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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo Standard Operating Procedures

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INDEX GENERAL…………………………………………………………………………………………….C5.SA.1 INTRODUCTION……………………………………………………………………………….. C5.SA.1 ADHERENCE………………………………………………………………………………....... C5.SA.1 STRUCTURE………………………………………………………………………………….... C5.SA.1 PREREQUISITES……………………………………………………………………………….C5.SA.2 COMMUNICATIONS…………………………………………………………………………... C5.SA.3 USE OF THE ALTITUDE WARNING INDICATOR (AWI)………………………………… C5.SA.3 CONDUCT OF THE FLIGHT………………………………………………………………….. C5.SA.3 DEFINITIONS…………………………………………………………………………………… C5.SA.3 STERILE COCKPIT……………………………………………………………………………. C5.SA.4 ARRIVAL AT THE AIRCRAFT…………………………………………………………………

C5.SA.5 PREFLIGHT AND BEFORE STARTING ENGINES……………………………………………. C5.SA.5 BEFORE START…………………………………………………………………………………… C5.SA.7 ENGINE START…………………………………………………………………………………... C5.SA.8 AFTER START …………………………………………………………………………….…… C5.SA.11 TAXI AND BEFORE TAKEOFF…………………………………………………………………. C5.SA.13 TAKEOFF…………………………………………………………………………………..…….. C5.SA.15 CLIMB………………………………………………………………………………………………. C5.SA.19 EN ROUTE………………………………………………………………………………………… C5.SA.20 DESCENT…………………………………………………………………………………………. C5.SA.21 NON- PRECISION APPROACH………………………………………………………………… C5.SA.23 LANDING………………………………………………………………………………………….. C5.SA.24 AFTER LANDING AND TAXI…………………………………………………………………….. C5.SA.25 PARKING AND SHUTDOWN……………………………………………………………………. C5.SA.26 SECURING………………………………………………………………………………………. C5.SA.27 AIRCRAFT LOG BOOK………………………………………………………………………… C5.SA.27

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo Standard Operating Procedures

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Standard Operating Procedures SA227

General

MPATV‐JAP‐VTM the Q.R.H. Manual or the Flight Operations Manual.

Introduction Every airline must develop a fundamental philosophy that supports its operating requirements. This philosophy evolves over time due to an airline’s route structure, its types of aircraft, its management policies and other related factors.

Aeronaves TSM airline developed an operating philosophy under which individual pilot tasks were organized into a time-ordered flow of events. The objective of this method of organization was a smooth, coordinated cockpit management system which promoted standardization and enhanced safety.

Under the system each crew member is assigned his or her own specific duties.

However, an organized and standardized method of integrating these duties with the other pilot is also needed. Standard Operating Procedures (SOP) is established for this purpose, SOP is not intended to supply detailed systems or component operating information, but primarily: 1. To establish the sequence in which the designated steps are accomplished and 2. To designate which crew member normally accomplishes each step.

SOP is a procedural guide to the proper conduct of a normal flight. Emergency, Abnormal and Supplemental procedures are not included in SOP. Proper use of SOP requires a thorough knowledge of the airplane, its systems, and company policies.

Where a detailed explanation of a given step or policy is required, that detail will be found in other parts of the Aircraft Operating Manual,

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TEAMWORK is the key concept to an understanding of SOP. As a pilot you are an integral part of a coordinated operation. SOP explains not only YOUR duties but also the duties of OTHER crew members.

Knowing what to expect from the other pilot aids in standardization and is an important factor in cockpit resource management. This knowledge enables you, the crew member, to detect and correct errors or omissions.

Adherence All pilots will follow SOP during normal operations.

The captain has the authority to deviate from SOP, but only when unusual circumstances require him or her to do so in the interest of safety.

Structure SOP defines normal phases of flight (start, before taxi, taxi takeoff, climb, etc.) and describes procedures that will accomplish required tasks prior to verification with checklists.

SOP is organized as a chronological flow, with pilot duties appearing in vertical columns, one column for each crew member. Duties are performed in the order in which they appear in SOP. Interaction between crew members is clearly indicated.

Where the duties performed by a crew member involve a sequential series of steps designed to accomplish a specific task (e.g., starting the engines) that series of steps is called a “flow pattern”.

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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SA227 MPATV‐JAP‐VTM When a flow pattern appears in the text, crew checklist or accomplish the item shall remind members are expected to complete the steps the other pilot of the omission. in order from memory, using the checklist Each checklist segment is accomplished after only after the flow pattern is completed. completion of the appropriate flow pattern.

Once again, flow patterns are established to The captain (on the ground) or the PF configure aircraft systems or to accomplish (airborne) will call for the checklist at the required tasks in an organized manner appropriate time. without reference to a checklist. The flow If an item can affect flight safety IN A DIRECT pattern precedes the checklist. Checklists are WAY, it is considered for inclusion in the the means for crosschecking that critical tasks checklist. Other items that do not directly have been accomplished. affect the safe handling of the airplane appear Flow patterns are cued by specific events. In in SOP as part of a flow pattern but not on the the SOP text, these events are printed in bold checklist. In other word, while everything on type. The specific flow pattern for each crew the checklist is in SOP, not everything in SOP member is preceded by statement is (or should be) on the checklist.

“Accomplish the following flow pattern” Flow patterns are designed to follow a followed by a list of tasks, with each task convenient, logical pattern through the preceded by a “bullet” (). For example: cockpit. The order of the checklist will normally follow the same flow established by  Check that all door lights are out. the captain’s preflight flow. Therefore, the  Place the beacon switch ON. checklist steps will not necessarily follow the “On command” items (e.g., calling for a same order as the flow pattern. checklist or configuration change) are designated by a solid diamond (). Tasks that Prerequisites are performed in response to the command SOP begins with arrival of the first cockpit are designated by an open diamond (). crew member at the aircraft.

“On command” items are important to SOP in The captain will normally accomplish flight that they specify required crew interaction. planning tasks. The first officer will normally They also encourage positive habit patterns. accomplish the exterior preflight. The captain For example, the captain calling for takeoff may ask the first officer to coordinate with flaps setting during taxi is so ingrained in each Dispatch, Maintenance, or to assist with flight crew member that it should be readily panning in the interest of an on-time apparent if the command is not given. departure.

Checklist discipline provides the necessary back up to ultimately ensure that the “on command” items are called for and accomplished.

Checklists and “on command” items will not be accomplished until called for. If a checklist or “on command” item is not called for at the appropriate time, the pilot who will read the

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Before a flight both pilots shall familiarize themselves with the aircraft logbooks, weather, route of flight, dispatch release, NOTAMS, field reports, messages and other matters related to the flight.

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Communications

Conduct of the Flight

Both pilots will monitor the receipt of the initial ATC clearance. The clearance altitude will be set in the AWI window after the clearance has been received. The clearance altitude and the transporter code will be set by the pilot requesting the clearance and verified by the second pilot.

The primary duty of the pilot flying or taxiing is to concentrate on that activity. The PM will perform the secondary tasks such as communications, Weight Manual review and systems operations to prevent distractions for the PF.

Note: During engine start, the captain may direct the first officer to acknowledge communications with the pushback coordinator.

Company communications should be handled by company frequencies when possible.

