DHC-8 SOP.pdf

Standard Operating Procedures

DHC-8 Bridgewater, Virginia

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DHC-8 Standard Operating Procedures

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LOG OF REVISIONS

Revision: 3.0

Revision

Date

Revised Pages

Description

Entered By

2.1

08/01/2011

112

Amendment 1

ATR

2.2

08/20/2011

6, 7, 40, 43, 74,133

Amendment 2

ATR

2.3

9/16/2011

2, 10, 17, 19, 23, 41, 49, 61, 62, 69, 75, 78, 79, 81, 83

Amendment 3

ATR

3.0

8/31/2012

ALL

Revision 3

ATR / JMS

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DHC-8 Standard Operating Procedures Log of Amendments

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Dynamic Aviation LOG OF AMENDMENTS Amendment

Date

Amended Pages/Secs.

Description

Entered By

2013-01

07-01-2013

130

Taxi Procedure

DAFS

2013-02

08-14-2013

59-68

Stall Recovery

DAFS

2013-03

07-01-2013

Section 3.9

Ground Comm

DAFS

2013-04

07-01-2013

N/A

Parking Brake Pressure

DAFS

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DHC-8 Standard Operating Procedures

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TABLE OF CONTENTS

Chapter 1 Introduction and Manual Procedures

Chapter 2 Standard Operating Procedures, Maneuvers and Policies

Chapter 3 Normal Procedures

Chapter 4 Emergency Procedures

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Chapter 1: Introduction and Manual Procedures

1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8

Introduction .............................................................................................. 3 Distribution and Availability of Manual..................................................... 3 Maintenance and Ownership of Manual .................................................. 3 Compliance ................................................................................................ 3 Revision and Manual Currency ................................................................. 3 Content and Philosophy of this Manual .................................................... 4 Notes, Cautions, and Warnings ................................................................. 4 Rules of Construction ................................................................................ 5

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CHAPTER 1

INTRODUCTION AND MANUAL PROCEDURES 1.1

Introduction This chapter will describe the function and use of this Standard Operating Procedure manual.

1.2

Distribution and Availability of Manual This manual will be distributed digitally by Dynamic Aviation through the online training website (www.dynamicpilots.com). It is the pilot’s responsibility to review and learn the procedures found in this manual.

1.3

Maintenance and Ownership of Manual The content of this manual is managed and updated by the Dynamic Aviation Standards and Flight Training Departments and is considered the intellectual property of Dynamic Aviation.

1.4

Compliance All Dynamic Aviation DHC-8 pilots will comply with the policies and procedures provided in this manual. New or updated standards, policies and procedures will be communicated by Operations Notices. These changes should be adhered to until permanently placed in the manual by amendment or revision.

1.5

Revision and Manual Currency The most current revision of the DHC-8 Standard Operating Procedures Manual is posted at www.dynamicpilots.com. Amendments and Revisions will immediately be posted to the website and all qualified pilots notified of the change.

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Content and Philosophy of this Manual This manual is designed to provide specific guidance for a two crew environment and assign crew duties as appropriate while taking into account seat and switch position. This manual will also address who is responsible for completing procedures during all phases of the flight.

1.7

Notes, Cautions, and Warnings

1.7.1

Notes

NOTE

Notes provide amplified information, instruction, or emphasis (see example). Notes call attention to methods that enable a crewmember to perform a job easier or wiser.

1.7.2

A “NOTE” is identified and displayed in this type of box.

Imperative Emphasis Note

Imperative Emphasis Notes are used to emphasize the necessity to comply with the text provided (see example). An “IMPERATIVE NOTE” is identified and displayed in this type of box.

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Cautions

Cautions provide information and instructions about hazards that, if ignored, could result in damage to an aircraft component or system (see example). Cautions specify methods and procedures that must be followed to avoid damage to equipment.

CAUTION

1.7.4

A “CAUTION” is identified and displayed in this type of box.

Warnings

Warnings provide instructions about hazards that, if ignored, could result in injury, loss of aircraft control or loss of life (see example).

WARNING

1.8

A “WARNING” is identified and displayed in this type of box.

Rules of Construction The following apply to the use of certain specific terminology within the text of this manual•

•

As a general rule, items throughout this manual that are presented in both all capital letters and BOLD font (e.g. GEAR UP) identify a verbal challenge or response from the pilot or crewmember indicated. Gender – In this manual, the male or female gender may be used in a generic sense to designate both sexes.

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Will, Shall and Must – The words “will,” “shall,” and “must” are used in an imperative sense to state the requirements to accomplish the act prescribed. Compliance is mandatory. May – The word “may” is used in a permissive sense to state authority or permission to do an act. Compliance is not mandatory.

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Chapter 2: Standard Operating Procedures, Maneuvers & Policies 2.1 2.2

Purpose ................................................................................................... 11 General .................................................................................................... 11 2.2.1 Adherence ................................................................................. 11 2.2.2 Structure ................................................................................... 11 2.2.2.1 Crew Composition ................................................... 12 2.2.2.2 Flight Crew Experience ............................................ 12 2.2.2.3 Initial Operating Experience (IOE) ........................... 13 2.2.2.4 Local Area Orientation (LAO) .................................. 13 2.2.3 Flow Patterns & Expanded Procedures..................................... 14 2.2.3.1 Non-Checklist Flow Items........................................ 14 2.2.3.2 Diagram ................................................................... 14 2.2.3.3 Flow Items ............................................................... 15 2.2.3.4 Expanded Procedures ............................................. 15 2.2.3.5 Exceptions ............................................................... 15 2.2.4 Checklists .................................................................................. 16 2.2.4.1 Use .......................................................................... 17 2.2.4.2 Challenge and Response ......................................... 17 2.2.4.3 Division of Duties .................................................... 18 2.2.4.4 Reassigning Individual Items ................................... 18 2.2.4.5 Format Example ...................................................... 19 2.2.4.6 Checklist Order ........................................................ 19 2.2.4.7 Line Items ................................................................ 19 2.2.4.8 Initiation .................................................................. 20 2.2.4.9 Completion .............................................................. 20 2.2.4.10 Item Naming and Read-backs ................................. 20 2.2.4.11 “As Required” Checklist Items ................................ 21 2.2.4.12 Situational Awareness ............................................. 21 2.2.5 Speed Cards .............................................................................. 21 2.2.5.1 Format ..................................................................... 22 2.2.5.2 Hang Cards .............................................................. 22 2.2.5.3 Use .......................................................................... 22 2.2.5.4 Takeoff Instructions ................................................ 22 2.2.5.5 Landing Speed Instructions ..................................... 23 2.2.5.6 Modified Aircraft ..................................................... 23 2.2.6 Terminology .............................................................................. 23 2.2.6.1 Push Button ............................................................. 23

