ from standard missed approach proce-
dures. Missed approaches require a climb, while a breakout requires
an immediate turn and either a climb or descent. Missed approaches
generally start from a predetermined point at minimums where break-
out maneuvers are triggered anywhere along the approach path when
another aircraft enters the No Transgression Zone. A breakout
maneuver will be initiated by ATC using the following words:
TRAFFIC ALERT, (aircraft call sign) turn (left/right) immediately head-
ing (degrees), climb (descend) and maintain (altitude)
The following procedures will be used to execute a breakout maneu-
ver.
ILS PRM Breakout Maneuver - Climb
PF PNF
Disconnect AP and AT, select TOGA Selects cleared altitude in the
and advance thrust levers. Make an altitude select.
immediate climbing turn to the
assigned heading while calling max Confirms GA MAX power is set.
thrust, airbrake in
Selects HDG SEL, sets
Calls heading select, heading heading and ensures that the
, altitude select ALT SEL is set as required.
Maintain flap configuration until Selects flaps 24. When a

established on the required heading positive rate of climb is
and bank reducing through 15 then indicated, call positive rate.
at approach speed (VSEL), call flaps
24.
Calls gear up.
When established on the heading and above 500, the call for the
autopilot on, select speed to 210 and resume normal calls.
Procedures
ILS PRM Breakout Maneuver - Descent
PF PNF
Disconnects AP and AT and makes Monitors flight path.
immediate turn to assigned heading
and continues descent.
Note: Do not make flap or landing
configuration changes until level at
assigned altitude
Calls heading select, heading
, altitude select Selects HDG SEL, sets
heading and ensures that the
ALT SEL is set as required.
Notes: 1. PNF should monitor TCAS display throughout the

breakout.
2. Notify ATC when breakout is initiated.
TCAS Operation During ILS PRM Approaches

Flight crews are no longer required to select TA only when conducting
ILS PRM approaches. Even though it has been determined that TCAS
operated within ATC guidance is unlikely to conflict with another air-
craft. When operating with TCAS, flight crews must understand the fol-
lowing.
An ATC instruction is the primary means of separation.
In the unlikely event that an ATC instruction is given simultaneously
with an RA alert, pilots should always take the following action.
Comply with the RAs vertical guidance.
Comply with ATC turn (heading) guidance.
If reaction to an RA alert causes the crew to deviate from an
assigned clearance, inform ATC immediately.

Rev 01

CHAPTER 0
Jan 5.2014
.15.12
Flaps up Approach preparations:
Page114
Reduce to 210 Complete Descent Check
Complete Approach Check
Non-Precision Approach - Normal (Pictorial)

Notes:
Radar base or Descent outbound

1. Approach speed is target threshold speed + 5 kts.
Set speed 160
2. Airbrake may used at any time on the approach
Flaps 18
but should be deployed no later than 100ft AGL.
Standard Operating
Set ALT SEL to

BAe AVRO RJ100
step down or
Tracking Inbound
MDA as required
Procedures
SOP SUP.
FAF Inbound
Start clock
Descend to step down or MDA
Complete Final Checklist
2 miles from FAF 1 to mile form FAF

Set speed 145 Set approach speed.
Gear Down See Note 1.
Flaps 24 Flap 33
Final Checklist
Landing Assured
Operation manual
Reduce to Target Threshold speed.
Maintain MDA
If performing a circling approach, maintain Set Missed Approach Altitude
OM PART E - 1
flap 24 and 145 kts. until established on