Messages not be transmitted, examined or composed during critical phases of flight.

The pilot switching to ATIS, or company radio, must inform the other pilot of his intentions. Be especially alert during busy ground operations or during the departure or approach phase.

Use of the Altitude Indicator (AWI)

The PM should always verify that the request setting is reasonable and appropriate for the phase of flight and speed/weight combination.

Pilots are expected to back up one another in important tasks such as checklist completion, bug-speed setting, monitoring ATC, altitude clearances, decision height determination, etc.

Both pilots will be aware of assigned altitudes.

Warning Definitions

Both pilots will aware of assigned altitudes.

The PNF will normally acknowledge the cleared altitude with the control facility.

However, this acknowledgement may be made by either pilot.

The pilot acknowledging the ATC altitude will set the altitude in the AWI, point to the AWI and state the altitude. The other pilot will acknowledge the altitude, point and state the altitude selected in the AWI (e.g., “350”.). If either pilot is unsure of the assigned altitude, the controlling agency will be questioned immediately for clarification.

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The PF will call for flap and gear extension and retraction. The PM will respond by repeating the flap or gear setting called for and placing the lever in the requested position. Visual signals will not be used to initiate gear or flap retraction.

Captain – The pilot responsible for the operation and safety of the aircraft during flight time.

First officer – The pilot assigned to assist the captain accomplish his duties.

PF – Pilot flying. The pilot responsible for controlling the flight of the aircraft PM – Pilot monitoring. The pilot not controlling the aircraft assigned to perform other duties in the meantime such as monitoring the flight of the aircraft, assist in the monitoring of aircraft systems, configuration of aircraft systems as requested by the PF.

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Sterile cockpit Flight crew members should not perform any duty during a critical phase of flight except those duties required for the safe operation of the aircraft. e.g. Calls made to confirm food service are not required for the safe operation of flight.

No flight crew member may engage in, nor the captain permit, any activity during critical phases of flight which could distract 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 communications, reading publications not related to the proper conduct of the flight are not required for the safe operation of the aircraft.

Critical phases of flight includes all ground operations involving taxi, takeoff and landing, and all other flight operations conducted below 10,000 feet, except cruise flight.

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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Arrival at the Aircraft It is assumed that both pilots arrive at the aircraft at the same time and that the aircraft is unpowered. The aircraft walk around provides an opportunity to forestall potential inflight mechanical difficulties.

Preflight and before starting engines Table 1. (page 1 of 2) Preflight and before starting engines

CAPTAIN

FIRST OFFICER

It is the responsibility of the first pilot in the cockpit (normally the Captain) to examine the logbooks for pertinent items. The pilot will perform the COCKPIT - SAFETY CHECK (Preflight item “A”) as described in the SA227/FCOM Accomplish the Accomplish the PREFLIGHT WALK-AROUND INSPECTION as BEFORE STARTING ENGINES, COCKPIT items (cockpit, pilot’s consoles, described in the SA227/FCOM items B, C, D instrument panel and pedestal) items as and E. described in the SA227/FCOM Once inside the aircraft accomplish the BEFORE SATARTING ENGINES CABIN items as described in the SA227/FCOM On the first flight of the day: Inform the captain Confirm:  AWI tank visual sight gauge level.

AWI Qty. level compared with exterior  Generator Circuit Breakers are in. preflight.  Engine Oil level.

Fuel Qty. compared with magna sticks.  Hydraulic sight level.

Acknowledge receipt of generator breakers,  Magna sticks fuel levels (GLLS) engine oil and hydraulic levels.

On the first flight of the day:

On the first flight of the day: Perform the FIRST FLIGHT OF THE DAY SYSTEMSCHECKS, items on the Normal Checklist.

The pilot should be familiar with these systems as described in the SA227/FCOM-Systems Checks And Operation.

On the first flight of the day each pilot will check his oxygen mask condition and oxygen flow and goggles condition then store them.

ON the first flight of the day:  Call and respond

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ON the first flight of the day:  Read and respond

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FIRST FLIGHT OF THE DAY SYSTEMSCHECKS

First Flight Of The Day Systems check

Table 1. (page 2 of 2) Preflight and before starting engines

CAPTAIN

FIRST OFFICER Record the current ATIS information.

Note: The captain may accomplish this step if it will expedite the departure process.

When the fuel slip becomes available, review it for any discrepancies. Verify that the fuel on board meets the requirements of the dispatch release. Perform a reasonable check.

Verify the fuel load as accurate and adequate for the segment to be flown.  Direct the first officer to call for ATC clearance. Monitor the clearance as it is copied by the first officer.

 Request and copy the ATC clearance.  

Set the clearance altitude in the AWI (Altitude Warning Indicator) Set the transponder code.

Verify that the proper clearance, altitude and transponder code are set.

Set the respective radios and flight instruments for the departure procedure.

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Before Start ( engines) Table 2 (page 1 of 1) Before Start Procedure

CAPTAIN

FIRST OFFICER

At a convenient time, prior to engine start, a flight briefing will be given to ensure an understanding by both pilots as to the conduct of the flight. When the jump seat is occupied, the occupant will be briefed to ensure an understanding of the oxygen, emergency exits and sterile cockpit.

When the final weight becomes available, verbally state weight, C.G. within limits and TRIM setting in range (FWD or AFT C.G.) Select the takeoff data card that corresponds to the weight nearest the actual aircraft weight Verify the takeoff data in coordination with the and compute takeoff data. SA227/QRH-Section first officer and determine if a DRY or WET 4 Performance. takeoff will be required and compute data accordingly.

Both pilots should be particularly careful to ensure a good cockpit-ground coordination. Such items as CABIN and CARGO DOOR lights out, parking brake set, wheel chocks removed, and propeller area clear are everyone’s responsibility. These items are critical safety items and deserve constant monitoring to prevent misunderstandings which could result in accidents or incidents.

When it becomes obvious that the ground crew are ready for your departure:  Call for and respond BEFORE START  Read and respond the Before Start checklist.

CHECKLIST Announce BEFORE START CHECKIST COMPLETE  Direct the first officer to ask ATC for  When requested, obtain pushback and/or pushback and/or engine start clearance, if engine start clearance from ATC or ramp control. required.

Usually required when the aircraft is parked at a GATE position, at the General Aviation ramp this is not required.

Ensure avionics are off in this case before Note: this will require avionics on which should be off again to perform the engine start. performing the engine start.

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Engine Start Table 3 (Page 1 of 3) Engine Start Procedure CAPTAIN

FIRST OFFICER

The captain is the only one responsible of performing the engine start.

When both crewmembers are ready: Announce STARTING ENGINE N° 2 or N° 1.    



Press and hold the engine Start Button When RPM 10% TO 12%: Observe illumination of IGN light and ignition of fuel as indicated by rising EGT. Release the start button when EGT rises.

Monitor EGT: Normal EGT SRL fuel enrichment should maintain EGT at 695°C, the maximum EGT is 770°C for one second.

At 60% RPM IGN light goes out.



Announce Propeller spinning.



Notice time of start, call if time reaches 1 minute.



Monitor the engine gauges during the start and call any observed abnormalities.

When engines reaches 28% announce: “28% OUT OF CRITICAL RANGE” After the engine comes on speed approximately 75% RPM move the power lever to ground idle.