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2.3 2.4

2.5

2.6

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A. Position ............................................................ 23 B. Indication ......................................................... 23 2.2.6.2 Switch ...................................................................... 24 A. Position ............................................................ 24 2.2.6.3 Checklist .................................................................. 24 A. Multiple Switches............................................. 24 2.2.7 Power Settings .......................................................................... 24 2.2.7.1 Takeoff Power ......................................................... 25 2.2.7.2 Maximum Continuous Power ................................. 25 2.2.7.3 Max Power .............................................................. 25 2.2.7.4 Firewall Power ........................................................ 25 2.2.8 Automation and AFCS Procedures ............................................ 26 2.2.8.1 Procedures .............................................................. 26 2.2.8.2 Callouts ................................................................... 26 2.2.9 FMS/GPS Guidelines ................................................................. 27 2.2.10 Manipulation of Gear and Flaps................................................ 28 2.2.11 Crew Coordination, Communication and Callouts .................... 29 2.2.11.1 Standard Callouts .................................................... 29 2.2.11.2 Autopilot Callouts ................................................... 30 2.2.11.3 Takeoff Callouts ...................................................... 31 2.2.11.4 Takeoff Briefing ....................................................... 32 2.2.11.5 Approach Callouts ................................................... 36 2.2.11.6 Approach Briefing ................................................... 38 2.2.11.7 Transfer of Controls ................................................ 41 2.2.11.8 Mission Crew Coordination ..................................... 42 Aircraft Configurations ............................................................................ 44 2.3.1 Extended Ground Operations ................................................... 44 2.3.2 Standard Lighting Configurations.............................................. 44 Operations in High Temperature Environments ..................................... 47 2.4.1 Ground Operations ................................................................... 47 2.4.2 WAT Limit.................................................................................. 47 2.4.3 Takeoff Considerations ............................................................. 47 Mission Equipment.................................................................................. 48 2.5.1 Installation ................................................................................ 48 2.5.2 Air Operation ............................................................................ 48 2.5.3 Automatic Load Shedding ......................................................... 48 2.5.4 Ground Operation ..................................................................... 49 2.5.5 Procedures ................................................................................ 49 Inflight Maneuvers .................................................................................. 50 2.6.1 Holding ...................................................................................... 50

DHC-8 Standard Operating Procedures

2.6.2

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Special Maneuvers .................................................................... 50 2.6.2.1 Departure Tactical Profiles ...................................... 51 2.6.2.2 Arrival Tactical Profiles ............................................ 53 2.7 Flight Training Maneuvers ....................................................................... 57 2.7.1 Steep Turns ............................................................................... 57 2.7.2 Stall Recovery ............................................................................ 59 2.7.3 Power On Stall........................................................................... 59 2.7.3.1 Approach to Stall – Power On ................................. 60 2.7.3.2 Power On Stall Recovery ......................................... 61 2.7.4 Power Off Stalls ......................................................................... 61 2.7.4.1 Stall – Clean Configuration Profile .......................... 62 2.7.4.2 Flaps 0° Recovery Actions & Callouts ...................... 63 Stall – Landing Configuration Flaps 15° Profile ............... 64 2.7.4.3 2.7.4.4 Flaps 15° Recovery Actions & Callouts .................... 65 Approach to Stall – Landing Configuration Flaps 35° ...... 66 2.7.4.5 2.7.4.6 Flaps 35° Recovery Actions & Callouts .................... 67 2.8 Windshear ............................................................................................... 68 2.8.1 Avoidance ................................................................................. 68 2.8.2 Precautions ............................................................................... 68 2.8.3 Recovery ................................................................................... 68 2.9 EGPWS .................................................................................................... 70 2.10 TCAS Warnings ........................................................................................ 72

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CHAPTER 2

STANDARD OPERATING PROCEDURES, MANEUVERS & POLICIES 2.1

Purpose The purpose of Standard Operating Procedures is to provide a standard flow for normal flight operations. In the following chapters each pilot’s duties will be outlined and integrated with the other pilot. The maneuvers and procedures described in this document will serve as the basis for standardized operation. They will also serve as guidelines to achieve the highest possible level of proficiency and provide safe operation of the aircraft. At no time during flight training or operations will the limitations of the aircraft be intentionally exceeded, nor maneuvers conducted that would jeopardize safety.

2.2

General

2.2.1

Adherence

All flight crewmembers will follow SOPs during normal operations. The PIC has the authority to deviate from SOPs, but only when an emergency situation requires him to do so in the interest of safety.

2.2.2

Structure

These SOPs define normal phases of flight and describe procedures that will accomplish required tasks prior to verification with checklists. SOPs are organized in a chronological flow with pilot duties delineated and pilot interaction clearly indicated.

DHC-8 Standard Operating Procedures

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Crew Composition

The flight crew consists of a Captain (CA) and a First Officer (FO). For all operational flights the Captain/PIC and First Officer/SIC must be qualified Dynamic Aviation pilots. Additional crew may be required in the cabin to operate sensor equipment. 2.2.2.2

Flight Crew Experience

Combined flight crew experience must be greater than 200 hours total flight time in the DHC-8 type aircraft (including simulator time). For the purpose of maximizing experience gained during periods of CONUS training and Pre-Deployment Operational work-ups, the Captain and First Officer do not need to meet the requirement above provided each pilot has completed IOE as defined in section 2.2.2.3 and a designated Training Captain (TC) is occupying the jump seat for observation/training purposes. A. TCs shall be designated in accordance with the GOM. Crew Services shall maintain a record of all authorized TCs. B. Instructor Pilots (IP) designated in accordance with program specific Ground and Flight Operations Procedures shall be designated as a TC prior to being designated as an IP.

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Initial Operating Experience (IOE)

IOE shall provide a method of ensuring that a minimum level of supervised operating experience is provided to pilots either new to the Dash 8 airframe or new to ISR Flight Operations and Dynamic Aviation. All Dynamic Aviation Dash 8 pilots shall at a minimum have been exposed to Flight Operations under the supervision of a designated Training Captain prior to being released to conduct line operations. • • • •

One Familiarization Flight observing from the jump seat. Three Flights and at least Ten hours experience operating from the Captain’s (Left) seat. Three Flights and at least Ten hours experience operating from the First Officer’s (Right) seat. The TC shall notify Crew Services in writing of a candidate’s successful completion of IOE.

Specific order of training may be tailored by the TC based on candidate experience and TC judgment. 2.2.2.4

Local Area Orientation (LAO)

LAO shall provide a method of ensuring that a minimum level of theater specific supervised orientation is provided to pilots assigned to a program and prior to being designated as a PIC. All Dynamic Aviation pilots shall at a minimum have been exposed to Flight Operations under the supervision of a designated TC prior to being released to conduct mission operations as a PIC. • • • •

One Familiarization Flight observing the mission operation from the jump seat. One Flight operating from the Captain’s (Left) seat. One Flight operating from the First Officer’s (Right) seat. Approval recorded in the pilot’s training record and filed at the program location.

DHC-8 Standard Operating Procedures

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Flow Patterns & Expanded Procedures

A flow is a procedure used to set up the aircraft for a particular phase of flight. Like every other procedure that affects safety of flight, it is important that it be completed appropriately. The flow must be completed from memory prior to calling for the checklist. The checklist is only used to check that the procedures are being completed appropriately. A flow pattern is established to configure aircraft systems or accomplish required tasks in an organized manner without reference to a checklist. 2.2.3.1

Non-Checklist Flow Items

An additional function of the flow is to include items that may not necessarily warrant their own item on a checklist. Certain functions such as crew comfort or record keeping items are appropriate to include in a procedure, but do not affect the safety of flight. As such, these items may be included in the flow for convenience purposes but are not contained in the checklist. 2.2.3.2 Diagram A. Structure Flow pattern diagrams will depict the flow that will be used to complete the intended procedure. The pilot should reference the expanded procedure to determine exactly which switches are to be manipulated throughout the procedure. B. Start The start of any flow will be depicted using a red letter “ C.

