Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227 MPATV-JAP-VTM STANDARD OPERATING PROCEDURES INDEX General……………………………………………………………………………………………………. 1 Introduction……………………………………………………………………………………………… 1 Adherence……………………………………………………………………………………………….. 1 Structure…………………………………………………………………………………………………. 1 Prerequisites…………………………………………………………………………………………….. 2 Communications…………………………………………………………………………………………. 3 Use of altitude warning indicator (AWI)……………………………………………………………….. 3 Conduct of the flight…………………………………………………………………………………….. 3 Definitions………………………………………………………………………………………………… 3 Sterile cockpit…………………………………………………………………………………………….. 4 Challenge/No response……………………………………………………………………………….... 4 Flight dispatch ……………………………………………………………………………………………... 5 Arrival at the aircraft……………………………………………………………………………………….. 5 Preflight and before starting engines…………………………………………………………………….. 6 Cockpit safety flow……………………………………………………………………………………….. 8 Before starting engines cockpit setup…………………………………………………………………. 9 First flight of the day systems checks…………………………………………………………………. 10 Before start (engines)……………………………………………………………………………………. 11 Before start flow………………………………………………………………………………………… 12 Engine start……………………………………………………………………………………………….. 13 After start………………………………………………………………………………………………….. 16 After start flow…………………………………………………………………………………………… 18 Taxi and before takeoff………………………………………………………………………………..… 19 Takeoff flow (first officer’s side)……………………………………………………………………….. 22 Takeoff flow (captain’s side)…………………………………………………………………………… 23 Takeoff…………………………………………………………………………………………………… 24 Takeoff flow……………………………………………………………………………………………. 25 Climb……………………………………………………………………………………………………… 28 En route…………………………………………………………………………………………………… 29 Descent…………………………………………………………………………………………………… 30 Precision approach……………………………………………………………………………………… 32 Non precision approach………………………………………………………………………………… 34 Go around………………………………………………………………………………………………… 36 Landing…………………………………………………………………………………………………… 37 After landing and taxi…………………………………………………………………………………….. 38 After landing flow……………………………………………………………………………………….. 39 Parking and shutdown…………………………………………………………………………………… 40 Stop engines flow………………………………………………………………………………………. 41 Securing………………………………………………………………………………………………….. 42 Aircraft logbook…………………………………………………………………………………………… 42 Flight profiles…………………………………………………………………………………………….. 43
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA. i
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM FIGURES
Take off…………………………………………………………………………………………………… Standard traffic pattern………………………………………………………………………………….. Non precision approach………………………………………………………………………………… Precision approach……………………………………………………………………………………….. Circle to land……………………………………………………………………………………………… Missed approach / go around………………………………………………………………………….. Balked landing (aborted landing after committed to land)…………………………………………… Takeoff – engine failure………………………………………………………………………………….. Single engine non-precision approach………………………………………………………………… Single engine precision approach……………………………………………………………………… Single engine go around………………………………………………………………………………… Approach to stall – Clean configuration…………….…………………………………………………. Approach to stall – Takeoff configuration………………………………………………………………. Approach to stall – landing configuration……………………………………………………………….
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
44 45 46 47 48 49 50 51 52 53 54 55 56 57
C5.SA. ii
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
General
MPATV-JAP-VTM other parts of the Aircraft Operating Manual, 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
Revisión: 2 Febrero 16, 2016
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”.
MPATV-JAP-VTM
C5.SA.1
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures 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
Revisión: 2 Febrero 16, 2016
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.
MPATV-JAP-VTM
C5.SA.2
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
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 Warning 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.
Definitions
Both pilots will aware of assigned altitudes. The PM 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.
Revisión: 2 Febrero 16, 2016
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.
MPATV-JAP-VTM
C5.SA.3
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
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.
Challenge/No Response If a flight deviation or critical situation is observed and challenged by the PM, the PF should respond immediately. If there is no response by the PF either verbally or by action, the PM must challenge a second time. The second challenge to the PF should be loud and clear. If, after the second challenge, the PF still has not responded, it is the PM’s responsibility to announce that he is assuming control and take the necessary actions to return the aircraft to safe operating envelope.