On the first flight of the day: After the engine comes on speed approximately 75% RPM move the power lever up to provide enough fuel to reach 80% RPM and confirm SRL OFF light out then move power lever to ground idle.

The engine should be stabilized:      

Fuel and oil pressure, yellow or green arcs Engine 70 to 72% RPM EGT on green arc stabilized (no fluctuation) HYDR PRESS and OIL PRESSURE lights out.

BETA light on, if oil temperature is high light might be out see SA227/FCOM Beta light operation.

SRL OFF light on below 80% RPM

 Announce ENGINE START NORMAL ESTABILIZED



Check the engine idle parameters for reasonable values.

 Select corresponding engine Bleed Air Switch on.

NOTE Check for absence of air flow through the open cooling air “eyeballs” prior to turning on either bleed air system.

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Standard Operating Procedures SA227 MPATV‐JAP‐VTM Table 3 (Page 2 of 3). Engine Start Procedure

CAPTAIN

FIRST OFFICER CAUTION

IF EGT RISE IS NOT OBTAINED WITHIN 10 SECONDS AFTER REACHING 10% RPM, OR BEFORE ATTAINING 20% RPM, PULL ENGINE STOP AND FEATHER CONTROL AND PRESS THE STOP BUTTON. CLEAR ENGINE FOR 10 SECONDS WITH STARTER TEST SWITCH. DO NOT ALLOW ENGINE TO OPERATE IN THE 18% TO 28% RPM RANGE DURING START OR CLEARINGOPERATIONS EXCEPT DURING COMBUSTION ASSISTED ACCELERATION THROUGH THAT RANGE. NOTE • If no fuel flow or ignition is observed and combustion is not obtained, it is permissible to attempt engine start using MANUAL GROUND START procedures. See SA227/QRH. • The engine is equipped with a start fuel enrichment system that is automatically actuated during a normal start when: 1. The speed switch select switch is in “AUTO” position, 2. The EGT is less than 695°C and not increasing at a rate higher than 1°C per sec, 3. The RPM is between 10% and 60%, AND 4. The SRL – Δ P/P power switch is in “NORMAL”.

• Pressing the start button will override the automatic function and increase starting fuel flow provided the engine RPM is between 10% and 60%.

• Whenever an engine ground start is required soon after engine shutdown while residual EGT is above 200°C, the following procedure is recommended: Prior to pressing the start button, hold the starter test switch until RPM is 15%. Then press the start button only long enough to provide fuel and ignition and to ensure lightoff. Release the starter test switch after light-off is obtained and continue with the normal start procedure.

CAUTION IF RPM STOPS INCREASING AND EGT IS APPROACHING THE START LIMIT AND RISING RAPIDLY, IMMEDIATELY PULL ENGINE STOP AND FEATHER CONTROL AND PRESS THE STOP BUTTON. EXCEEDING THE START EGT LIMIT MAY SERIOUSLY DAMAGE THE ENGINE.

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Standard Operating Procedures SA227 MPATV‐JAP‐VTM Table 3 (Page 3 of 3). Engine Start Procedure CAPTAIN

FIRST OFFICER

If Battery Start: Before starting the other engine the batteries should be charged with the operating engine generator:   

Generator ON Start Mode Switch PARALLEL Generator load, wait for 100 (Max 150) Amps before starting the other engine.

Use the same procedure for starting the other engine described in page 1 and 2 of this table.

If GPU Start: No additional steps are required: Use the same procedure for starting the other engine described in page 1 and 2 of this table.

Use the same procedure for starting the other engine described in page 1 and 2 of this table

After the second engine is started: NOTE Verify operation of each bleed air system by selectively operating right and left systems Additionally monitor: Suction, Deice, and Hydraulic pressures.

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Standard Operating Procedures SA227

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After Start Table 4. (page 1 of 2) After Start Procedure CAPTAIN

FIRST OFFICER

When using external electrical power: Advise the ground crew when it is OK to disconnect the GPU. Then accomplish the following flow pattern.

Maintain outside vigilance of the ground crew disconnecting the GPU.

Monitor:  GPU volts read cero  GPU PLUG IN light out Then move voltage selector to BUS.  Announce “GPU OFF AND DISCONNECTED”

Confirm and announce right engine and wing clear.

Once the engine parameters are confirmed to be in normal operating range and the GPU is disconnected, electrical power is established and integrity of current limiters is checked: after battery or GPU start; accomplish the following:  

Generators ON, check volts and amps and even load sharing.

Check the battery disconnects see SA227/FCOM

Announce: “GENERATORS ON AND EVEN LOAD SHARING” CAUTION IF THE GENERATOR SWITCH IS RESET AND ON, GENERATOR VOLTAGE IS OBSERVED, GEN FAIL ANNUNCIATOR LIGHT IS NOT ILLUMINATED, AND THE AMMETER READS ZERO, THE RESPECTIVE 325 AMPERE CURRENT LIMITER IS OPEN. THE FAULTY CURRENT LIMITER SHOULD BE REPLACED PRIOR TO FLIGHT. NOTE The annunciator panel press-to-test switch verifies the integrity of the 225 Amp current limiter by illumination of all lights.

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Standard Operating Procedures SA227 MPATV‐JAP‐VTM Table 4. (page 2 of 2) After Start Procedure

CAPTAIN

FIRST OFFICER

With Generators on and Current Limiters checked accomplish the following flow the pattern: Accomplish the following pattern: Accomplish the following pattern:    

Steering ARMED Windshield Heat LOW NAV Lights ON If no engine checks release Start Locks (place power levers into reverse momentarily).

    

Boost Pumps ON SAS clutch ON Avionics ON Temperature Controller to COLD or Auto Confirm Bleed Air On

NOTE • Typically, if the power levers are retarded rapidly, a sharp drop in oil pressure will be indicated and the beta lights will be extinguished while the propeller blades are being driven toward reverse. Holding the power levers in full reverse until oil pressures return to normal, torque indications rise, and beta lights reilluminate will ensure start locks release.

• Start locks can be released by use of partial reverse power. However, power levers must be moved aft of ground idle far enough to cause a definite increase in torque and then moved forward of ground idle far enough to check that torque is high enough to indicate that start locks have released.

• Slow movement of power levers into reverse range may not cause the beta lights to blink.

 Read and respond AFTER START CHECK.  Call for and respond AFTER START Announce “AFTER START CHECK CHECK COMPLETE”.

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Standard Operating Procedures SA227

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Taxi and Before Takeoff Table 5 (Page 1 of 2). Taxi and before Takeoff Procedure CAPTAIN

FIRST OFFICER

 Request taxi clearance from ATC.

 Direct the first officer to request taxi clearance.

Listen and confirm the taxi route with the first officer. Set altimeters if required and confirm altimeter readings.

Copy the taxi clearance, if no ATIS was available set the altimeters. Read back the clearance to the captain.

Verify the area is clear by calling “clear on the right or left”, as applicable. 

Announce the marshal you are ready to taxi by means of flashing the taxi lights.

Follow the marshal instructions signals to taxi out of the ramp.

When cleared of the ground crew agent: 

Taxi light ON

During taxi confirm the parking brake is off by applying pressure to the brakes while pushing the parking knob full forward.