Finish The end of any flow will be depicted using a red letter “

D. Path Depiction The path of a flow will be depicted using red arrows.

S”

F“

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Path Deviation Some flows require that an item be manipulated out of the normal flow. This situation often is depicted using yellow arrows.

F.

Flow Pattern Omissions There are some circumstances where an item will appear in the expanded procedure but will not be appear to be included on the flow pattern diagram. These are items that require manipulation at different times depending on the circumstances and as such are not included in the flow pattern diagram.

2.2.3.3

Flow Items

Flow patterns are depicted on the diagram and flow items are delineated in the expanded procedure. 2.2.3.4

Expanded Procedures

Immediately following the flow pattern an expanded procedure will provide further information and instruction to the pilot. Expanded procedures may have procedure boxes which describe certain crew coordination procedures. Certain items found in the expanded procedures and procedure boxes are presented in all capital letters and BOLD font to identify a verbal challenge or response from the pilot indicated. 2.2.3.5

Exceptions

Certain flows in this manual may need to be modified slightly between each aircraft since not all equipment is placed in the same location from aircraft to aircraft as well as the slight differences that exist between models of aircraft. Keep in mind that there are certain items that must be accomplished prior to others where an adjustment to the flow is not optional, e.g. Autofeather test must be accomplished prior to selecting Mission Power to On, and Autofeather must be selected Off prior to adjusting power during initial climb.

DHC-8 Standard Operating Procedures

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Checklists

Checklists are the means for ensuring critical items are accomplished. If an item can affect flight safety in a direct way, it is included in the checklist. Checklists are a fantastic tool, but they should not be used as an instruction card for how to fly the airplane. Checklists are designed only to ensure that in the process of accomplishing the procedures none of the critical items were missed. The checklist is to be used as a list of critical items that must be re-checked after the procedures have been completed. It is not to be used as a “read-do” instruction list to set up the aircraft. Often the procedure flow will not follow the same order as the checklist and this is by design. As such, all items included on the checklist should be completed as part of the procedure prior to calling for the checklist. As the checklist is read, the pilot should check that each item is in the correct position. If a switch needs to be moved during the performance of the checklist, it is an indication that the procedure flow leading up to that point was incorrect.

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Use

Checklists are to be used during all appropriate phases of flight. All checklists are challenge and response with one crewmember giving the challenge, and the appropriate crewmember checking the item and stating the appropriate response. Checklists are not to be started until all of the actions for that checklist have been performed. Checklists are not to be held or paused part way through a checklist. If a checklist is interrupted, the last completed item should be read again, then proceed with the remainder of the checklist. If there is any confusion, the checklist should be started over. When indicated, the same person reading the checklist may also respond. The goal of the checklist is to remind the crew of critical items, not necessarily to instruct on procedures or even to remind the crew of every item. With this in mind, some items that were felt to be non-critical were omitted from the checklist. As an example, noting flight times and OATs are not checklist items. Those items would be covered in the flow, because a flow is a procedure. Once the flow is completed, all of the checklist items should have been covered. At that point the checklist is called for and is a tool to ensure all of the critical items were completed by the procedure. It is not to be used as a “do” list. 2.2.4.2

Challenge and Response

All checklists are challenge and response and are read by the Pilot Monitoring or First Officer as appropriate. The procedures found in Chapter 3 indicate who reads the checklist in each phase of flight. The response is read by the person(s) indicated in the bracket next to the response on the checklist. For checklist items requiring a response from both crewmembers, the crewmember reading the checklist will respond FIRST, followed by the identical response as noted on the checklist by the other crewmember. If an item is inoperative, the response will be “INOP.” For example, if the nose steering is inoperative, the response would be, “INOP,” and not, “ON,” as indicated on the checklist.

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Division of Duties

In most cases the division indicated in the checklist is determined either by physical location of the item or by appropriate person for phase of flight (e.g. Pilot Flying completes the takeoff brief). In some cases the division is simply a matter of cross-check, such as both pilots checking the landing gear position. This ensures both pilots are involved with the process. Checklist Duty Abbreviations CA

Captain

PF

Pilot Flying

BOTH

Both Pilots

FO

First Officer

PM

Pilot Monitoring

ALL

All Occupants

Even though the duty is divided, both pilots should still maintain situational awareness and verify that the response of the other pilot does indeed match the actual configuration of the aircraft. 2.2.4.4

Reassigning Individual Items

Certain individual checklist items may be reassigned by the Captain. For instance, if the Captain does the preflight, he or she will simply read the response to that item even if it is labeled as an FO item on the checklist. If the crew prefers, the FO may still read the response after verifying the Captain completed the preflight. Either way is acceptable. The only exception to this is the items of verification where one crewmember reads the initial response and the other crew member is required to verify the action. An example of this would be the landing gear. The response to the challenge “LANDING GEAR” is 3 GREEN by the PF and VERIFIED by the PM. In this case each response must be read by the appropriate crewmember. Each crewmember is assigned specific duties during each phase of flight in order to create a standard whereby each crewmember understands what is expected of them. It is unfair, unsafe, and unacceptable to alter this standard. The ability to reassign a few individual items for common sense reasons does not grant the Captain the authority to completely reorder the division of duties.

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Format Example Battery Master/Main/Aux ...................................................On [CA] Challenge Response Crew Member Battery Master/Main/Aux On Captain

2.2.4.6

Checklist Order

Whenever possible, checklist items are ordered in a manner that will cause the pilot to complete checklist items in the same order as they appear in the cockpit. Thus if two switches are physically located next to each other, they will appear sequentially on the checklist. This expedites completion as well as reduces omission by drawing attention to a break in the flow if an item is missed. All items on a given checklist must have been completed in the flow prior to calling for the checklist. The checklist is to be used to check that all of the items have been completed. 2.2.4.7

Line Items

A line within the checklist divides checklist items based on time of completion. The landing checklist, for instance, places a line between items that can be completed immediately after the gear is lowered and those items that may wait until short final. The line allows the completion of checklist items at more appropriate times by dividing the duties into more manageable units that integrate better with real world flying. The line helps comply with this idea by allowing for some variation in the flight profiles. Sometimes you may be fully configured for landing very soon after extending the gear; sometimes you may elect to extend additional flaps. In either case, you can begin the landing checklist at the same prompt every time, namely gear down. If you are fully configured you would simply read the checklist all the way through. If not, you would call for LANDING TO THE LINE. The PM would read the items above the line, then state LANDING TO THE LINE. Notice the PM does not include the word “complete” when only accomplishing those items above the line. When ready to continue, the PF would call LANDING BELOW THE LINE and the PM would continue the checklist until completion. Only at this point would the PM state LANDING CHECKLIST COMPLETE.