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.4
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Flight dispatch The crew should arrive to the dispatch office and get a flight weather briefing and paperwork: Flight plan Weight and Balance Operational flight plan Weather NOTAMs US flights: o Electronic Advance Passenger Information System (eAPIS) o General Declaration Form (CBP Form 7507) o Air Cargo Manifest (CBP Form 7509) with “entry number”. o Safety inspection.
CAPTAIN
FIRST OFFICER o
Examine the paper work and discuss it with the first officer.
Show the captain your: License, medical exam, passport and visa. Make the takeoff calculations.
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 CAPTAIN
FIRST OFFICER
The first pilot in the cockpit:
o o o o o o o o o
Examine the aircraft logbook. Accomplish the COCKPIT SAFETY FLOW Hand pump valve Aileron trim neutral Rudder trim neutral Parking brake as required Landing gear lever down Control lock as required Battery & GPU volts checked Battery switches on Landing gear position test dimmer set. Note fuel quantity and balance
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.5
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Preflight and before starting engines (continued) CAPTAIN
FIRST OFFICER `
On the first flight of the day: Examine aircraft logbook (if not done before) Examine aircraft documents (insurance, onboard manuals, etc.) Connect and check captain’s oxygen mask then stow. Checks goggles and stow. Perform BEFORE STARTING ENGINES, COCKPIT items. Perform FIRST FLIGHT OF THE DAY SYSTEMS CHECKS
Perform the PREFLIGHT WALKAROUND Inside the aircraft perform BEFORE STARTING ENGINES CABIN items. Connect and check first officers oxygen mask then stow. Check goggles and stow.
Once both pilots are in the cockpit: Call and respond “FIRST FLIGHT OF THE DAY SYSTEMS CHECKS” When the fuel slip becomes available: Verify the fuel load as accurate and adequate for the segment to be flown. When takeoff weight is confirmed: Verify takeoff data with first officer. Confirm if a WET or DRY takeoff will be required.
If the airport has ATIS:
Read and respond FIRST FLIGHT OF THE DAY SYSTEMS CHECKS checklist. Check fuel ticket for any discrepancies. Verify that the fuel on board meets the requirements of the dispatch release. Compute takeoff data. Note: use airport’s METAR temperature or wait until ATIS is listened to perform computations.
Record the current ATIS information. Note: The captain may accomplish this step if it will expedite the departure process.
With ATIS information: Discuss the possible taxi routes to the active runway
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.6
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Preflight and before starting engines (continued) CAPTAIN
FIRST OFFICER
Direct the first officer to call for ATC clearance.
Obtain ATC clearance.
Monitor the clearance as it is copied by the first officer.
When altitude and transponder code are set: Acknowledge first officer’s information. Discuss & resolve any issues with the ATC clearance.
Set the altitude warning indicator (AWI) to ATC altitude clearance limit (not the final expected altitude.) Set transponder code. Read back to the captain: ATC clearance ATC altitude limit Transponder code.
Both pilots set their radios and flight instruments for the departure procedure to be flown. PF will perform a departure briefing (route to be flown) PF will perform a takeoff briefing (in case of any malfunctions occurs)
Make a taxi briefing to establish situational awareness of where the aircraft is parked and the expected route to the active runway.
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.7
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.8
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.9
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.10
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Before start (engines) CAPTAIN
FIRST OFFICER
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 the jump seat is occupied
o o o
At a convenient time, prior to engine start the occupant will be briefed to ensure an understanding of the: Oxygen masks & outlet Emergency exits and Sterile cockpit.
When ready for departure: Call for and respond “BEFORE START Read and respond the Before Start checklist. FLOW & CHECKLIST” Call “BEFORE START CHECKLIST COMPLETE”
If push back from the gate is required by airport procedures: Direct the first officer to ask ATC for pushback and/or engine start clearance, if required.
Revisión: 2 Febrero 16, 2016
Obtain pushback and/or engine start clearance from ATC or ramp control. This will require avionics on which should be off again to perform the engine start.
MPATV-JAP-VTM
C5.SA.11
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.12
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Engine start CAPTAIN
FIRST OFFICER
When both crewmembers are ready: The captain is the only one responsible of performing the engine start. Announce “STARTING ENGINE N° [2 or 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 FCOM Beta light operation. SRL OFF light on below 80% RPM
Announce “ENGINE START NORMAL STABILIZED”
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.
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.13
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Engine Start (continued) 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 CLEARING OPERATIONS 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 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.