On the first flight of the day perform the systems check as time permits during taxi (steering and SAS). Make sure the SAS test is accomplished before requesting the TAXI checklist. If icing conditions are expected perform the Ice protection system test as well.  Call “Set takeoff flaps 1/4 "  Call for and respond TAXI CHECKLIST

 Repeat flap setting and extend the flaps to 1/4  Read and respond TAXI CHECKLIST

On the first flight of the day perform the NTS at a convenient point during taxi.

The captain should coordinate item checks that pertain to both sides as is the case of:  

Brakes (Captain and FO should check their brakes) Controls free (FO checks aileron and elevator and the captain checks the rudder)

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Standard Operating Procedures SA227

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Table 5 (Page 2 of 2). Taxi and before Takeoff Procedure CAPTAIN

FIRST OFFICER

The pilot flying should accomplish the takeoff briefing The takeoff briefing should include important items such as:        

Dry or wet Whose takeoff (left or right) Flap setting Takeoff power Departure clearance Confirm takeoff speed V1,Vr, V2 Does the aircraft meet the departure procedure climb performance in case of emergency, what would be an alternate routing.

Actions and crew coordination in case of an emergency.

e.g. “This will be a wet takeoff, from the left side, flaps set to 1/4,Takeoff power 98% of torque, speeds are V1 110, Vr 110, V2 118 and V50 127 Kts we are cleared for the Saltillo 2 Alfa departure. In case of any emergency before V1 I will abort the takeoff, after reaching V1 I will continue the takeoff unless the aircraft is unsafe to fly, if I continue we will execute the memory items at 400 feet request ATC for clearance back to the airport and state the situation or assistance as the situations deems. In case of an engine failure we will not meet the climb performance required for the procedure we would request ATC to turn back to the VOR and hold as published.

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Standard Operating Procedures SA227

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Takeoff Table 6 (Page 1 of 4). Takeoff Procedure

PILOT MONITORING PILOT FLYING When cleared into takeoff position To transfer control of the aircraft; set the stabilizer trim to the opposite side announce “YOU HAVE THE AIRCRAFT” and keep the hand on the trim selector until the pilot taking control of the aircraft places his hand on the trim selector confirming it is set to his side and announces “I HAVE THE AIRCRAFT” When cleared for takeoff  Call for the TAKEOFF CHECK LIST

 Read and respond TAKEOFF CHECK LIST 

 Call for “High RPM”   

Wait for Speed lever Call

 Set peed levers to high RPM  Adjusts RPM lever friction.

Announce TAKEOFF CHECK LIST COMPLETE

Check panel annunciator Check SRL lights off Check engine parameters

Announces “97% INSTRUMENT NORMAL

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Table 6 (Page 2 of 4). Takeoff Procedure

PILOT FLYING

PILOT MONITORING

Repeat the initial clearance heading and altitude (e.g., “Runway heading to 5,000 feet”).

CAWI (as required) smoothly advance the  Turn CAWI switch CONTINUOS position; power levers, at 40% torque  call CAWI ON verify both engines torque rise and two AWI Pump ON lights (green annunciator).  Call SET TAKEOFF POWER

 Fine-tune the takeoff torque setting.

Limit static torque to 97% and WET 107% to prevent excceding torque limit due to ram air rise.

During Takeoff the Fuel Bypass light may illuminate with no action required.

Announce TAKEOFF POWER SET

Continue monitoring the engine instruments to ensure proper performance.

When the first officer is making the takeoff, he will remove his hand from the power lever after takeoff power is set. This will leave the captain free to retard the power levers in the event the decision is made to abort the takeoff.

The captain will leave his right hand on the power levers until V1 is reached. A decision to abort, and the abort itself, will in all cases be made by the captain and he must be prepared to retard the thrust levers without delay. This is not to preclude the first officer from making inputs to the decision making process.

Confirms airspeed alive on his side (in silence).

When (both) airspeed indicators register Airspeed Call AIRSPEED ALIVE

Confirm that airspeed is 80 knots and respond “CHECK”.

At 80 kts call “EIGHTY KNOTS”.

At V1 call “V - ONE” try to finish the sentence as the speed is reached.

The captain takes his hand off the power levers At VR, call “ROTATE Confirm speed and rotate approximately 8 degrees nose up.

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Table 6 (Page 3 of 4). Takeoff Procedure

PILOT FLYING

PILOT MONITORING When positive climb (increase in altitude in the altimeter and VSI trends upward), Announce “POSITIVE RATE”.

 confirm the altimeter and vertical speed indicator indicates a positive climb call “GEAR  Repeat “GEAR UP” and retract the gear UP” when requested.

Maintain V50 for obstacle clearance.

Monitor the flight instruments with emphasis on airspeed and altitude to ensure that all indications are consistent with a normal climb out path.

Lower the nose and pick up speed, above V50 speed the flaps can be retracted.  Call “FLAPS UP If wet takeoff:  Call “CAWI OFF” For dry takeoff the call “CAWI NOT USED” is made.

Verify the proper EGT adjustment to call for bleed air on, 640°C or lower.  Call “BLEED AIR ON” The PF may request the PM to adjust power to set the bleeds on.

@ 400’ AGL Announce “FOUR HOUNDRED”  Place flap handle up verify flap retraction and announce “FLAPS UP”.

If wet take off - Guard the CAWI switch  Repeat “CAWI OFF” and select CAWI off.

Monitor torque decrease and AWI pump lights out. As much as 35% drop may occur.

Check for proper EGT if not make the proper call.  Repeat “BLEED AIR ON” and turn ON Bleed air switches, one at a time.

EGT will rise approx. 10°C

Use Vy (Fig 4F-5 performance QRH) most commonly 140Kts, once the climb gradient is not a factor use 150 to 160 IAS these speeds allow a better forward visibility.

Revision: Original Enero 12, 2014

MPATV-JAP-VTM

C5.SA.17

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Standard Operating Procedures SA227

MPATV‐JAP‐VTM

Table 6 (Page 4 of 4). Takeoff Procedure

PILOT FLYING

PILOT MONITORING

1,500 feet AGL (Captain) set ice-protection if required.

Announce “1,500 ft”  Call “CLIMB CHECKS”

 As workload and conditions permit.

If workload does not permit distractions announce “CLIMB CHEKS STAND BY”

Read the climb checklist to yourself.      

Landing gear up Flaps up Bleed air on Taxi and landing lights off, Climb power Ice-protection and ignition as briefed before takeoff.

Announce “CLIMB CHEKS COMPLETE” If the first officer is the Pilot Monitoring he will challenge a response for the proper items not on his side.

Revision: Original Enero 12, 2014

MPATV-JAP-VTM

C5.SA.18

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Standard Operating Procedures SA227

MPATV‐JAP‐VTM

Climb Table 6. climb Procedure

PILOT FLYING

PILOT MONITORING

Passing 10,000 feet MSL or at cruise altitude if lower than 10,000 Ft: Recognition lights off, light may be left on if cruise altitude is below 10,000 feet AGL. Due to the shortness of items to check the 10,000 feet items are not read and responded like a checklist.  Announce “10,000 FEET”  Announce the items out-loud as they are performed.   