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Initiation

The Captain or Pilot Flying (when applicable) shall call for the checklist by name to initiate the appropriate procedure and checklist. When calling for the appropriate checklist the crew member shall state the name of the checklist. If the checklist contains a line, the Captain or Pilot Flying may choose to state the checklist name and “TO THE LINE” to request that the checklist and procedure only be completed “TO THE LINE”. This flexibility will aid in crew coordination. 2.2.4.9

Completion

When a checklist is completed, the pilot reading the challenges will announce the name of the checklist, followed by the word “COMPLETE”. This will communicate to the other pilot the status of the checklist. For those checklists divided by a line, the pilot will read the name of the checklist followed by “TO THE LINE”. These statements are written on the checklist and should be read aloud. 2.2.4.10

Item Naming and Read-backs

To a large extent names of checklist items closely match the actual names as they are depicted in the cockpit for clarity of communication. Readbacks are also taken from the actual condition or selector position labeling in the aircraft and should be read back exactly as given on the checklist. For example, the response for Main Bus Tie is TIE, rather than On, since the Bus Tie switch position is labeled TIE.

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REPLACES PAGE 21 OF THE DASH 8 SOP 2.2.4.11

“As Required” Checklist Items

The only response that is not appropriate for an “as required” checklist item is “as required”. Anytime you see “as required” the response should be the actual switch position(s) or configuration. For example, the Approach checklist item “Ice Protection…As Required [PM]”. In this case the PM would read back ON or OFF to indicate the actual condition of the Ice Protection system depending on flight conditions. He would not say “as required” for the response since that response would not communicate to the other pilot the actual condition of that system. 2.2.4.12

Situational Awareness

Checklists are organized to increase situational awareness during specific phases of flight. For instance, the Taxi Checklist includes only two items, minimizing the amount of eyes-inside time required. This is obviously to reduce distraction during a critical phase of flight. Generally speaking, the checklist should be held just below the level of the glare shield so as to not cover flight critical instruments or the windshield. This is so that the pilot is able to keep his or her eyes up and still use peripheral vision while reading the checklist. The pilot reading the checklist should additionally continue to monitor surroundings to the best of their ability. At no point should the checklist be placed in the lap or on a kneeboard while it is being referenced. This puts the head down and takes the pilot reading the checklist completely out of the game.

2.2.5

Speed Cards

Speed Cards are a Flight Deck tool used for referencing appropriate speeds and power settings for a given configuration and condition.

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Format

Speed Cards are a spiral bound “flip card” type document designed for easy access and reference. The document is formatted to provide a readable presentation of comprehensive information for each configuration and condition. 2.2.5.2 Hang Cards The Speed Card book also provides “hang cards” for use as a reminder tool when an operation of a temporary nature is being conducted or for display if the aircraft has a part/system deferred IAW the MEL.

PTU Power Transfer Unit is operating or required to be used

MEL

Hang Cards EXT. GRND OPS

Minimum Equipment List item deferred with aircraft limitation

Aircraft is in the extended ground ops configuration

FUEL XFER Fuel is transferring between tanks (main or aux)

2.2.5.3 Use Speed Cards shall be referenced for correct speeds and power settings during takeoff, climb, cruise and landing. Utilize the “hang cards” for temporary operations. 2.2.5.4 Takeoff Instructions A. Use the actual takeoff weight rounded to the nearest 1,000 lb increment for takeoff speed determination. Use the white pages for non-icing conditions and the blue pages for icing conditions. B. Make V1 and VR density altitude adjustments from the V1/VR Additives table located on each page using the temperature at which power will be set (use the assumed temperature if making a reduced thrust takeoff).

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C.

If V2 is red, make V2 density altitude adjustments from the Minimum V2 Additives table located on the corresponding weight page. Use the actual OAT and pressure altitude to read the required V2 additive. D. Adjust V1, VR and V2 for Type I, II or IV Icing Fluids if required. E. If V2 is less than VR, set V2 equal to VR.

2.2.5.5

Landing Speed Instructions

Use the actual landing weight rounded to the nearest 1,000 lb increment for VREF determination. 2.2.5.6

Modified Aircraft

For modified aircraft, speeds are derived from the associated AFMS and displayed in the Speed Card book.

2.2.6

Terminology

2.2.6.1

Push Button

Push buttons are often used as switches.

NOTE

A. Position In the case of an actual indication when the button is in the desired position that indication will be delineated, otherwise position will be IN, Guarded, or OUT. “Guarded” indicates the guard is in place and the underlying switch light is OUT and dark (i.e. normal flight position). B. Indication Will be either dark (and button position delineated by IN, Guarded or OUT) or illuminated with the appropriate indication described.

At times the associated system’s condition will be indicated (ex. “Off”) rather than the push button position.

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Switch A. Position To the greatest extent possible a switch position will be delineated either by the actual labeled switch position or by the associated system’s condition.

NOTE

2.2.6.2

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At times the actual labeled switch position is difficult to enunciate. In these cases the associated system’s condition will be indicated rather than the labeled switch position.

•

2.2.6.3

Labeled switch position o Position will be indicated in all capital letters o E.g. “TIE” is a position for the Main Bus Tie switch • Associated system’s condition o Position will be indicated with the first letter capital and all following letters lower case o E.g. “On” for the DC Generator 1 and 2 Checklist A. Multiple Switches When multiple switches for a single system are referenced under one line item this will be indicated by the word “Both” immediately preceding the word to indicate that two switches are to be manipulated. • Example AC Generators .............................................................Both OFF

2.2.7

Power Settings There are numerous power settings to be used to accomplish tasks specified in this manual. The following descriptions are standardized callouts and are intended to reduce confusion as to what a specific power setting is.

DHC-8 Standard Operating Procedures

2.2.7.1

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Takeoff Power

Also referred to as Normal Takeoff Power (NTOP). This power setting is referenced in the performance section of the QRH for Takeoff. 2.2.7.2

Max Continuous Power

This power setting, also referred to as MCP, can be found in the powerplant limitations section of the AFM. 2.2.7.3

Max Power

Also referred to as Maximum Takeoff Power (MTOP). This power setting is referenced in the performance section of the QRH and is used for abnormal and emergency situations described in this manual. 2.2.7.4

Firewall Power

Firewall Power simply means advancing the power levers to the physical limits without regard to published limitations. Firewall Power is not charted in the performance section and should only be used in an extreme emergency situation at the discretion of the PIC. Power will be reduced immediately after the imminent threat has passed and the aircraft can return to normal operation. Whenever possible after using this setting make note of maximum torque and ITT as well as duration for maintenance purposes. Use of this power setting requires a return to the nearest suitable airport for maintenance inspection of the engines.