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.14
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Engine Start (continued) CAPTAIN
FIRST OFFICER
If Battery Start: Before starting the other engine the batteries should be charged with the operating engine generator:
Use the same procedure for starting the first engine described at the beginning of this table.
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 first engine described at the beginning of this table. If GPU Start: No additional steps are required: Use the same procedure for starting the first engine described at the beginning of this table.
After the second engine is started: Announce “ENGINE START NORMAL STABILIZED”
Select corresponding engine Bleed Air Switch on. Note: Verify operation of each bleed air system by selectively operating right and left systems Additionally monitor: Suction, Deice, and Hydraulic pressures.
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.15
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
After start 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 right engine and wing clear. Call “CLEAR”
After battery or GPU start: Generators ON Check GEN OFF light not illuminated Check generator volts Check generators amps even load sharing. Check the battery disconnects see 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 limiters by illumination of all lights.
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.16
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
After Start (continued) CAPTAIN
FIRST OFFICER
Call for and respond “AFTER START Accomplish the following pattern: FLOW AND CHECKLIST” Boost Pumps ON Accomplish the following pattern: SAS clutch ON Avionics ON Steering ARMED Temperature Controller to COLD or Windshield Heat LOW Auto NAV Lights ON Confirm Bleed Air On On the first flight of the day once the ground personnel are clear of the right Read and respond AFTER START checklist wing perform SAS Cruise test (see Announce “AFTER START CHECKLIST FCOM) DOWN TO FINAL ITEM”. 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.
Request taxi clearance from ATC. Copy the taxi clearance, if no ATIS was available set the altimeters. Read back the clearance to the captain.
If no engine checks release Start Locks (place power levers into reverse momentarily). Announce “START LOCKS RELEASE” 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.
Revisión: 2 Febrero 16, 2016
Announce “AFTER START CHECKLIST COMPLETE” Operational flight plan write down Block Out time.
MPATV-JAP-VTM
C5.SA.17
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.18
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Taxi and before takeoff CAPTAIN
FIRST OFFICER
Verify the left taxi area is clear and announce Verify the right taxi area is clear and announce “CLEAR ON THE LEFT” “CLEAR ON THE RIGHT” Announce the marshal you are ready to taxi by means of flashing the taxi lights. Release parking brake. Follow the marshal instructions signals to taxi out of the ramp once cleared of the ground crew; Turn taxi light ON
During taxing: Confirm the parking brake is off by applying pressure to the brakes while pushing the parking knob full forward. Direct the FO to check his brakes Direct the FO to check controls free Check rudder free announce “CLEAR DOWN”
Check brakes on his side. Check elevator & aileron controls free announce “CLEAR UP”
Call “FLAPS 1/4 TAXI FLOW AND CHECKLIST" On the first flight check the steering system. If icing conditions are expected check the ice protection systems. Check flaps set and indicating 1/4 Check fuel quantity, balanced within limits, crossflow valve and switch light is off. Confirm NAV and COM frequencies are set up appropriately for departure. Check flight instruments: o Same as FO. Remove radio altimeter DH setting. Set TCAS to Above & STBY and test. Standby AI erect (note: this is a vacuum gyro it takes more time to erect.)
Repeat “FLAPS 1/4 " and extend the flaps to 1/4. Check for free movement of elevator and rudder. Announce “CLEAR UP” Confirm rudder and elevator trim are set for takeoff. Move trim select to captain’s side and confirm stabilizer is in the green takeoff band. Announce “RUDDER & AILERON NEUTRAL, TRIM ON YOUR SIDE, STABILIZER GREEN BAND” Check AWI pumps Check flaps set and indicating 1/4 Set radar to TEST, when entering the active runway set to WX or WXA no more than 40 NM and antenna tilt approximately 5° degrees up. Confirm NAV and COM frequencies are set up appropriately for departure.