Check Cabin Pressure is operating normal.

“Annunciator panel, no fault lights on and green lights required on Annunciator pane Checked” “Generators even loads – Ammeters Checked”



If the captain is the pilot monitoring wait until the pilot flying (the FO) checks the panel, than the captain performs and announces “Generators even loads – Ammeters Checked”

Announce “10,000 FEET COMPLETE” At transition altitude: Announce “TRANSITION, TWO, NINNER, NINNER, TWO Respond “TWO, NINNER, NINNER, TWO and the and the altitude passing ____#”. (e.g., “29.92, 18,540 feet”). altitude passing____#”. (e.g., “29.92, 18,5600 feet”).

At level off: Announce “LEVEL OFF FL ____, 29.92” Respond If cruising below transition altitude announce Announce “FL ___, 29.92” read the actual altimeter, do not just repeat the pilot’s flying “LEVEL OFF Altitude _____#, QNH____ #“ announcement. (e.g. Level off 15,000 feet, 3002) If cruising below transition altitude announce “Altitude _____# QNH____#” (e.g. 15,100 feet, 3002)

Revision: Original Enero 12, 2014

MPATV-JAP-VTM

C5.SA.19

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Standard Operating Procedures SA227

MPATV‐JAP‐VTM

En Route Table 7. en Route Procedure

PILOT FLYING

PILOT MONITORING

Check for cabin pressure controller normal operation.

For short flights pressure may be set for landing. The most common setting is to adjust the flight level plus 1,000 feet in the maximum differential windows of the pressurization controller Set the desired cruise power 

97 or 100 RPM, EGT 640°C  Read and respond the CRUISE CHECK Announce “CRUISE CHECK COMPLETE”

 Call for and respond to the CRUISE CHECK.

As engines parameters and cruise speed stabilizes. Accomplish an engine condition monitoring check.

As soon as work load permits during level flight.

Write down the flight and engine parameters in the aircrafts flight log.

The pilot flying must use oxygen anytime the flight is conducted above FL250 and it is necessary for the other pilot to leave their seat.

Set TCAS in normal position Check for RADAR knob switch in WX and select the proper range if not selected before. Select SBY if weather conditions do not require radar.

Select Ice-protection ON/OFF according to the icing conditions prevailing.

In case of inadvertent icing conditions: Clear one engine at a time!    

Ignition Switch CONT IGN Lights CHECK ON Engine Heat Switch ENGINE & PROP HEAT When clear of ice Ignition Switch AUTO

NOTE: Determine that the first engine operates satisfactorily before selecting engine and prop heat for the second engine.

Revision: Original Enero 12, 2014

MPATV-JAP-VTM

C5.SA.20

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Standard Operating Procedures SA227

MPATV‐JAP‐VTM

Descent Table 8 (Page 1 of 2). Descent Procedure PILOT FLYING

PILOT MONITORING

15 minutes prior the TOD or approx. 30 minutes to the destination: Record the current ATIS/NOTAMS for the destination airport, or if no ATIS available; read the WX report, or TAF.

 Call for and respond DESCENT CHECK

 

 Read and respond the DESCENT CHECK.

Announce the expected TOD point.

Transfer control of the aircraft to perform the briefing.

The pilot who will conduct the approach will perform the approach and descent briefing according to the expected approach. 

Establish the minimum diverting fuel: What is the fuel status to destination and alternate? and what would be the options in case of a missed approach?

Familiarize yourself with all the components of the approach such as navigation frequency, inbound course, altitudes, MSA, missed approach points and instructions, runway environment (Airport surrounding terrain, rwy. length, with, approach lights, visual approach guidance indicators etc.) Take notice of all notes on the approach plate. The missed approach is part of the procedure so always brief it as well.  

Set frequencies and courses as applicable.

With the briefing accomplished announce “Briefing complete” and call back for control of the aircraft. Announce “Your controls ,current aircraft position (distance to TOD or if descent has begun)”

 “My Controls”

Once the descent is begun set the TCAS bellow At transition level: Set and confirm altimeter setting and Respond: “altimeter setting__# and the altitude passing__#” (e.g., “29.95, 19,180 feet”).

Revision: Original Enero 12, 2014

Verify and set the current altimeter setting.

Announce: “TRANSITION, altimeter setting__# and the altitude passing__#” (e.g., “TRANSITION 29.95, 19,100 feet”).

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Standard Operating Procedures SA227 MPATV‐JAP‐VTM Table 8 (Page 2 of 2). Descent Procedure PILOT FLYING

PILOT MONITORING

A good rule of thumb for 1000 FPM descent is 4 nautical miles for each 1,000 feet of altitude to loose. 

 

Begin descent by trimming nose down; continue trimming down as airspeed increases, otherwise the aircraft will have a tendency to pitch up again as airspeed increases.

Choose a speed between 220 to VMO IAS Once the desired airspeed is reached adjust power continuously as the aircraft descends to maintain airspeed.

When below 18,000 feet MSL, but prior to reaching 12,000 feet AGL or leaving cruise altitude if lower: 

Check for ADI, HIS, RMI normal operation then:

Announce ADI, HSI, RMI NORMAL”

Revision: Original Enero 12, 2014



Check for operation

ADI,

HIS,

RMI

normal

Announce ADI, HSI, RMI NORMAL

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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Non Precision Approach Table 9 (Page 1 of 1). Non precision approach procedure PILOT FLYING

PILOT MONITORING

At IAF Reduce airspeed to reach IAF 180-160 IAS  Call for “Flap 1 /4”

 Extend as requested and verify proper indication then announce “FLAPS 1 /4”,

Turning to final course or during procedure turn Reduce airspeed to reach the turn to final 160-140 IAS

 Extend as requested and verify proper indication then announce “FLAPS 1 / 2”,

Prior to reaching FAF Reduce airspeed to reach FAF 140 IAS. Just prior to reaching FAF  Call for “Gear DOWN, Landing Checks”

 Extend as requested and verify proper indication announce “Gear Down”

 Read and respond the Before Landing checklist.  Verify gear down and locked When challenging High RPM wait for confirmation from the Pilot Flying before setting RPM HIGH There will be a decrease in engine power 10 to 15% torque if RPM was set below 100% Before reaching FAF  Call for “Flaps Full”

 Extend as requested and verify proper indication announce “Flaps Full”

Maintain Vref + 10 Announce: “Landing checks complete” If flaps are delayed announce: “Landing checks, stand by Full flaps” If aircraft weight does not allow maintaining altitude with full flaps retract flaps to 1/2, and extend when landing is assured.

Descent from Minimums Reduce power as required to pass the With the runway in sight announce: threshold at Vref or Vref + additions for cross “Runway in sight”, if cleared to land announce wind. “and cleared to land”.

The aircraft should be stabilized 1000 feet above TDZE: Aircraft in landing configuration, Landing checks accomplished, Vref no more than + 20, No more than 1000 FPM unless briefed, engine torque no less than 20%. At low aircraft weights less than 20% torque might be required and close attention and verification of torque settings must be monitored remember that the power lever alarm is now canceled due to the gear down condition.

ILS approaches should be flown with in one dot of the localizer and glide slope, during circling approaches the wings should be level on final when aircraft reaches 300 ft above airport elevation. An approach that becomes unstabilized below 1000ft above airport elevation in IMC or below 500 feet in VMC requires an immediate go around.