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DHC-8 Standard Operating Procedures

2.2.8

Automation and AFCS Procedures

2.2.8.1

Procedures

2 26 08/31/12 3

When making autopilot system inputs the following apply – • Confirm FMS inputs with the other pilot. • Activate the input. • Monitor mode annunciations to ensure autoflight system performs as desired. • Intervene if necessary Automation Workload Tasks Condition On Autopilot

AFCS Mode Control Selection

FMS Inputs

Low Workload

PF

PF

High Workload

PF, or PM on command of PF

PM on command of PF

PM, or PF when PM is task saturated

PM on command of PF

Manual Flight PF – Pilot Flying PM – Pilot Monitoring

Callouts

NOTE

2.2.8.2

Autopilot callouts are found in section 2.2.11.2

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DHC-8 Standard Operating Procedures

2.2.9

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FMS/GPS Guidelines Prior to each flight all FMS units should contain the desired flight plan for the cleared or expected route. Whenever a flight plan has been entered into an FMS unit both Flight Crewmembers shall review the flight plan pages and ensure it conforms to the ATC clearance or the anticipated route of flight. All FMS programming shall be confirmed by both pilots. Whenever possible, confirmation should be made prior to any cross-fill/sync operation. The First Officer will normally install and make changes to the flight plan while on the ground. Changes to the Flight Plan in flight will normally be made by the Pilot Monitoring. Ref. Section 2.2.9.1 for further guidance.

2.2.9.1

General Guidance A. If a POSITION UNCERTAIN message is displayed, consider the FMS unreliable for navigation. Do not use. B. If a disagreement occurs with a current chart and the FMS data base, the current chart takes precedence. C. Only one crewmember at a time should make FMS changes. D. With the autopilot engaged either pilot may make FMS changes; ensure that both pilots are not heads down at the same time. E. When changing NAV sources verbally state the changes. F. All FMS flight planning should be confirmed by both crewmembers prior to initiating any X-FILL/SYNC operation. G. The appropriate approach charts will be visible to each pilot.

2.2.9.2

Flight Plan Creation A. Placing a departure airport on the flight plan is required in order to select a SID B. A departure is created through FPL MENU key by selecting DEPART. C. The LIST function requires a reference waypoint.

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D. Airways are selected through the LIST function. E. Placing a destination airport in the flight plan is required to select a STAR or approach. F. A STAR and approach is selected through the FPL MENU key by selecting ARRIVE. G. A STAR need not be entered for an approach to be selected. Pressing APPR will bring up the available approaches for that airport. H. When selecting an approach, selecting a transition for the approach is recommended. 2.2.9.3

2.2.10

Flight Plan Review A. Press FPL>MENU>CLEARANCE- To display the waypoints used to define the route. B. Edit flight plan as required. C. Resolve any NO LINK displayed in flight plan. • A NO LINK indicates a break in a flight plan. o Remove if an uninterrupted path between segments is desired. o If not, leave NO LINK.  If NO LINK left in flight plan, highlight to stop flashing.

Manipulation of Gear and Flaps

In flight, the pilot monitoring (PM) will normally move the landing gear and flap controls upon the command of the pilot flying (PF). Prior to moving the landing gear or flap handle, the PM will check the airspeed to ensure that it is in the normal operating envelope for the aircraft configuration. After checking the airspeed, the PM will verbalize SPEED CHECKS, repeat the command, and then select the landing gear or flaps to the commanded position.

DHC-8 Standard Operating Procedures

2.2.11

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Crew Coordination, Communication and Callouts

If the PF does not immediately respond to and correct a deviation announced by the PM the PM shall restate the appropriate callout. If the PF again does not respond the PM will restate the callout a third time and if there is no response or correction the PM shall assume control of the aircraft.

2.2.11.1

Standard Callouts Condition 0

Bank exceeds 30 or briefed Altitude deviation more than 100’

PM Call All Phases of Flight BANK ALTITUDE

Approaching Transition Level

Climb/Descent TRANSITION LEVEL SET _____ R/L

Climb or Descent

1000 TO GO 500 TO GO 100 TO GO

PF Response

CORRECTING CORRECTING

_____ SET L/R CHECK CHECK CHECK

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DHC-8 Standard Operating Procedures

2.2.11.2

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Autopilot Callouts

Autopilot Condition Changes to Autopilot/FD Modes

FMS configured and NAV mode available for use ALT Star (ALT*) displayed

PM Call All Phases of Flight Call out all mode inputs or changes Example: NAV, VS, ALT SEL NAV AVAILABLE ALT STAR ALT CAPTURE

NAV mode capture

NAV CAPTURE

CHECK

CHECK ENGAGE CHECK CHECK CHECK

NOTE

ALT mode capture

PF Response

Roles may shift depending on crew workload, ref. section 2.2.8.1

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DHC-8 Standard Operating Procedures

2.2.11.3

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Takeoff Callouts

PF Advance Power Levers to approximately 60% TQ SET TAKEOFF POWER, guards power levers until V1 is reached

PM AUTOFEATHER ARM

Sets Briefed Takeoff Power TAKEOFF POWER SET 60 KTS

CHECK V1 ROTATE, guards power levers with Confirms airspeed, removes hand from Power Levers and rotates GEAR UP

Accelerates to VFRI FLAPS ZERO, CLIMB TO THE LINE SET IAS ____

hand

POSITIVE RATE Selects gear up GEAR UP SAFE ALTITUDE VFRI Sets Flaps to Zero, Performs Climb Flow Sets IAS ___ IAS SET ___ Reads Climb Checklist CLIMB TO THE LINE

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DHC-8 Standard Operating Procedures

2.2.11.4

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Takeoff Briefing A. General To ensure both crewmembers understand the key elements related to the takeoff and departure. The takeoff briefing is always done by the Pilot Flying. If a quick taxi from the parking spot to the departure runway is expected, the takeoff brief may be conducted just prior to calling for and receiving initial taxi clearance. Critical items shall briefly be reviewed prior to taking the active runway for departure. B. Components • Power setting for takeoff o Weight, Altitude, Temperature Considerations o Maintenance Considerations MEL, CDL • Aircraft configuration for takeoff • Accelerate/stop distance • Decision speeds • Type of departure • Significant weather • Emergency return plan • Crew coordination C. Power Settings for Takeoff Utilize QRH to reference appropriate power settings for normal takeoff power given altitude and temperature considerations. Brief appropriate maximum power setting available for emergency purposes. D. Flap Configuration for Takeoff • Flaps 0 – This takeoff configuration is approved for the -202 and -315 series aircraft and shall be used when conditions require. • Flaps 5 – This is the normal flap setting for takeoff. • Flaps 15 – Used only at VBW to achieve accelerate/stop. Any other use of Flaps 15 requires approval by the Chief Pilot or Director of Flight Operations.

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DHC-8 Standard Operating Procedures

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E. Accelerate-Stop / Takeoff Distance The PIC shall verify and brief that Accelerate Stop and Takeoff Distances exist for the conditions of flight using the tables found in the AFM and appropriate AFM Supplements. Discuss runway contamination and hazards if applicable. Decision Speeds

NOTE

F.

.

•

Ensure using Icing Speeds if departing into known icing conditions

A Decision Speed defines the point between when the aircraft can safely abort the takeoff and when the aircraft should continue the takeoff with an engine failure. While decision speed is primarily based on an engine failure scenario, it also applies to most significant abnormalities. The primary purpose of the decision speed is to provide the pilots with known and predictable outcomes for go/no-go decisions based on proven performance data, thus simplifying decision making during high risk and high workload operations. Additionally, the procedures for using decision speeds are trained for and therefore familiar to the pilot. Deviations from decision speed procedures place the pilot at greater risk by placing the aircraft in an unfamiliar and unproven flight regime.