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.19
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Taxi and before Takeoff (continued) CAPTAIN
FIRST OFFICER
o o o o o o o o
o o o o
Confirm transponder code set or request from ATC if not given on the route clearance, announce “TRANSPONDER SQUAWK [ # # # #]” Check flight instruments: Airspeed: no speed or below 40 KTS AI: erect and aircraft set to horizon Altimeter: QNH set. HSI Heading flag out of view. HSI NAV flag out of view if applicable. HSI: GS flag out of view. HSI heading, agrees with compass (note: compass, and compass card is calibrated with windshield off) Confirm heading gyro set to SLAVE (set to FREE and adjust if heading does not agree with compass, constant monitoring and adjusting will be required in flight.) RMI heading flag out of view. RMI & HSI heading are the same (note: heading is slaved to captain’s gyro) RMI needles set VOR/ ADF as required, if NAV 1 & 2 set to the same VOR needles no more than 4° difference. Turn and bank indicator no flag, and moves accordingly when aircraft is turning on the ground. Read and respond the TAXI CHECKLIST
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.20
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Taxi and before Takeoff (continued) CAPTAIN
FIRST OFFICER
When the checklist calls for “Briefing”: the PF will give the takeoff briefing. The takeoff briefing should include at least, but is not limited to, the following: Dry or wet takeoff 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. When the FO will be the pilot flying during the briefing it should be emphasized that he will make the call for any abnormal situation and will continue to fly plane, when and if the captain makes the decision to abort, the captain will take over the controls and execute the abort maneuver. 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 VYSE 132 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. By the checklist call “STAND BY NTS”
On the first flight of the day At a convenient point during taxi. Perform the NTS check then call “NTS CHECKED” Briefings accomplished and NTS checked if applicable.
Entering takeoff position.
Revisión: 2 Febrero 16, 2016
Call “TAXI CHECKLIST COMPLETE”
Note time to fill ON AIR time on the operational flight plan.
MPATV-JAP-VTM
C5.SA.21
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.22
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.23
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Takeoff PILOT MONITORING
PILOT FLYING
When the aircraft is in the takeoff position and if the FO will be the pilot flying: The captain will transfer control of the aircraft to the FO: CA: Move trim selector to copilot call “YOUR CONTROLS” keep the hand on the trim selector until FO place his hand on the switch. FO: places his hand on the trim selector confirming it is set to his side and calls “I HAVE THE CONTROLS”
When ATC clears the aircraft for takeoff. DO NOT PERFORM THE FOLLOWING CALL IF THE ATC CLEARANCE HAS NOT BEEN RECEIVED. Call “TAKEOFF FLOW AND CHECK LIST” Use continuous ignition if wet runway. Steering off. Ice and rain protection as required. Turn on all exterior lights. When prompt by the checklist call “High RPM” Check annunciator panel. Check SRL lights off Check engine parameters, then call: “96 – 97 PERCENT INSTRUMENT NORMAL”
Revisión: 2 Febrero 16, 2016
Accomplish the following: Set/confirm transponder on. Set/confirm radar on. Bleed air off Read and respond the takeoff checklist. Set peed levers to high RPM, Set friction without releasing the levers use the other hand. When the instrument call is made call: “TAKEOFF CHECKLIST COMPLETE”
MPATV-JAP-VTM
C5.SA.24
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.25
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Takeoff (continued) PILOT FLYING
PILOT MONITORING
Repeat the initial clearance heading and altitude (e.g., “Runway heading to 5,000 feet”). Smoothly advance the power levers If Wet takeoff @ 40% torque Move CAWI switch to CONTINUOUS; verify both engines torque rise and AWI PUMP ON lights illuminate.
call “CAWI ON” Call “SET TAKEOFF POWER”
Fine-tune the takeoff torque setting. Limit static torque to 97% and WET 107% to prevent exceeding torque limit due to ram air rise. Announce “TAKEOFF POWER SET” During takeoff the fuel bypass light may illuminate with no action required. Continue monitoring engine instruments to ensure proper performance. When the first officer is performing the takeoff: o o
The FO 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 power levers without delay. This is not to preclude the first officer from making inputs to the decision making process.
When both airspeed indicators register speed.
Call “AIRSPEED ALIVE”
At 80 KTS Allowable difference 6 KTS. Call “CHECK”
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
Call “ROTATE”
At VR Confirm speed and rotate approximately 8 degrees nose up.
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.26
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Takeoff (continued) PILOT FLYING
PILOT MONITORING Call “V - TWO”
At V2
At positive rate; indicated altitude increasing Call “POSITIVE RATE”. and VSI trends upward. Only after PM call. Call “GEAR UP”
Repeat “GEAR UP” Move the landing gear leaver up. Monitor both PF & PNF altimeters and ADI pitch indications.