base for landing runway
FAF Over Threshold

Target Threshold speed.
Procedures
Non-Precision Approach - Normal (Expanded)
PF PNF
Cleared for the approach with aircraft configured at speed 160, flaps
18 and within 90 of final approach course.
Selects V/L (LOC/BC or VOR) or
HDG SEL (NDB or VOR) on MCP and
calls: localizer armed (if Verifies selection on PFD.
applicable). Verifies selection on
PFD.
Localizer or course alive / capture
Calls localizer (course)
Calls check. Intercepts alive
approach course as required. If the PFD annunciator shows
LOC capture, calls: localizer
If LOC capture, calls: check, runway captured.
heading set.
When level at the FAF (Descent Point) crossing altitude
Sets the ALT SEL to the 100 ft.
increment above the step down or
minimums as applicable and calls
altitude select Verifies selection.
2 miles from FAF or descent point
Selects and calls for speed 145,
gear down, flaps 24. Selects landing gear down and
flaps to 24.
1 to mile from FAF or descent point
Selects and calls for speed target
plus 5, flaps 33, final check. Selects flaps to 33 and
completes final check.
Crossing the FAF
Calls: crossing at
Selects and calls time noted, VS ft., timing noted.
down Verifies selection.
Inside the FAF, the PNF will call any sustained deviations in air-
speed of +/- 5 KIAS, in course of +/- dot or +/- 5 and altitude
of +50/- 0 ft. The PF will respond to all deviation calls correcting.
Final Check Items completed (prior to 500 AGL)
Completes the Final Check
items and verifies landing
clearance. Calls final check
Responds check complete, cleared to land.
Procedures
PF (Continued) PNF (Continued)

500 ft. to minimums
Calls: 500 to minimums
Responds check
200 ft. above minimums
Calls: Im heads up and
Responds check searches for visual runway
references.
At minimums with visual reference
Calls minimums holding, set
missed approach altitude _
and sets the missed approach altitude Verifies selection.
in the ALT SEL. With approach lights in sight,
calls approach lights,
continue.
Calls VS down and
disconnects the AP and AT. With runway in sight, calls
runway in
sight_ oclock.
Makes visual contact with runway and
calls landing.
At 100 ft. AGL and landing
The PF selects of calls for the captain to extend the airbrake.The
aircraft should cross the threshold (50) at target threshold speed.
At minimums (DA/H) with no visual reference
At the MAP, calls missed approach
point. Calls no contact, go
around.
Initiates the missed approach
procedure.
Notes: 1. If step down altitudes are part of the approach, the

standard call 500 to step down will be made by the
PNF for each segment. In addition, the PF when level at
the step down altitude will set the next applicable altitude
(rounded up to the nearest 100 ft.) calling altitude
select .
2. Unless briefed prior to the approach, the maximum rate
of descent from the FAF to the MDA is 1,000 FPM.
3. VOR approaches can be conducted using HDG SEL or
VOR/LOC modes. Note that the VOR/LOC mode can
wander depending on VOR position and strength.

Flap retraction and airspeed schedule
Take-Off flap setting

Notes:
30 24 18
Select 24 V2 + 10 kt
3.
2.
1.
Operation manual
OM PART E - 1
Select 18 V2 + 20 kt V2 + 10 kt
Downwind
Abeam Threshold Max bank angle is 15 during the above flap

Speed 160
Start time. Plan as follows: retraction schedule. An additional 10kts is
Flaps 18
3 sec outbound / 100 ft AGL required to reach 30 bank protection speed
(ex. 45 secs. at 1500 ft AGL) for each flap setting.
Apply correction of 1 kt / sec in excess of 10 kts.
Crosswind
Maintain flap 18
Accelerate to 160 kts
Base Turn
SOP SUP.
Procedures
Set speed 145

Gear Down
BAe AVRO RJ100
Visual Approach - Normal Pattern
configuration by 500 ft. AGL.

Standard Operating
Flaps 24
Normal pattern altitude is 1,500 ft. AGL.

1000 AGL
Airbrake OUT
Set speed 160
(by 100ft AGL) Gear Up Initiate flap retraction
1000 ft AGL schedule to flap18
Set approach speed
Page117
V2 + 10 kts or
Flaps 33 maximum 20 degree
Final Check
Aircraft shall be stabilized on final and in the landing

pitch attitude
Threshold
Target Threshold Speed
Jan 5, 2014
CHAPTER 0

Rev 01
Descent rate on base leg to final must not exceed 1,000 FPM.
Rev 01
CHAPTER 0
Jan 5.2014
Missed Approach or Rejected Landing (Pictorial)

Notes:
Page118 The speeds published are in reference to Target Threshold Speed (V-+)
and VFTO (V- ). They provide clear PFD speed references for safe
maneuvering (up to 30 bank) and flap retraction throughout any
published procedure.
The autopilot may be engaged at or above 500ft.
With flaps retracted and above MSA, normal
speeds and profiles may be resumed.
Standard Operating
BAe AVRO RJ100