Revision: Original Enero 12, 2014

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Standard Operating Procedures SA227

MPATV‐JAP‐VTM

Landing Table 10. landing Procedure

PILOT FLYING

PILOT NOT FLYING

WARNING THE POWER LEVERS MUST NOT BE RETARDED BELOW FLIGHT IDLE IN THE AIR

After main gear touchdown:  Power down to flight idle to avoid aircraft bounce up again in to flight.  Hold elevator up firmly as the aircraft decelerates the nose will become heavier due to the reduction of tail down force of the stabilizer.  Set the nose gear down with positive control of the elevator then:  Move power levers to ground idle. 



Confirm BETA lights ON

Use rudder and reverse thrust (as required) to maintain directional control. On short runways use heavy braking simultaneously with reverse.

CAUTION DO NOT USE FULL REVERSE ABOVE 90 KNOTS.



Normally use brakes as required when rudder efficiency begins to diminish.

At 60 IAS Move power levers to ground idle then:  call for “RPM LOW”

Announce “SIXTY KNOTS”  Monitor PF not applying reverse before setting low RPM if not make the proper call.  Promptly set RPM levers to LOW

CAUTION DO NOT RETARD SPEED LEVERS WHILE POWER LEVERS ARE AFT OF GROUND IDLE. ATTEMPTED REVERSE WITH THE SPEED LEVERS AFT OF THE HIGH RPM POSITION MAY RESULT IN AN ENGINE OVER TEMPERATURE CONDITION.

At taxi speed If captain landing: Arm the steering.

If first office landing:call for “STEERING” (Captain) Arm and announce “STEERING ARMED”

Revision: Original Enero 12, 2014

MPATV-JAP-VTM

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Standard Operating Procedures SA227

MPATV‐JAP‐VTM

After Landing and Taxi Table 11 After Landing and Taxi Procedure

CAPTAIN

FIRST OFFICER

The following items are to be accomplished until the aircraft has cleared the active runway.

Accomplish the following flow pattern:    

Steering Armed.

Ice-protection (all) off.

Ignitions AUTO Strobes and landing lights off.

 Call and respond for the AFTER LANDING CHECKlist

 Accomplish the following flow pattern:        

Transponder STBY Radar STBY TCAS STBY NOTE: If not installed on his side makes the appropriate call.

Flaps up Trim horizontal stabilizer to takeoff (green) band.

Trim select off Rudder trim Neutral Aileron trim neutral

Read and respond the AFTER LANDING CHECKLIST

Revision: Original Enero 12, 2014

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Standard Operating Procedures SA227

MPATV‐JAP‐VTM

Parking and Shutdown Table 12. Parking and Shutdown Procedure

CAPTAIN

FIRST OFFICER

NOTE Allow the engines to cool below 20% torque for at least three minutes. (This may include descent, approach, landing and taxi time if power does not exceed 20% torque.)

If taxiing was above ground idle RPM, a one minute cooling period at ground idle prior to engine shutdown is recommended.

The captain is the only one responsible of shutting down the engine.

When stopped at the gate.

Set the parking brake and announce: “Parking Brake Set,  Accomplish the following flow pattern:

 Call “Stop Engine” Accomplish the following flow pattern:   

Steering off Generators off, verify both GEN FAIL lights on Exterior lights off (except beacon)

     

Bleed air OFF Temperature Controler Off Avionics OFF Inverter OFF SAS clutch OFF Boost Pumps OFF

Read and respond the Stop Engine Checklist  Announce STOP ENGINES, hold the engine stop buttons (minimum 5 seconds or down to 30% RPM)

 At approximately 50% RPM hold the power levers apply reverse (hold to below 10% rpm to place propeller blades on start locks) 

Revision: Original Enero 12, 2014

Set Control lock and verify rudder and aileron locked.

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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MPATV‐JAP‐VTM

Securing Table 13. Securing Procedure

CAPTAIN

FIRST OFFICER

After the engines are shut down and the wheels chocked (if available) Release the parking brake (if conditions permit).  Call for and respond to the SECURING  Read and respond to the SECURING CHECK. CHECK. Announce “SECURING CHECK COMPLETE”.

Hand rotation of the propeller through 12 to 16 blades in the normal direction of rotation, within 5 minutes after shutdown, will enhance the service life of the fuel nozzles and dissipate residual heat from the rotating components of the engine thereby preserving compressor seal integrity and facilitating starts following quick turn-arounds.

Aircraft log book When the aircraft is secure the first officer will finish entering the flight time data on the aircrafts logbook. The Captain will supervise that the maintenance items are entered in the logbook.

Once the first officer finishes the captain will double check all the entries and sign the logbook.

Revision: Original Enero 12, 2014

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo STANDARD OPERATING PROCEDURES SA227

MPATV‐JAP‐VTM

FLIGHT PROFILES

FIGURES

NORMAL PROCEDURES TAKEOFF.................................................................................................................................... C5.SA.FP.3 STANDARD TRAFFIC PATTERN……………………………………………………………….……….………..…………. C5.SA.FP.5 NON‐PRECISION APPROACH………………………………………………………………………………………..………. C5.SA.FP.7 PRECISION APPROACH.…………………………………………………………………………………………………………. C5.SA.FP.9 CIRCLE TO LAND…………………………………………………………………………………………………………….….. C5.SA.FP.11 MISSED APPROACH /GO AROUND……………………………………………………….….………………………… C5.SA.FP.13 BALKED LANDING (ABORTED LANDING AFTER COMMITTED TO LAND).............…………….….. C5.SA.FP.15 ABNORMAL PROCEDURES TAKEOFF ‐ ENGINE FAILURE….……….…………………………………………………………………………………… C5.SA.FP.19 SINGLE ENGINE NON‐PRECISION APPROACH……………………………………………………………………… C5.SA.FP.21 SINGLE ENGINE PRECISION APPROACH………………………………………………………………………………. C5.SA.FP.23 SINGLE ENGINE / GO AOUND……………………………………………………………………….……………………. C5.SA.FP.25 UNUSUAL MANEUVERS APPROACH TO STALL ‐ TAKEOFF CONFIGURATION……………………………………..…………………….. C5.SA.FP.29 APPROACH TO STALL ‐ LANDING CONFIGURATION……………………………………….………………….. C5.SA.FP.31 APPROACH TO STALL ‐ CLEAN CONFIGURATION..……………………………………………………………… C5.SA.FP.33

Revision: Original Enero 12, 2014

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Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

Normal Procedures

Revision: Original Enero12, 2014

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Take off

Climb 140-160 kts or If required Vy

PF: “Flaps up”

PF: “CAWI OFF” PF: “Bleed Air ON”

PF: “Speed levers high” Advance Power Levers “Set takeoff power”

PF: “Check”

PM: Fine tune power “Takeoff power set”

Revision: Original Enero12, 2014

PM: “Airspeed alive”

PM: “80 knots”

1500ft AGL

PM: “1500ft”

400ft AGL PF: “Gear up”

V1

80 kts

PF: “Climb checks”

PM: “Flaps up”

VR

PM: “V1”

PM: “Rotate”

PM: “CAWI OFF”

PM:

“Gear up” “V50”

PM:

“Positive rate”

MPATV-JAP-VTM

PM: “Bleed Air ON”

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Standard traffic pattern (Turning to base) PF: “Flaps 1/2” “Landing gear down” “Landing checks”

At 3000ft AGL 200kts MAX

PM: Perform landing checks “Landing checks, standby full flaps”

140kts No less than Vref + 10 800 fpm approx

Abeam threshold 160kts

30 sec or 45 before turning to base PM: “Cleared to land” “Vref + __“

Established on visual glide path no less than 500ft AGL PF: “Full flaps” PM: “Landing checks complete”

Revision: Original Enero12, 2014

PF: “Flaps 1/4”

TPA: 1500ft above airport elevation.