@ 400’ AGL
Call “FOUR HUNDRED”
Call “FLAPS UP
Move flap handle up
Climb at Vy approximately 135-140 KTS once a climb gradient is not a factor use 150-160 KTS these speeds allow a better forward visibility.
When indicator shows UP announce “FLAPS UP”.
If wet takeoff:
Guard the CAWI switch
Call “CAWI OFF”
Select CAWI off Monitor torque decrease and AWI pump lights out. As much as 35% drop may occur. Call “CAWI OFF”
Set EGT at or below 640°C. Set power only if requested by PF. Call “BLEED AIR ON” The PF may request the PM to adjust power by the call “SET POWER”
Turn on bleed air switches on one at a time, EGT will rise approximately 10°C. Call “BLEED AIR ON”
At “1,500 ft” AGL
Call “1,500 FEET”
Call “CLIMB CHECKLIST”
Read and respond the climb checklist.
If workload does not permit distractions call “STAND BY”, call for the checklist when cabin workload is resolved e.g. a level off or a course intercept etc. Call “CLIMB CHECKLIST COMPLETE”
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.27
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Climb PILOT FLYING
PILOT MONITORING
At 10,000 feet MSL
Call “10,000 FEET”
Call “10,000 FEET CHECKLIST”
Read and respond the10,000 feet checklist Call “10,000 FEET COMPLETE”
Recognition lights off.
Check cabin pressurization is working as scheduled. Set radar to 80NM or as required. Set radar tilt down enough to paint radar ground returns at the edge of the 80NM scale ring. At transition altitude Wait for PNF call Call “TRANSITION, 29.92 [ALTIMETER]” e.g., “29.92, 18,560 feet”
Call “TRANSITION ALTITUDE, 29.92 [ALTIMETER]” e.g., “29.92, 18,540 feet”
Call “1,000 TO LEVEL OFF”
At 1,000 feet before level off Call “[FL] CLIMBING [CFL]” e.g. “FL 190 climbing FL200”
Call “200 TO LEVEL OFF”
At 200 feet before level off Call “200 TO LEVEL OFF”
Call “100 TO LEVEL OFF”
At 100 feet before level off No response At level off Call “LEVEL OFF [FL] 29.92”
Call “[FL] 29.92”
If cruising below transition altitude call “LEVEL OFF [Altitude], [QNH]” e.g. “Level off 15,000 feet, 3002” Note PF Vs PM altimeter differences.
If cruising below transition altitude call “[Altitude] [QNH]” e.g. “15,100 feet, 3002” Note PM Vs PF altimeter differences.
The captain’s altimeter is the Mode C transponder encoder.
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.28
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
En route PILOT FLYING
PILOT MONITORING
Once cruise speed is stabilized after level off Set the desired cruise power 97% or 100% RPM Adjust power for even torques Highest EGT around 640° Read and respond the CRUISE CHECKLIST
Call for the “CRUISE CHECKLIST”
Call “CRUISE CHECKLIST COMPLETE”
Set TCAS to NORMAL
For short flights pressure may be set for landing. The most common setting is to adjust the maximum differential pressurization flight level plus one thousand feet. As soon as work load permits during level flight. Write down the flight and engine parameters in the aircraft’s log book. Only during daylight and VMC: set radar to STBY. Monitor flight progress and fill out the operational flight plan. Above FL250 and if it is necessary for the other pilot to leave their seat. The pilot flying must use oxygen until the crew member returns to his seat.
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.29
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Descent PILOT FLYING
PILOT MONITORING
About 15 minutes prior the TOD or approx. 30 minutes to the destination:
Listen to destination ATIS and NOTAMs. Compute the landing weight & speed.
Once the ATIS and NOTAMs received Read and respond the DESCENT checklist.
Call “DESCENT CHECKLIST” When prompted by the checklist. Perform fuel balance before starting descent. Transfer control of the aircraft to the PM in order to make the approach briefing.
Call “MY CONTROLS [HEADING] AND [ALTITUDE] TO FLY”
Call “ YOUR CONTROLS”
The briefing will be given by the pilot who will fly the approach. Establish the expected TOD point according to runway in use. A good rule of thumb for 1000 FPM descent is 4 nautical miles for each 1,000 feet of altitude to loose. Establish the minimum diverting fuel: What is the fuel status to destination and alternate? What would be the options in case of a missed approach? Set frequencies and courses as applicable. The approach plate should be read as if reading a book; from top to bottom and left to right. Use the chart’s profile view to stablish when you will call for aircraft configurations e.g. “two miles before the IAF I will call for flaps 1/4". The configuration should be done in accordance with the flight profiles, see corresponding chapter. Call “BRIEFING COMPLETE” PF will request back control of the aircraft.