Procedures
SOP SUP.
Set VSEL 210 or VER (3 engines)

At (V-+)+20, select HDG SEL as required by
published missed approach procedure.
At (V-+)+30, select flap 18.
At VER, (VFTO+10) select flaps up and CLIMB NORM.
Operation manual
Set max power With a positive rate
Select airbrake IN of climb, retract gear
Rotate smoothly in about 4 sec.
to the attitude required to reach
OM PART E - 1
(V-+)+ 5 kts (max 20 nose up)

At (V-+)+5, select flap 24
(18 if flaps 24 approach)
Procedures
Missed Approach or Rejected Landing - Expanded

PF PNF
Missed approach point
Initiate GA by advancing the thrust
levers and pressing TOGA. Select
airbrake in (captain) and rotate
smoothly to FD bars. Ensure that Confirms GA MAX thrust is set,
PFD shows GA MAX. Call max airbrake is in and responds
thrust, airbrake in max thrust.
At approach speed (VSEL)
Calls flaps 24 Responds and selects flaps 24.
Positive rate of climb
Calls positive rate
Calls gear up, speed 210 Responds and selects gear up
and VSEL to 210. Verifies gear
retraction. See note 3.
At (through) target threshold speed (V-+) + 20
Calls heading select, heading
See note 4. Responds and selects HDG SEL
and requested heading.
At (through) target threshold speed (V-+) + 30
Calls flaps 18 Responds and selects flaps 18.
At (through) VER
Calls flaps up, climb norm. Responds and selects flaps up
and TRP to CLIMB NORM .
With flaps up
Calls speed (as required), After Responds and selects
Takeoff Check. requested speed and completes
the After Takeoff Check.
Notes: 1. In the event an engine failure occurs on the GA, follow

the sequence as found in the Emergency / Non-Normal
at the point at which it occurs.
2. The speeds published above provide full 30 bank
protection for full maneuvering in addition to a
convenient PFD reference.
3. To assist the PF, the PNF should restate the missed
approach when practicable and call the reference
speeds as required, i.e. when the appropriate action is
not called for.
4. Depending on workload, the PF may request the PNF to
set his/her NAV, CRS and ND for the missed approach.

Procedures

Procedures
2.16 FINAL CHECK

A. Final Flow
When the PF calls for the gear down, the PNF will select the gear
down and then notify the Flight Attendants by selecting the FASTEN
BELTS sign OFF then ON.
Note: Time the selection of OFF then ON to ensure that a double

chime is achieved.
B. Final Checklist
1. Flight Attendants . . . . . . . . . . . . . . . . . . . . . . Chimed PNF
* 2. Landing Gear . . . . . . . . . . . . . Down, 3 Green, Cntrd B
* 3. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PF
* 4. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked PF
5. Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set PNF
C. Final Checklist - Expanded

When the final flap selection is called for, the Final Check will also be
requested. Example: Flaps 33, Final Check.
1. Flight Attendants . . . . . . . . . . . . . . . . . . . . . . Chimed PNF

Verify that the Flight Attendants have been double chimed as
part of the Final Flow.
* 2. Landing Gear . . . . . . . . . . . . . Down, 3 Green, Cntrd B

After verifying that the 3 green annunciators are illuminated, the
PNF will call landing gear while pointing to the annunciators.
The PF will then visually verify that the 3 green annunciators are
lit and call down, 3 green.
The Captain will verify that the nosewheel is centered by
checking the tiller to ensure that center markings are lined up
and call centered.
* 3. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PF
After verifying that the flaps are in the required position, the PNF
will then call flaps while pointing to the flap indicator. The PF
will then visually check and call out the indicated flap position.
* 4. Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Checked PF
Confirm that the BRAKE SELECT switch is YELLOW. Verify that
full brake pressure is available by applying pedal pressure until
3000 PSI is indicated on the brake pressure indicator. When
pedal pressure is removed, ensure that the pressure drops to 0.