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DHC-8 Standard Operating Procedures

•

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V Speeds o V1 is the takeoff decision speed. This is the speed at which, due to an engine failure or other causes, the pilot may elect to stop or to continue the takeoff. o VR is the rotation speed. This is the speed at which rotation is initiated during takeoff to attain V2 at or before a height of 35 feet above the runway. V1 and VR are the same under most conditions. o V2 is the takeoff safety speed - target climb speed to be attained at or before a height of 35 feet above the runway during a continued takeoff following an engine failure. V2 should be maintained until reaching the Safe Altitude. o VFRI is the Flap Retraction Initiation speed. At this speed the PM announces VFRI and the PF commands FLAPS ZERO. o VCLIMB is the minimum speed to be flown in a clean configuration following an engine failure and should be maintained from flap retraction to at least 1,500’ AGL. • Any Significant Abnormality on Takeoff o The decision/rotation speeds, V1/VR, vary with weight and flap setting as per the Speed Cards. o Below the decision speed, V1 - If the aircraft exhibits any significant abnormality the crew will abort the takeoff using the procedure given in the Emergency Section of this document. In an engine failure event, reverse on the good engine should be used cautiously with attention given to directional control. o At the decision speed, V1 - If the aircraft exhibits any significant abnormality the pilot will continue the takeoff. It is crucial that the malfunction be correctly identified by both pilots and the correct memory items executed at the direction of the Pilot Flying. G. Type of Departure • VFR Departure o For VFR departures the pilot should brief initial altitude and direction of flight. Other pertinent information may include airspace concerns and ATC frequencies that may be required soon after departure.

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•

IFR Departure o For IFR departures the pilot should brief the assigned heading, departure procedure, initial fix, and altitude. Airspace and terrain conflicts should be identified. H. Significant Weather • Heavy Precipitation • Icing Conditions o Consider contaminated runway, reduced braking action, effects of deice fluid on the airframe. • Possible Windshear • Heavy Dust Storms • Any other weather the pilot feels is pertinent to the flight I. Emergency Return Plan • Where will the aircraft land if an emergency occurs during the takeoff phase? • What approach is expected, do you meet minimums? • Any other contingencies to consider? • Departure Alternate • Obstacle Avoidance Plan J. Crew Coordination • Verify that each crewmember is aware of all aspects of the departure. Coordinate with the Cabin Crew. K. Example Takeoff Brief This will be a Flaps 5, Normal power takeoff from Runway Three via the Mirab 2 departure, we have a Accelerate Stop and Takeoff Distances, speeds are (V1/VR, V2, VFRI, VCLIMB). Any malfunction prior to V1, either pilot will call ABORT ABORT ABORT, and I will abort the takeoff. After V1 we will continue the takeoff and execute memory items airborne. Emergency return shall be to Runway Three via the Obstacle Avoidance Plan and the ILS Runway Three.

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DHC-8 Standard Operating Procedures

2.2.11.5

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Approach Callouts

CONDITION

PM

Course Needle Alive

COURSE ALIVE

AP/FD Course Captured

COURSE CAPTURED

Glideslope Alive

SLOPE ALIVE

Slope Captured (Landing Flow Begins) Localizer exceeds 1 dot

SLOPE CAPTURED

Glideslope exceeds 1 dot

SLOPE

Good RAIM check on RNAV Approach 500’ above minimums

RAIM CONFIRMED

100’ above minimums

APPROACHING MINS

Minimums

RUNWAY IN SIGHT, GO VISUAL

LOCALIZER

500, ON SPEED, SINK___

LIGHTS IN SIGHT, CONTINUE GO AROUND Leaving MDA on a Circle to Land At MDA

CHECK MDA

Missed Approach Point

GO AROUND

Airspeed deviation greater than +/- 10 KIAS VSI exceeds 1000 fpm

AIRSPEED SINK RATE

PF CHECK CHECK CHECK CHECK CORRECTING CORRECTING CHECK CONTINUING CONTINUING CONTINUING CONTINUING GO AROUND… LEAVING MDA CHECK GO AROUND CORRECTING CORRECTING

DHC-8 Standard Operating Procedures

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A. 500, ON SPEED, SINK _____ • 500 feet above minimums. • Deviations of 10 knots or more will be called out as SPEED PLUS ___, SPEED MINUS ___, etc. • Descent rate will be called out as a single number closest to the nearest hundred such as SINK SEVEN for a 700 fpm descent. Momentary sink rates in excess of 1000 feet per minute must be corrected immediately. If sink rate is consistently in excess of 1000 feet per minute, the approach must be terminated and a go around to missed approach performed. B. APPROACHING MINS • 100 feet above minimums • Precision: Pilot flying will maintain glideslope and mentally prepare for go-around. C. LIGHTS IN SIGHT, CONTINUE • Aircraft may only continue as long as (ref. FAR 91.175): o Aircraft is continuously in a position to land using normal maneuvers. o Required visibility is met. o If any of the above criteria are lost at any point, a go around to missed approach must be accomplished. o Aircraft may only continue to 100 feet above touchdown until runway, red terminating bar, or red side row bars are visible. o This situation only has two outcomes, RUNWAY IN SIGHT, GO VISUAL or GO AROUND. D. RUNWAY IN SIGHT, GO VISUAL • PF will adjust scan to acquire the runway environment visually. • Airspeed should be 120 knots from the approach when visual contact occurs then gradually reduced to VREF over the runway threshold.

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DHC-8 Standard Operating Procedures

E.

2.2.11.6

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GO AROUND • The PF will immediately execute a go around and transition to the missed approach. • Either pilot may call for a go around at any point. The result will be the immediate execution of the go around. If there is any question as to the reason for the go around, it will be discussed later when workload permits.

Approach Briefing • • • • • • • • • •

Identifying the proper approach procedure. NAV frequencies set for the active and standby Set bearing pointers if necessary Final Approach Course Initial and Final Altitude Reported Weather Runway Conditions Missed Approach Procedure Flap Setting V Speeds

A detailed description of each item is below followed by a sample brief at the end of this section. A.

Identifying the proper procedure • Identify the approach based on runway assignment and ATC instructions. Ensure that this is verbalized and that both crewmembers agree that the correct approach is being briefed. B. Navigation Frequencies • Identify, brief and set the appropriate navigation frequencies into the NAV radios. C. Bearing Pointers • Set the bearing pointers to the appropriate Navigation Aids, or turn them off if not needed.

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D. Final Approach Course • Identify, brief and set the CDIs on the EHSI as required. • If the aircraft is currently navigating via FMS guidance: o Select HDG mode on the Autopilot o Select V/L o Set CDI o Select AUX o Select NAV mode on the Autopilot E. Initial and Final Altitudes • Brief the appropriate Initial altitude and final altitude based on type of approach being conducted, applicable category, and authorized minimums. F. Reported Weather • Brief the reported weather based on the most current ATIS/ASOS/AWOS information provided. • Note altitude at which you expect to break out of the clouds based on reported weather. G. Runway Conditions • Note runway conditions and any applicable distances and speeds that must be factored. H. Missed Approach Procedure • Brief the entire Missed Approach Procedure, paying special attention to the initial heading and altitude. When the aircraft is established in a descent to the DA or after arriving at the MDA the Altitude Selector/Alerter shall be selected to the initial missed approach altitude. I. Flap Setting • Based on runway and weather conditions and descent profile decide on and brief the flap setting for arrival. J. V Speeds • Determine VREF, VGA, VFRI, and VCLIMB for the flap setting and landing weight. Bug these speeds as necessary.