Call “MY CONTROLS [HEADING] AND [ALTITUDE] TO FLY”
Call “YOUR CONTROLS” Call “DESCENT CHECKLIST COMPLETE”
Begin descent by trimming nose down; continue trimming down as airspeed increases, otherwise Choose a speed between 220 to VMO IAS Once the desired airspeed is reached adjust power continuously as the aircraft descends to maintain airspeed.
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.30
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Descent (continued) PILOT FLYING
PILOT MONITORING
At transition level: Wait for PNF call Call “TRANSITION, [QNH] [ALTIMETER]” e.g., “30.12, 19,460 feet”
Call “TRANSITION LEVEL, [QNH] [ALTIMETER]” e.g., “30.12, 19,440 feet”
Note PF Vs PM altimeter differences. Note PM Vs PF altimeter differences.
When below 18,000 feet MSL, but prior to reaching 12,000 feet AGL or leaving cruise altitude if lower: Check ADI, HSI, RMI for normal operation then Call: “ADI, HSI, RMI NORMAL”
Check ADI, HSI, RMI for normal operation then Call: “ADI, HSI, RMI NORMAL” Call “1,000 TO LEVEL OFF”
At 1,000 feet before level off Call “[alt] DESCENDING [CLRD. ALT]” e.g. “16,000 descending 15,000” At 200 feet before level off
Call “200 TO LEVEL OFF”
Call “200 TO LEVEL OFF” At 100 feet before level off Call “100 TO LEVEL OFF” No response At level off Call “LEVEL OFF [ALT] ”
Revisión: 2 Febrero 16, 2016
Call “[ALT]”
MPATV-JAP-VTM
C5.SA.31
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Precision approach PILOT FLYING
PILOT MONITORING
Prior to reaching the IAF: Reduce to flap speed Call for “FLAPS 1 /4” Airspeed at IAF no more than 180KTS
Extend as requested and verify proper indication then announce “FLAPS 1 /4”
Prior to turning to the final approach course or IF: Call for “FLAPS 1/2" Reduce airspeed to reach the turn to final 160-140 KIAS
Extend as requested and verify proper indication then announce “FLAPS 1 / 2”
Turning to intercept the localizer: Call “[LOCALIZER FREQUENCY], [LOCALIZER COURSE] e.g. “110.10, COURSE 172”
Tune radios and confirm CDI course.
Tune radios and confirm CDI course. When localizer needle stars to move
Call “LOCALIZER ACTIVE”
When glide slope indication starts to move
Call “GLIDE SLOPE ACTIVE”
One dot bellow glide slope intercept: Call for “GEAR DOWN, FULL FLAPS, LANDING CHECKLIST” When PM makes the call verify three green lights. If RPM was set to 97% during cruise; there will be a 10 – 15% decrease in engine power when PM sets 100% RPM Maintain Vref + 10
Extend as requested and verify proper indication call: “GEAR DOWN THREE GREEN” Extend as requested and verify proper indication, call “FLAPS FULL” Read and respond the Before Landing checklist. Call “LANDING CHECKLIST COMPLETE”
At Glideslope intercept
recall “MINIMUMS [DA]” Set AWI to missed approach altitude
At glideslope intercept height
Verify DME and altimeters are consistent with GS intercept height.
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.32
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Precision approach (continued) PILOT FLYING
PILOT MONITORING
At 1000 feet above TDZE The aircraft should be stabilized 1000 feet above TDZE:
o o o o o
o o An approach that becomes unstabilized below 1,000ft above airport elevation in IMC or below 500 feet in VMC requires an immediate go around.
Check for stabilize approach Aircraft in landing configuration Landing checklist 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 300ft above airport elevation. Call “1,000 STABILIZED” or “1,000 NOT STABILIZED GO AROUND”
At 500 feet above minimums
Call “500 TO MINIMUMS”
At 200 feet above minimums
Call “200 TO MINIMUMS”
At 100 feet above minimums
Call “100 TO MINIMUMS”
At minimums and runway environment in sight: Call “MINIMUMS, RUNWAY IN SIGHT” After the PM’s call call “LANDING”
At minimums and If runway environment not in sight:
Call “MINIMUMS, RUNWAY NOT IN SIGHT”
Immediately commence the missed approach.