Procedures
5. Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set

PNF
By 500 AGL, all airframe anti-ice/deice systems must be
selected off and the air supply set in one of the following normal
configurations (see note below):
ENG ANT-ICE OFF and no landing climb limit:

CABIN AIR - RECIRC
PACKS 1 & 2 - ON
All ENG AIR - ON
ENG ANT-ICE ON or landing climb limited, select in the

following order:
PACK 1 - OFF
ENG AIR 1, 2, 3 - OFF
PACK 2 - OFF no later than 500 AGL
ENG AIR 4 - ON
WARNING: ENG ANT-ICE CANNOT BE USED

SIMULTANEOUSLY WITH ENG AIR AND
PACKS DURING TAKEOFF AND LANDING.
Note: The APU may be started and APU AIR used under the
following conditions:
.
1. When contaminated runway or taxiway conditions are

such that a two engine taxi is anticipated.
2. APU is required for a non-normal situation or MEL
deferral and no restriction on use of APU AIR exists.
When APU AIR is used, the air supply will be set in the
following order:
PACK 1 - OFF
CABIN AIR - RECIRC
APU AIR - ON
ENG AIR - 1, 2, 3, 4 - OFF
The PNF will call the checklist complete and verify that the landing
clearance has been received and that the landing lights are on.

Procedures
2.17 AFTER LANDING FLOW AND CHECKLIST

A. After Landing Flow - Captain
1
2

1. Column Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position to engage
2. Airbrake / Lift Spoilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IN
3. Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set

Procedures
B. After Landing Flow - First Officer
3 ENGAGE
COLUMN LOCK
2

1. Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY
2. Flaps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up
3. Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Off
4. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off(On)
5. Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set

Procedures
C. After Landing Checklist

1. Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY F
2. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up F
3. Airbrake & Lift Spoilers . . . . . . . . . . . . . . . . . . . . . . In F
4. Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off F
5. Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set F
6. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off(On) F
7. Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set F
2(3) Engine Taxi
* 8. Generators / AIr . . . . . . . . . . . . . . . . . . . . . . . . . . . Set F
* 9. Thrust Lever(s) . . . . . . . . . . . . . . . . . . . . . . . . Fuel Off C
D. After Landing Flow and Checklist - Expanded

Upon touchdown and with the nose on the ground, the Captain will
manually select the airbrake lever to the LIFT SPLR position. The PF
will apply brakes to ensure response and modulate pressure as
required for the conditions. The PNF will verify the indications as the
following calls are made. Idle, spoilers yellow over green, brake
pressure good......80 kts. (when achieved). With the First Officer
as PF, and after the landing calls are made, the Captain will state
my aircraft and assume control of the brakes and steering.
When clear of the active runway, the Captain will position the column
lock to be installed, select the airbrake lever IN, set the exterior lights
as required and call for the After Landing Check. The First Officer
will install the column lock , complete his/her After Landing Flow, and
complete the checklist.
Note: Unless instructed by ATC or constrained by a hold short line

associated with an adjacent parallel runway, taxi clear of the
landing runway even if it requires you to enter a taxiway or
ramp area.
WARNING: WHEN CROSSING A RUNWAY DURING TAXI,

BOTH PILOTS' ATTENTION MUST BE ON
CHECKING THE RUNWAY AND FINAL
APPROACH FOR CONFLICTING TRAFFIC. THE
STANDARD CALL WILL BE CLEAR LEFT
(RIGHT) AND MUST BE MADE BY BOTH
PILOTS.

Procedures
1. Transponder . . . . . . . . . . . . . . . . . . . . . . . . . . . . STBY F
F1 - Transponder
Select the transponder / TCAS to STBY unless required by the
airport for ground movement radar.
2. Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Up F
F2 - Flaps
Select the flaps to the UP position.
3. Airbrake & Lift Spoilers . . . . . . . . . . . . . . . . . . . . . . In F

C2 - Airbrake / Lift Spoilers
Verify that the airbrake lever is IN and that the AIRBRAKE
annunciator is extinguished.
4. Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off F
F3 - Radar
Select the radar to the OFF position.
5. Lights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set F
C3 - Lights
Verify that the LANDING/TAXI LTS are set appropriate for
conditions.
6. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off(On) F
F4 - APU
Normally, the APU will remain OFF. The APU may be started
only if necessary due to ground equipment failure or other
circumstances. See APU in Chapter 3 - Supplementary Normal
Procedures.
7. Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set F

F5 - Air Supply
If the APU is started, the APU AIR & PACK may be turned on 1
minute after the APU PWR AVAILABLE annunciator illuminates.
If the APU is not required, ENG AIR and PACK(s) may remain
on until the shutdown flow.
The First Officer will call the checklist complete.