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Example Approach Brief: This will be an ILS Approach Runway 5 at KSHD. The Localizer Frequency is 109.5, set on the left/right, the STAUT LOM is 375. Final Approach Course is 047°. Initial Altitude will be 3,600’ outbound at the LOM and the final altitude will be 1,384’ at DA. Reported weather is 300’ overcast and ¾ of a mile visibility with light rain. Runway conditions are wet, landings distances have been calculated and are____. The missed approach procedure is an initial climb to 2,600’ on runway heading. Flaps setting will be 15°. VREF is _______, VGA is _______, VFRI is ______ and VCLIMB is ______. Are there any questions?

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DHC-8 Standard Operating Procedures

2.2.11.7

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Transfer of Controls

According to FAA AC61.115, aviation accident and incident reports show that there is a need to place special emphasis on the procedure used when exchanging flight controls. Numerous accidents have occurred due to a lack of communication or misunderstanding as to who actually had control of the aircraft. When exchanging flight controls the pilot flying will at a minimum communicate to the pilot taking the controls: • Heading or Course • Altitude • Current Clearance, Initial Route or Airspace Clearance A. Example PF HEADING 150, FL190, DIRECT SOGUM, YOU HAVE THE FLIGHT CONTROLS

YOU HAVE THE CONTROLS Releases the flight controls.

PM HEADING 150, FL190, DIRECT SOGUM, I HAVE THE FLIGHT CONTROLS Takes the flight controls.

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2.2.11.8

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Mission Crew Coordination

This section provides specific guidance on Cabin and Mission Crew configurations during a standard flight. The conditions described shall be the standard terminology used between the Flight Deck and Mission Commander to coordinate configuration or condition changes. Conditions, procedures and callouts detailed below shall be used for normal and emergency operations and verbiage shall be used as described in BOLD. In limited cases such as moderate or greater turbulence where it is more appropriate to have the crew seated and belted for safety reasons, a modified condition may be set allowing the crew to continue their duties but to put additional safety measures in place. A modified condition is the exception and not the rule.

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DHC-8 Standard Operating Procedures

Condition CONDITION ONE

CONDITION TWO

CONDITION THREE

“MODIFIED” CONDITION ____

Aircraft Status -Cabin Door, Cargo Hatch and Emergency Exits closed and secured. -Engine Start and all Ground Movement Operations. Aircraft is in Condition for: -Takeoff/Landing -Operations below 4,000’ AGL and all -Emergency Situations.

Aircraft is in Condition for normal operations: -Above 4,000’ AGL (or higher altitude as determined by the PIC).

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MSN Crew Action / Position -All aircrew are onboard -Aircrew ready for engine start/ground movement.

All aircrew at their crew stations: -Harnesses fastened -Station monitors turned off -Window shades down (open) -Observation/callout readiness at 100% -Sterile aircraft procedures -Intercom panels tuned to Intercom (IC) Net/All Common -Survival equipment ready for immediate egress. Window shades up (closed): -Station monitors on -Intercoms set to mission channels -Crew movement at discretion of the Mission Commander -Integrity check has been accomplished. MSN Crew actions/positions specifically designated by the PIC to account for the reasons to modify the condition (Turbulence, etc.)

DHC-8 Standard Operating Procedures

2.3

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Aircraft Configurations

2.3.1

Extended Ground Operations

Due to the nature of Dynamic Aviation special missions, extended ground operations are frequently necessary. These ground runs are used by the Mission Crew to power up and properly align the mission equipment on the aircraft. These operations cause additional wear and tear on certain condition/life limited components that are not otherwise exposed to extended operations. Therefore, pilots shall make every effort to reduce wear and tear during extended ground operations by configuring the aircraft in accordance with the procedure detailed below. The Extended Ground Operations Hang Card includes a list of the items that must be turned off. If the items on the card are covered, no additional checklist is required to be run. Flaps ............................................................................... Set/Indicating 0° Standby Hydraulic Press ................................................................ NORM Tank Aux Pumps ........................................................................Both OFF Ice Protection (above +10°C) ............................................................. OFF Speed Card........................................................... Display EXT GRND OPS Prior to Taxi Flaps........................................................................... Set/Indicating ___° Standby Hydraulic Press ........................................Both On and Checked Tank Aux Pumps ......................................................................... Both On Ice Protection (above +10°C) .................................. 4 or 5 Hot/Warm Up Speed Card....................................................................................... Stow

2.3.2

Standard Lighting Configurations The guidance provided below shall serve as a standard for configuring Exterior Aircraft Lighting. During specific operations, lighting configurations may be altered in accordance with local procedures, Special Instructions (SPINs) or as the PIC determines the need.

DHC-8 Standard Operating Procedures

2.3.2.1

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Taxi

Position Lights ..................................................................................... On A/COL Lights ...................................................................................... RED Taxi Light ............................................................................................. On Inspection/Logo Lights ......................................................... As Required 2.3.2.2

Takeoff/Initial Climb

Position Lights ..................................................................................... On A/COL Lights .................................................................................. WHITE Inspection/Logo Lights ......................................................... As Required Approach Lights ................................................................................... On Flare lights ........................................................................................... On Pulse Lights ................... Authorized in lieu of Approach and Flare Lights during daylight operations 2.3.2.3

Climb (above 10,000’)

Position Lights ..................................................................................... On A/COL Lights .................................................................................. WHITE 2.3.2.4

Cruise

Position Lights ..................................................................................... On A/COL Lights .................................................................................. WHITE 2.3.2.5

Descent/Approach

Position Lights ..................................................................................... On A/COL Lights .................................................................................. WHITE Pulse Lights (below 10,000’ MSL) ........................................................ On

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2.3.2.6

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Landing

Position Lights ..................................................................................... On A/COL Lights .................................................................................. WHITE Inspection/Logo Lights ......................................................... As Required Approach Lights ................................................................................... On Flare Lights .......................................................................................... On Pulse Lights ................... Authorized in lieu of Approach and Flare Lights during daylight operations

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2.4

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Operations in High Temperature Environments When operating in high ambient temperature conditions it is important to take operating limitations, engine parameters and performance into consideration.

2.4.1

Ground Operations

Power Levers ........................................... FLT IDLE (except when taxiing) Engine Intake Bypass Doors ........................................................ CLOSED Position aircraft into the wind Windshield Heat ................................................................. OFF until Taxi Ice Protection ..................................................................... OFF until Taxi

2.4.2

WAT Limit Reference applicable AFM or Supplemental Performance Data

2.4.3

Takeoff Considerations Reference applicable AFM or Supplemental Performance Data The Captain shall ensure that Accelerate Stop distance and Takeoff Distance (Accelerate Go) are available for the planned departure runway.

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DHC-8 Standard Operating Procedures

2.5 2.5.1

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Mission Equipment Installation Power for mission equipment is supplied from the aircraft engine-driven 3-phase 115/220 VAC variable frequency AC generators in air operations and an external mission power ground plug connected to a standard 3phase 115/220 VAC 400 Hz GPU for operations on the ground. The aircraft’s original AC generation control, safety, indication and distribution systems are not changed. Current AC generation operating procedures are not changed.