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.33
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Non precision approach PILOT FLYING
PILOT MONITORING
Prior to reaching the IAF: Reduce to flap speed Call for “FLAPS 1 /4” Airspeed at IAF no more than 180KTS
Extend as requested and verify proper indication then announce “FLAPS 1 /4”
Prior to turning to the final approach course or IF: Call for “FLAPS 1/2" Reduce airspeed to reach the turn to final 160-140 KIAS
Extend as requested and verify proper indication then announce “FLAPS 1 / 2”
At least 2NM prior to reaching the FAF: Call “GEAR DOWN, FULL FLPAS, LANDING CHECKLIST” When PM makes the call verify three green lights. Reduce airspeed to reach FAF 140 KIAS. If RPM was set to 97% during cruise; there will be a 10 – 15% decrease in engine power when PM sets 100% RPM Maintain Vref + 10 If weight does not allow aircraft to maintaining altitude with full flaps retract flaps to 1/2, and extend when landing is assured.
At published DME during step down altitudes.
Revisión: 2 Febrero 16, 2016
Extend as requested and verify proper indication call: “GEAR DOWN THREE GREEN” Extend as requested and verify proper indication , call “FLAPS FULL”
Read and respond the Before Landing checklist. Call “LANDING CHECKLIST COMPLETE”
Set altitudes on AWI, round up to the nearest hundred e.g. 1,250 feet will be set on AWI to 1,300 feet.
MPATV-JAP-VTM
C5.SA.34
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Non precision approach (continued) PILOT FLYING
PILOT MONITORING
At 1000 feet above TDZE The aircraft should be stabilized 1000 feet above TDZE:
o o o o o
o o An approach that becomes unstabilized below 1,000ft above airport elevation in IMC or below 500 feet in VMC requires an immediate go around.
Check for stabilize approach Aircraft in landing configuration Landing checklist 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 300ft above airport elevation. Call “1,000 STABILIZED” or “1,000 NOT STABILIZED GO AROUND”
At 200 feet above minimums
Call “200 TO MINIMUMS”
100 feet above minimums
Call “100 TO MINIMUMS”
At minimums
Call “MINIMUMS”
Level off at minimums until runway environment is in sight. Call “RUNWAY IN SIGHT”
If runway environment in sight: After the PM call call “LANDING” Descend below minimums at VDP if published, or when stabilized on PAPI visual glide path.
Call “RUNWAY NOT IN SIGHT”
If runway environment not in sight: After PM call Call: “STANDBY [MAP]” state the MAP fix e.g. “Standby 1.1 DME”
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.35
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Go around PILOT FLYING
PILOT MONITORING
At speed no less than VREF Call “GO AROUND” or “MISSED APPROACH” Power levers 650°C of 100% torque whichever occurs first. Call “”FLAPS 1/2
Move flap lever to 1/2 confirm and announce “FLAPS 1/2” Call “POSITIVE RATE”
At positive rate Call “GEAR UP"
Race the gear and repeat “GEAR UP”
At 120 t0 125 KIAS
Call “FLAPS UP”
Move flap lever up confirm and call “FLAPS UP”
Call “SET FREQUENCIES AND COURSES”
About 1500 AGL Call “CLIMB CHECKLIST
Revisión: 2 Febrero 16, 2016
Set NAV radio frequencies and courses call the items as they are set e.g. “frequency 116.0 course 230 set” Read and respond the climb checklist Announce ‘CLIMB CHECKLIST COMPLETE”
MPATV-JAP-VTM
C5.SA.36
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Landing PILOT FLYING
PILOT NOT FLYING
Reduce power as needed to pass the threshold at Vref or Vref + additives for cross wind. WARNING: THE POWER LEVERS MUST NOT BE RETARDED BELOW FLIGHT IDLE IN THE AIR
Over the threshold hold or reduced power as necessary to flare (it is not common to reduce as low as flight idle or 0% torque, usually some amount of power between 10% and 20% torque is required to control sink rate. 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. Use rudder and reverse thrust (as required) to maintain directional control.