Procedures
2 or 3 Engine Taxi
At the Captain's discretion, a 2 engine taxi (# 1 and 4 shutdown) may
be accomplished provided that the APU GEN is on. If the APU GEN
is off (normal configuration), a 3 engine taxi (#1 shutdown) may be
accomplished especially if extended taxi or other delays are
expected.
The Captain will call: two (three) engine taxi.
The First Officer will check the APU (ENG GEN) voltage and
frequency and then individually select the appropriate GEN 1 (and 4)
switches to OFF/RESET. He/she will then select the relevant ENG
AIR(s) to OFF.
The First Officer will then proceed with the 2 (3)Engine Taxi checklist
items found in the AFTER LANDING CHECK.
* 8. Generators / Air . . . . . . . . . . . . . . . . . . . . . . . . . . . Set F

The First Officer will verify that the electrical panel is configured
as required and ensure that the associated ENG AIR switch(es)
are OFF.
* 9. Thrust Lever(s) . . . . . . . . . . . . . . . . . . . . . . . . Fuel Off C

Select the relevant thrust levers to FUEL OFF.
Note: Operate the engines at idle thrust for a minimum of

2 minutes before shutting down.
CAUTION: SELECTION OF THE PULL GRND OP BUTTON

WILL ONLY BE DONE WHEN PARKED AT THE
GATE PRIOR TO OR DURING ENGINE SHUT-
DOWN. FAILURES DURING TAXI MUST BE
IDENTIFIED AS THE NATURE OF THE
MALFUNCTION MAY AFFECT GROUND
OPERATIONS.
The First Officer will call "2 (3) engine taxi check complete".
If engines 1 and 2 are required to be shutdown prior to final gate

parking, the 3 engine taxi checklist (#1 shutdown) may be completed
during the taxi . When lined up and approaching the gate for parking,
bring the aircraft to a stop and set the park brake.
If not already done so, configure for #1 engine shutdown as outlined
above. For engine # 2, proceed as follows.

Procedures
AC PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
#2 ENG PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
YEL HYD PRESSURE . . . . . . . . . . . . CHECK (min 2000 psi)
Relevant THRUST LEVERS . . . . . . . . . . . . . . . . . FUEL OFF
Release the park brake and complete final taxi to the gate.
CAUTION: IN THE ABOVE CONFIGURATION (#1 AND #2

SHUTDOWN), AND WITHOUT THE APU GEN
AVAILABLE, A SUBSEQUENT FAILURE OF GEN 4
MAY RESULT IN A LOSS OF HYDRAULICS. USE
OF EMERG YEL WILL BE REQUIRED FOR
BRAKING.

Procedures
2.18 SHUTDOWN FLOW AND CHECKLIST

A. Shutdown Flow - Captain
6
4 7
2

1. Park Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
2. Seat Belt Sign. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Off
3. Hydraulic Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Off
4. Generators 1 & 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Off
5. Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Fuel Off
6. Fuel Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
7. ENG ANT-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .On

Procedures
B. Shutdown Flow - First Officer

1. Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Off
2. Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set
3. Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Off

Procedures
C. * Shutdown Checklist
1. Park Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
2. Seat Belt Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off C
3. Hydraulic Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . Off C
4. Fuel Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
5. Generators 1 & 4 . . . . . . . . . . . . . . . . . . . . Off/Reset C
6. ENG ANT-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On C
7. Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Off C
8. Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off F
9. Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set F
10. Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off F
11. ACARS Arrival & Fuel . . . . . . . . . . . . . . . . . . . Noted F
D. Shutdown Flow and Checklist - Expanded

Upon reaching the gate, the Captain will stop the aircraft, set the park
brake and proceed with his/her shutdown flow. When the engines
have been shutdown, the First Officer will complete his/her shutdown
flow. With flows complete, the Captain will call for the Shutdown
Checklist.
1. Park Brake. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
C1 - Park Brake
Set the PULL TO PARK lever and verify that the YELLOW brake
pressure gauge indicates adequate pressure. (min. 1000 PSI).
2. Seat Belt Sign . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off C

C2 - Seat Belt Sign
Select and verify the FASTEN BELTS switch is OFF.
3. Hydraulic Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . Off C

C3 - Hydraulic Pumps
Select in order, the PTU, AC PUMP, ENG 2 PUMP and ENG 3
PUMP to OFF.
4. Fuel Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C

C6 - Fuel Pumps
Select the FUEL PUMPS to OFF.
Note: If the APU is on, leave the L INNER PUMP on.