Distance from the runway: 3NM.

Cross at Vref

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Non-precision approach Cross the IAF at: 160-180kts & Flaps 1/4

Reaching step down altitudes:

PF: “Verify final frequency and course”

PM: “200 to level off”

PM: Verfies setup.

At steep down fixes: PM: Announces fix-DME, next altitude and fix-DME.

IAF

PF: “Gear down” “Flaps full”

Cross the IF at: 160-140kts & Flaps 1/2

“Landing checks”

Vref + 10

IF FAF PM: “1000ft stabilized” @ 1000ft AGL “200 to minimums” “100 to minimums” “Minimums” PF:

“Stand by for MAP __ (VOR, DME, etc)”

MAP

MDA PM: “Runway in sight or no contact”

Cross at Vref

“Cleared to land” “Vref + __ “

Note: If no published IF, turning final before FAF.

Revision: Original Enero12, 2014

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Precision approach Reaching step down altitudes:

Cross the IAF at: 160-180kts & Flaps 1/4

PM: “200 to level off”

One dot below the glideslope:

At steep down fixes:

PF: “Gear down” “Flaps full”

PM: Announces fix-DME, next altitude and fix-DME.

“Landing checks”

PF: “Final frequency & Course” PM: Verfies setup.

Check altimeters coincident with published glidepath.

Cross the IF at: 140 - 160kts & Flaps 1/2

IAF

IF

FAF Vref + 10

Note: If no published IF, turning final before FAF. PM: “1000ft stabilized” @ 1000ft AGL “500 to minimums” “200 to minimums” “100 to minimums” “Minimums runway in sight or no contact: PF:

“Landing or missed approach”

Cross at Vref

PM:

“Cleared to land”

DA (H)

“Vref + __ “

Revision: Original Enero12, 2014

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Circle to land

Landing configuration at FAF.

Note If aircraft weight does not permit to maintain altitude with full flaps, raise flaps to 1/2 until landing is assured.

Vref + 10

FAF

Vref + 10

PM: “Cleared to land” “Vref + __”

CAT B: 1.5 NM CAT C: 1.7 NM

At or above circling MDA

Cross at Vref

Revision: Original Enero12, 2014

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Missed approach / go around

PF: “Climb checks” PF:

“Missed Approach” Set MCP PF: “Flaps up”

Airspeed: 140-160kts

1500ft AGL

Airspeed 125 – 130 Kts From FAF Vref + 10

MAP PF: “Flaps 1/2” “Gear up”

MDA DA (H)

Revision: Original Enero12, 2014

PM: “Flaps 1/2” “Gear up”

400ft AGL PM: “1500ft”

Adjust Frequency Course Heading Altitude

PM: “Flaps up”

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Balked landing (aborted landing after committed to land)

PF: “Gear up” PF: “Go around” Set MCP

Gear down Full flaps

PM: “Positive rate”

1500ft AGL

400ft AGL PM: “1500ft” PM: “1/2 Flaps” “Airspeed 125kts”

Ground effect

Revision: Original Enero12, 2014

PF: “Flaps up”

(when gear is up) PF: “1/2 Flaps”

Accelerate to climb speed (98 – 106 IAS) then start climbing.

PF: “Climb checks”

Airspeed 140 – 160- IAS

PM: “Flaps up”

PM: “Gear up”

MPATV-JAP-VTM

Gross weight

Climb Speed IAS

15,500 14,000

106 102

12,000 10,000

97 98

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Abnormal Procedures

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Takeoff – engine failure

PF: “Engine failure memory items” PF: “Flaps up”

As required, call for: emergency checklist, normal checklist or abnormal checklist.

Climb at VySE 1000ft AGL

PF: “Speed levers high” Advance Power Levers “Set takeoff power”

PF: “Check”

PF:

PM: “Flaps up” V1

80 kts

PM: Fine tune power “Takeoff power set”

Revision: Original Enero12, 2014

“Lift off, gear up”

400ft AGL or cleared of obstacles

PM: “Airspeed alive”

PM: “80 knots”

VR

PM: “V1”

PM:

“Gear up” “Airspeed V2”

Engine failure

MPATV-JAP-VTM

PM: Execute engine failure memory items

PM: “Rotate”

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Single engine non-precision approach Cross the IAF at: 160-180kts & Flaps 1/4

Reaching step down altitudes:

PF: “Verify final frequency and course”

PM: “200 to level off”

PM: Verfies setup.

At steep down fixes: PM: Announces fix-DME, next altitude and fix-DME.

Training Simulated engine off – Flight idle creates more drag than a feather propeller. “Use flaps 1/2"

PF:

IAF

“Flaps 1/4” “Landing gear down”

Cross the IF at: 160-140kts

“Single engine landing checklist”

Vref + 20 IF FAF PM: “1000ft stabilized” @ 1000ft AGL “200 to minimums” “100 to minimums” “Minimums” PF:

“Stand by for MAP __ (VOR, DME, etc)”

MAP

MDA PM: “Runway in sight” “Cleared to land”

Cross at Vref

“Vref + __ “ Assured Landing

Note: If unable to maintain Vref + 20 retract the landing gear.

PF:

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“Flaps as required”

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Standard Operating Procedures FLIGHT PROFILES

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Single engine precision approach Note: If unable to maintain Vref + 20 retract the landing gear.

Cross the IAF at: 160-180kts & Flaps 1/4,no more than 1/4 until landing is assured

Reaching step down altitudes: PM: “200 to level off”

One dot below the glideslope:

At steep down fixes:

PF: “Flaps 1/4” “Landing gear down”

PM: Announces fix-DME, next altitude and fix-DME.

“Single engine landing checklist”

PF: “Final frequency & Course” IAF

PM: Verfies setup.

Cross the IF at: 140 - 160kts

IF

Check altimeters coincident with published glidepath.

Training Simulated engine off – Flight idle creates more drag than a feather propeller. “Use flaps 1/2"

FAF Vref + 20 PM: Gear down

PM: “1000ft stabilized” @ 1000ft AGL “500 to minimums” “200 to minimums” “100 to minimums” “Minimums runway in sight or no contact: PF:

“Landing or missed approach”

Revision: Original Enero12, 2014

PM: “Runway in sight” “Cleared to land” “Vref + __ “ Assured Landing PF:

Cross at Vref DA (H)

“Flaps as required”

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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Standard Operating Procedures FLIGHT PROFILES

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Single engine go around

PF: “Single engine go around checklist” PF:

Adjust Frequency Course Heading Altitude

“Go around” Set MCP

From FAF Vref + 20

1500ft AGL

Airspeed VySE Vref + 18 aprox.