When PF power levers are moved to ground idle confirm BETA lights and call “TWO BETAS”
CAUTION: DO NOT USE FULL REVERSE ABOVE 90 KNOTS.
Use brakes when rudder efficiency begins to diminish. On short runways use heavy braking simultaneously with reverse. When reverse thrust is not effective. Move power levers to ground idle, call “RPM LOW” Reverse thrust can be used once again when RPM has been set to LOW.
Revisión: 2 Febrero 16, 2016
Promptly set RPM levers to LOW and verify RPM lever friction CAUTION: DO NOT RETARD SPEED LEVERS IF PILOT FLYING HAS THE 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.
MPATV-JAP-VTM
C5.SA.37
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
After landing and taxi CAPTAIN
FIRST OFFICER
If the captain is landing Approaching taxi speed: Move rudder to neutral then Arm the steering If the first officer is landing Approaching taxi speed:
Move rudder to neutral before calling for steering. Call for “STEERING”
At the FO’s call Arm steering and call “STEERING ARMED" Call “YOUR CONTROLS”
At taxi speed and the steering armed: Move hand to the power levers Take control of the aircraft and call “I HAVE THE CONTROLS”
Take the hand off the power levers.
Once the aircraft has cleared the active runway: Call “FLAPS UP AFTER LANDING FLOW AN CHECKLIST” Check ignitions AUTO Confirm steering is armed. Ice-protection: all off. Wipers as required. Strobes and landing lights off. TCAS: STBY or off
Revisión: 2 Febrero 16, 2016
Move flap lever up Transponder STBY or as required. Radar STBY do not move to off. Trim select copilot: Trim stabilizer to takeoff (green) band. Trim select off Rudder trim set neutral Aileron trim set neutral Read and respond the checklist then call “AFTER LANDING CHECKLIST COMPLETE” Note time and remaining fuel write them down on the operational flight plan
MPATV-JAP-VTM
C5.SA.38
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.39
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Parking and shutdown 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 When stopped at the gate. Set the parking brake and call: “PARKING BRAKE SET” Call “STOPPING ENGINES FLOW AND CHECKLIST” Remove headsets Steering off Generators off, verify both GEN FAIL lights on Taxi light off After FO’s call
Remove headsets Bleed air OFF Temperature controller Off Avionics OFF Inverter OFF SAS clutch OFF Boost Pumps OFF Read and respond the Stopping Engines Checklist the call “STOPPING ENGINES CHECKLIST COMPLETE” Hold the power levers
Announce STOP ENGINES and Hold the engine stop buttons for a minimum of 5 seconds or down to 30% RPM.
When RPM below 10%:
Revisión: 2 Febrero 16, 2016
At approximately 50% RPM move power levers to reverse (hold below 10% to place the propeller blades on start locks). then
Release power levers Move control lock lever to lock position Move rudder and aileron control surfaces in order to set the control lock. Call “CONTROLS LOCKED” Note time and write it down on operational flight plan
MPATV-JAP-VTM
C5.SA.40
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.41
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
Securing CAPTAIN
FIRST OFFICER
Once the propeller blades have stop rotating and the aircraft is choked: It is a good habit to check if the XFER PUMP annunciator light illuminated when the remaining tank fuel is below 700 Lbs. Read and respond the SECURING checklist.
Call “SECURING CHECKLIST” Batteries off Exterior lights off Release parking brake if chocked. Interior lights off or as required for next flight.
Interior lights off or as required for next flight Call ”SECURING CHECKLIST COMPLETE”
Immediately after shutdown and securing. 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 CAPTAIN
FIRST OFFICER
Supervise that the maintenance items are entered in the logbook.
Revisión: 2 Febrero 16, 2016
Enter the flight time data on the aircrafts logbook. Enter the maintenance items in coordination with the captain.
MPATV-JAP-VTM
C5.SA.42
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
MPATV-JAP-VTM
Flight profiles
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.43
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.44
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.45
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.46
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.47
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.48
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.49
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.50
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.51
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.52
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.53
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.54
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.55
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.56
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
MPATV-JAP-VTM
C5.SA.57
Manual de Políticas de Adiestramiento de Tripulaciones de Vuelo
Standard Operating Procedures SA227
MPATV-JAP-VTM
INTENTIONALLY LEFT BLANK
Revisión: 2 Febrero 16, 2016
MPATV-JAP-VTM
C5.SA.58