Procedures
5. Generators 1 & 4 . . . . . . . . . . . . . . . . . . . . Off/Reset C

C4 - Generators 1 & 4
If not required for electrical power, select both generators 1 & 4
to the OFF/RESET position.
If an engine generator is required for electrical power (Example:
while waiting for EXT AC), select GEN 1 to OFF/RESET and
leave GEN 4 ON. After EXT AC is selected ON, GEN 4 can then
be selected to OFF/RESET.
For the checklist, both generators must be OFF/RESET.
6. ENG ANT-ICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . On C
C7 - ENG ANT-ICE
Select and verify that all ENG ANT-ICE switches are ON.
7. Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Off C

C5 - Thrust Levers
On the first flight of the day through a maintenance base, an
engine overspeed test must be completed as outlined below. If
the overspeed test is to be completed, select the thrust levers to
FUEL OFF as required based on electrical or other
considerations.
Engine Overspeed Test
Captain: Move thrust lever to attain an N1 between 30 to

35%.
First Press and hold the applicable ENG OVSPD test
Officer: switch on the ground test panel for a minimum of
2 seconds.
As soon as the N1 decays, the captain will select the thrust lever
to FUEL OFF and verify that the ENG OVSPD MWS annunciator
illuminates.
Note: Because of the narrow margin for a successful test,

please use care in setting power and be patient in
allowing time for the test to be initiated.
8. Ice Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off F

F1 - Ice Protection
Select and verify that all HEATERS and the ICE DETECT
switches are OFF.

Procedures
9. Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set F

F2 - Air Supply
Select and verify that all ENG AIR switches are OFF and that the
APU AIR and PACKS are set as required.
10. Beacon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off F

F3- Beacon
Select and verify that the BEACON is OFF.
11. ACARS Arrival & Fuel . . . . . . . . . . . . . . . . . . . Noted F

Verify that the ON and IN times have been sent via the AFIS
ARRIVAL DATA page. If on a turnaround with the same aircraft,
note the fuel remaining on a TOLD card for subsequent fuel
reasonableness check. If leaving the aircraft, note the fuel
remaining in the MM1 log in the blank area below the engine
trend section.
The First Officer will call the checklist complete and make the
required entries in the MM1 log.

Procedures

Procedures
2.19 TERMINATION CHECKLIST

A. Termination Checklist *
1. IRS / GNS / EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . Off B
2. Master Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . Off C
3. Brake Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off C
4. Anti-Skid & Lift Spoilers . . . . . . . . . . . . . . . . . . . . Off C
5. Galley Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off C
6. Emergency Lights (2) . . . . . . . . . . . . . . . . . . . . . . . Off B
7. Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C
8. Packs & APU AIR . . . . . . . . . . . . . . . . . . . . . . . . . . Off C
9. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off(On) C
10. Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off(On) C
11. Volt Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off C
B. Termination Checklist - Expanded

All items on the Termination Check are challenge and response. The
checklist will be called for by the Captain prior to overnighting an
aircraft or when leaving an aircraft unattended by a crewmember.
1. IRS / GNS / EFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . Off B

The First Officer will select the IRS switches to OFF and each
pilot will select their associated GNS-X and EFIS MSTR off.
2. Master Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . Off C

Select the master switches off in the following order. AVIONICS
MASTER 2, AVIONICS MASTER 1, AUTOPILOT MASTER, and
YAW DAMPER MASTER.
3. Brake Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off C

Select the brake fans off.
Note: If the brake temperature trend shows no cooling and

the brakes are above 300C, leave the brake fans on
until cooling is indicated.
4. Anti-Skid & Lift Spoilers . . . . . . . . . . . . . . . . . . . . Off C