MAP PF: “Gear up” “Flaps up

PM: “1500ft”

Note: Do NOT wait for positive rate indication to retract the landing gear.

CAUTION

MDA DA (H)

Revision: Original Enero12, 2014

PM: “Gear up” “flaps up”

THE SINGLE ENGINE GO AROUND BEGINS WITH GEAR DOWN, FLAPS NO MORE THAN 1/4 DOWN AND AIRSPEED AT OR HIGHER THAN THE APPROACH SPEED. PERFORMANCE AND CONTROL LIMITATIONS WITH FULL FLAPS AND GEAR DOWN MAY PRECLUDE SUCCESFUL SINGLE ENGINE GO AROUND.

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Standard Operating Procedures FLIGHT PROFILES

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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Standard Operating Procedures FLIGHT PROFILES

Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

Unusual Maneuvers

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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Standard Operating Procedures FLIGHT PROFILES

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Approach to Stall – Takeoff Configuration

Airspeed 160kts Compute Vref

PF: “Traffic check” PM: “Area check”

PF: “Flaps 1/4”

Simultaneously PF: Set Max Power Level the wings PM: Fine tune power

PM: “Vref + 10” PF: “Flaps up” PM: “VySE”

First indication of stall

Torque: 5-15% Maintain altitude.

Slow to 140kts 20° bank turn Note: Trim to 120kts, then hold altitude hand flying.

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MPATV-JAP-VTM

Level flight 160kts Adjust power as required Maintain Altitude

Note: This figure ONLY depicts the 20° bank turn.

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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Standard Operating Procedures FLIGHT PROFILES

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Approach to stall – landing configuration

Recovery maneuver as balked landing procedure

Airspeed 160kts Compute Vref

PF: “Traffic check” PM: “Area check”

PF: “Gear down “Flaps full”

PF: Set Max Power PM: Fine tune power PF: “Gear up” PM: “Vref” PF: “Flaps 1/2”

PM: PF:

“125kts” “Flaps up”

PM: “VySE”

First indication of stall

Level flight 160kts Adjust power as required

Torque: 5-15% Maintain altitude.

Maintain Altitude Note: Trim to 120kts, then hold altitude hand flying.

Note: Stall speed will be 20 – 30kts slower than Vref.

At low gross weights aircraft may not stall recover at first sign of altitude loss.

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Standard Operating Procedures FLIGHT PROFILES

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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Standard Operating Procedures FLIGHT PROFILES

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Approach to stall – clean configuration

Airspeed 160kts

PF: “Traffic check” PM: “Area check”

PF: “Gear up” “Flaps up” PF: PM:

Set Max Power Fine tune power

PM: “VySE”

First indication of stall

Level flight 160kts Adjust power as required

Torque: 5-15% Maintain altitude.

Maintain Altitude Note: Trim to 120kts, then hold altitude hand flying.

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo Standard Operating Procedures SA227

MPATV‐JAP‐VTM

COCKPIT FLOWS

FIGURES

NORMAL PROCEDURES COCKPIT (SAFETY CHECK)………………………………………………………………………………………….…..…… C5.SA.CF.3 BEFORE STARTING ENGINES COCKPIT SETUP………………………………………………………….…….……… C5.SA.CF.5 FIRST FLIGHT OF THE DAY SYSTEM CHECKS………………………………………………………….……………. C5.SA.CF.7 TAXI…………………………………………………………………………………………………………………….……….…….. C5.SA.CF.9 TAKEOFF………………………………………………………………………………………………………….…………………. C5.SA.CF.11 CLIMB……………………………………………………………………………………………………………….…………….…. C5.SA.CF.13 DESCENT………………………………………………………………………………………………………….………….……. C5.SA.CF.15 BEFORE LANDING………………………………………………………………………………………….……………………. C5.SA.CF.17 AFTER LANDING…………………………………………………………………………………………….…………………. C5.SA.CF.19 STOP ENGINES……………………………………………………………………………………………….…………………. C5.SA.CF.21 SECURING……………………………………………………………………………………………………….…………………. C5.SA.CF.23 ABNORMAL PROCEDURES ENGINE FIRE ON GROUND………………………………………………………………………………………………… C5.SA.CF.25 ENGINE FIRE IN FLIGHT…………………………………………………………………………………..………………… C5.SA.CF.27 ENGINE FAILURE DURING TAKEOFF ‐ TAKEOFF ABORTED…………………………………………………. C5.SA.CF.29 ENGINE FAILURE DURING TAKEOFF ‐ TAKEOFF CONTINUED AT OR ABOVE V1…………………. C5.SA.CF.31 ENGINE FAILURE DURING FLIGHT…………………………………………………………………………………….. C5.SA.CF.33

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C5.SA.CF.i

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo Standard Operating Procedures SA227

MPATV‐JAP‐VTM

INTENTIONALLY LEFT BLANK

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C5.SA.CF.ii

Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

Cockpit flows

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MPAD-JAP-VTM

C5.SA.CF.1

Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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C5.SA.CF.2

Standard Operating Procedures COCKPIT FLOWS

Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

Cockpit (safety check)

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C5.SA.CF.3

Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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C5.SA.CF.4

Standard Operating Procedures COCKPIT FLOWS

Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

Before starting engines cockpit setup

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C5.SA.CF.5

Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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C5.SA.CF.6

Standard Operating Procedures COCKPIT FLOWS

Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

First flight of the day system checks

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C5.SA.CF.7

Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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C5.SA.CF.8

Standard Operating Procedures COCKPIT FLOWS

Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

Taxi

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C5.SA.CF.9

Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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C5.SA.CF.10

Standard Operating Procedures COCKPIT FLOWS

Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

Takeoff

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C5.SA.CF.11

Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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C5.SA.CF.12

Standard Operating Procedures COCKPIT FLOWS

Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

Climb

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C5.SA.CF.13

Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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Standard Operating Procedures COCKPIT FLOWS

Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

Descent

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C5.SA.CF.15

Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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C5.SA.CF.16

Standard Operating Procedures COCKPIT FLOWS

Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

Before landing

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Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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C5.SA.CF.18

Standard Operating Procedures COCKPIT FLOWS

Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

After landing

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Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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C5.SA.CF.20

Standard Operating Procedures COCKPIT FLOWS

Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

Stop engines

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C5.SA.CF.21

Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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C5.SA.CF.22

Standard Operating Procedures COCKPIT FLOWS

Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

Securing

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Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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Standard Operating Procedures COCKPIT FLOWS

Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

Engine fire on ground

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Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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Standard Operating Procedures COCKPIT FLOWS

Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

Engine fire in flight

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C5.SA.CF.27

Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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Standard Operating Procedures COCKPIT FLOWS

Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

Engine failure during takeoff - takeoff aborted

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Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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Standard Operating Procedures COCKPIT FLOWS

Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

Engine failure during takeoff - takeoff continued at or above V1

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Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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Standard Operating Procedures COCKPIT FLOWS

Manual de PolĂ­ticas de Adiestramiento de Tripulaciones de Vuelo

Engine failure during flight

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C5.SA.CF.33

Standard Operating Procedures COCKPIT FLOWS

Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo

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C5.SA.CF.34