Select the ANTI SKID and LIFT SPLRS YEL and GRN switches
to OFF.
5. Galley Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off C

Select the GALLEY POWER switch to OFF.
Procedures
6. Emergency Lights (2) . . . . . . . . . . . . . . . . . . . . . . . Off B

The Captain will select the FLT DECK EMERG LTS switch to
OFF and the First Officer will select the CABIN EMERG switch
to OFF.
7. Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set C

Select the exterior lights OFF unless required.
8. Packs & APU AIR . . . . . . . . . . . . . . . . . . . . . . . . . . Off C

Select PACK 1 & 2 switches to OFF and select the APU AIR
switch to OFF.
Note: Shutdown APU within 30 seconds of selecting APU

AIR off.
9. APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off(On) C
Normally the APU should not be left running (see note). If an
APU shutdown is required, the APU OVSPD TEST button on the
ground test panel will be used followed by selection of the APU
START/STOP switch to STOP. Ensure the APU FUEL VLV
annunciator on the APU panel cycles ON/OFF.
Note: The crew will not leave the APU running unless
maintenance or station personnel are present on the
aircraft to takeover control.
10. Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off(On) C

If the APU is off, select the battery switch to OFF.
If the APU is left on, the battery is to remain on.
11. Volt Selectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off C
Verify that both AC and DC volt selectors are in an OFF position.

Procedures
2.20 AUTOFLIGHT, MCP AND GNS-X

The following auto pilot and MCP (Mode Control Panel) operating
guidelines will be adhered to for all flight operations.
A. Autoflight and MCP

Auto Pilot Engaged
To engage the autopilot and autothrottle, the call will be #(1 or 2)
auto pilot on, auto throttle on, speed .
The PF will operate the MCP, and verbally announce selection
changes. The altitude pre-selector will be set by the PF and the
new altitude will be verbally announced. The PF will point to the
pre-selector until the PNF verbally acknowledges the change.
The PF will verbally announce when disengaging the autopilot and
autothrottles.
Auto Pilot Not Engaged
The PF will call for heading, speed, vertical and course mode
selections. The PNF will select the change on the MCP and will
then verbally announce the selection made. In order to ensure the
aircraft is flown efficiently, during periods of high workload,
checklist operation, or other circumstances when the PNF is
unavailable, MCP selections and radio operation may be done by
the PF. Changes must be clearly stated as they are made, and
also briefed upon the PNFs return if absent.
The altitude pre-selector will be set by the PNF and the new
altitude will be verbally announced. The PNF will point to the pre-
selector until the PF verbally acknowledges the change.
Both pilots should always monitor any changes made to the MCP. If
any questions exist regarding a particular selection or if it appears
that a crewmember may have missed a change as PF or PNF, it must
be addressed immediately and corrective action taken if required.
Note: In LVL CHG (IAS) mode only, the autothrottles can be

manually controlled as follows:
- In RETARD mode - held at desired position during the retard

phase.
- In INACTIVE (white A/T) mode - full manual thrust authority.

Procedures
B. Automation Selections
The benefits of flying the RJ-85 manually to maintain handling skill
and proficiency are accepted and encouraged. To allow for better
situational awareness, use of automatics should be considered
during periods of high pilot workload, and marginal weather and
emergency situations.
Possible hazards of mixed-mode flying are that it can lead to
unintended mode changes, cause cross-coupling and inappropriate
pitch or thrust responses. Unless specifically approved for special
airport operations, the following table outlines the mixed-mode
configurations permitted for normal operations.
Phase of Flight AP Only AT Only

Climb (LVL CHG ; TO ) NO (YES*) YES
Cruise YES NO
Descent (VS) NO (YES*) NO
Descent (LVL CHG) NO (YES*) NO
Approach and Landing NO (YES*) NO
* - With FADEC, TRP or A/T deferred.
C. GNS-X Operation
Proper FMS management requires continued crew awareness and
effective cross-checking procedures. These procedures include:
On ground:
Note database status on initialization. An NDB OUTDATED
message means that the database is expired and that each waypoint
must be verified using the lat/long coordinates from current chart
references.
Verify all waypoints in the loaded flight plan against the printed flight
plan. Use PLAN format on ND display to check routing layout as
further verification.
Inflight:
The PNF will make all navigation entries in the GNS-X. They will then
be verified and visually cross-checked on ND display prior to X-FILL.
PF will then confirm the selection on the GNS and ensure that PFD
and ND displays indicate that they have been accepted by the FGS.
Both pilots will monitor track navigation performance. Maintain on
course ND indications and use associated VOR/DME positions
progressively as a means of cross-checking navigation accuracy.

Procedures
2.21 STANDARD CALL OUTS

A. Standard Enroute Call Outs
Both pilots will monitor the altimeter during climbs and descents to a
new altitude. The following Standard Enroute Altitude calls should be
used during all phases of flight except on approach from the FAF
inbound when the appropriate approach profile call outs apply.
At 1000 ft. prior to the new altitude, the PF will call both the altitude
climbing/descending through and the altitude climbing/descending
to. Example: four for five thousand or one two for one one
thousand.. The PNF will cross check the altimeters and respond
checks.
At 500 ft. prior to the new altitude, the PF will call five hundred and
then monitor the aircraft to ensure that the FGS acquires and
captures the altitude. The PNF will cross check with his/her altimeter
and respond Checks.
When climbing through the transition level (17,000 ft. for a flight level)
the PF will call out Altimeters, 29.92. Both pilot altimeters and the
standby altimeter should then be set to 29.92. With the altimeters set,
the PF will call his/her indicated altitude. The PNF will respond
Altimeter 29.92, (altitude). Both the PF and PNF will cross check the
announced altitudes against their altimeters.
When given a descent clearance below a flight level, the Captain will
set the local altimeter setting into the standby altimeter. When
descending through the transition altitude (FL 180) for a lower
altitude, the PF will call Altimeters, (local altimeter setting,). With the
altimeters set, the PF will call his/her indicated altitude. The PNF will
respond Altimeter 29.84, (altitude). Both the PF and PNF will cross
check the announced altitudes against their altimeters.
B. Two Communication Rule

Each pilot must always be alert for signs of incapacitation in the other
crewmember. A crewmember incapacitation can occur at any time
and may be physical or psychological, temporary or irreversible. The
signs of an incapacitation may be obvious while at other times they
may be more subtle.
The Two Communication Rule, is one means of detecting incapacity
in a fellow crewmember. This rule can be applied in different ways
depending upon the phase of flight. There are many different
situations and scenarios in which this rule can be applied. In dynamic
situations, such as climbs, descents and approaches, this rule must
be applied in the most conservative manner possible.

Procedures
The First Communication

If a standard call is missed by the appropriate crewmember, the other
crewmember will make the standard call after it should have been
made. Example: climbing through 4,000 ft. for 5,000 ft., the PF should
call four for five thousand. If the PF fails to make this call by about
4,100 ft., the PNF will make the call through four for five thousand.
In this example the first communication was missed.
The Second Communication

Once the standard call has been made on behalf of the appropriate
crewmember, an applicable response is required. In the above
example, after the PNF calls through four for five thousand, the PF
would acknowledge the oversight and respond checks, through four
for five thousand. If he/she failed to respond, this would be
considered two failed communications and a sign of a crewmember
incapacitation.
After applying the two communication rule, the PNF will take control
of the aircraft and then ascertain the condition of the PF.

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Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Edition/Rev.No. IssueDate DateFiled FiledBy

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Captain on the left seat is considered Pilot in Command (PIC) but if

PF (pilot flying) is responsible for controlling and supervising the

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

The normal checklists are of the CHALLENGE / RESPONSE type. The

When the checklist resumes, the last complete item should be

Operations Manual Mahan Air 2011 all rights reserved

The normal checklist is not a DO LIST. The actions or checks (flow)

The PF remains pilot flying throughout the emergency or abnormal

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Operations Manual Mahan Air 2011 all rights reserved

Any crew member detecting an emergency, abnormal or unusual

During emergency and abnormal condition, the aircraft shall be

During EMERGENCY/ABNORMAL condition, take action upon PIC

Operations Manual Mahan Air 2011 all rights reserved

The consequential failures are dealt with in the electrical failure

When the descent, approach and landing checks are significantly

Sometimes a service or power supply is lost because a switch is