2.5.2

Air Operation Mission power bus on/off control is by a switch mounted in the AC control panel in the cockpit. The pilot can select GROUND or FLIGHT operation of the mission power bus by selecting switch position. In the FLIGHT position, with engines running, the switch energizes the L/H and R/H mission bus contactor mounted in the AC junction box of each nacelle. Once energized for FLIGHT operations, the L/H and R/H mission power buses are split and supplied with power from the respective L/H or R/H aircraft AC power bus through circuit breakers.

2.5.3

Automatic Load Shedding An automated circuit in the mission power system monitors each AC generator bus and will automatically shed the mission power load if either or both AC generators fail. In the case of a generator failure before activation of the mission power system, the monitoring circuit will not allow the mission power bus to be energized.

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2.5.4

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Ground Operation For ground operations without engines running, power is supplied from the mission power ground plug through a circuit breaker. It is controlled manually from the cockpit by selecting the mission power switch to the GROUND position. In the GROUND position, the switch energizes the mission bus external power contactor installed above the wardrobe behind the cabin light control panel. Once energized for GROUND operations, the L/H and R/H mission power buses are isolated from the L/H and R/H AC power buses and tied to the external ground mission power plug by the mission bus external power contactor. During ground operations, the L/H and R/H mission power buses are tied together and supplied with power from a standard 3-phase 115/220 VAC 400Hz GPU.

2.5.5

Procedures For ground operations utilizing a ground power source, place the Aux Power Switch in the GROUND position. During all operations in which the aircraft AC generators are to supply mission power, place the Aux Power Switch in the FLIGHT position. This will ensure that the fault protection circuits are online and monitoring the system. Normal operations require the ship’s AC Generators to be online prior to turning Aux Power ON. This will have to be delayed until the propellers are placed in the MAX position and the AC Gens turned ON. At this point, the Aux Power switch may be placed in the FLIGHT position. Mission Power application should be delayed until the aircrafts electrical systems are online and have been verified. In any kind of emergency, safety is priority and if the Captain determines that the Mission Power should be turned OFF, immediately inform the Mission Equipment Operators (if time and circumstances allow) and then turn the Mission Equipment off by placing the Aux Power Switch in the OFF position.

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DHC-8 Standard Operating Procedures

2.6

Inflight Maneuvers

2.6.1

Holding

2.6.1.1

Procedure A. When within three minutes of the holding fix begin reducing airspeed so as to cross the fix at 200 KIAS or less at or below 6000ft MSL and 230 KIAS or less above 6000ft MSL up to and including 14,000ft MSL. B. The recommended holding speed is 150 KIAS. Flaps must be set to 0°.

WARNING

C.

2.6.2

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When in icing conditions, holding speed shall not be less than 150 KIAS and the flaps MUST be set to 0°.

Required inbound leg timing is one minute at or below 14,000ft MSL, 1.5 minutes above 14,000ft MSL, as specified in the clearance or published on the chart.

Special Maneuvers Operational requirements may dictate non-standard departure and arrival patterns and profiles. Non-standard departures and arrivals shall only be conducted in Day Visual Meteorological Conditions and under Visual Flight Rules. Departures and arrivals are also subject to local ATC procedures and policies. In no case shall a flight crew deviate from local procedural requirements. The following profiles are included for reference and general guidance.

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DHC-8 Standard Operating Procedures

Departure Tactical Profiles A. Limitations Flight Conditions

Day VMC/VFR Only

Speed

Type III Climb

Power

MTOP/MCP then Type III Climb Torque

Np

1050 Np

Bank

Not to exceed 45°

Bleeds

OFF/MIN until safe altitude

B. Random Steep or Spiral Procedure • Set Power to MTOP • Utilize Type III Climb Speed • Passing 400’ AGL, initiate turn towards planned departure route • Passing 1,000’ AGL or crossing the airfield boundary, select ALE-47 to AUTO and set Climb Power • Set Exterior Lighting in accordance with local area procedures and SPINs.

NOTE

2.6.2.1

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Reference Type III Climb Torque and Speeds in applicable Operating Data Manual or Flight Manual Supplements

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•

•

•

•

•

Passing 10,000 feet AGL (or clear of threat), roll out of turn, accelerate and resume normal climb.

Passing Safe Altitude, begin spiral/random climb

After rotation, pitch to Type III Climb Speed

Normal Takeoff/Climb procedures through rotation and Safe Altitude

Set MTOP prior to brake release

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Arrival Tactical Profiles A. Limitations Flight Conditions

Day VMC/VFR Only

Speed

Clean: VMO Maximum Landing Configuration: VLE Maximum – 5 KIAS As Required

Np

1050 Np

Bank

Not to exceed 45° (Spiral) or 30° (Curvilinear)

Bleeds

As Required

Configuration

Aircraft configured for landing before reaching 2,000’ AGL and/or midfield downwind, whichever happens first

NOTE

Power

Maintain Stabilized Approach Criteria as delineated in section 3.19.2

B. Spiral Procedure • From any planned direction, fly toward airfield at 10,000’ AGL or previously assigned altitude. • Plan to arrive overhead at 200 KIAS • Configure for Landing overhead the airfield • Initiate random/spiral descent at VLE - 5 KIAS • Plan pattern to arrive at a 2 NM final at 600’ AGL • Continue stabilized normal Visual Approach to landing

NOTE

2.6.2.2

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•

•

•

•

•

Transition to normal landing

Normal glidepath at 2 NM final

VLE – 5 KIAS

Gear Down, Flaps 15

Overhead, 10,000’ AGL (or assigned)

DHC-8 Standard Operating Procedures

C.

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Curvilinear Procedure • Curving visual approach flown from any position other than a normal straight-in or downwind. • From random position, altitude, distance, initiate a descending turning track. • Configure for Landing • Plan pattern to arrive at a 2 NM final at 600’ AGL • Continue stabilized normal Visual Approach to landing

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• • • • •

From random position, altitude, distance Initiate descending turning track Configure normally Normal glidepath at 2 NM final Transition to normal landing

Configured Flaps Approach, Gear Down

2,000’ •

DHC-8 Standard Operating Procedures

2.7

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Flight Training Maneuvers The maneuvers outlined in this chapter are for use in FLIGHT TRAINING ONLY. These maneuvers are not authorized in aircraft outside of company approved flight training events. All VFR maneuvers will be performed in the Simulator or at approximately 5,000 AGL or above. Any departure from these limitations must be cleared through the Chief Pilot or VP of Flight Operations. Some maneuvers conducted to meet the Part 142 requirements during Simulator Training are not detailed here, but will be thoroughly briefed by the instructor prior to the flight.

2.7.1

Steep Turns Upon reaching the appropriate altitude, the aircraft will be configured. The heading bug should be used for heading reference to complete the turn if available. Rolling through 30° of bank the PM shall add approximately 5-10% torque. Increase pitch to approximately 4° nose up. Steep turns will be completed with reference to the flight o instruments. The PM shall call out 30 prior to rollout heading. As the PF rolls out of the turn, the PM shall decrease the power and the PF will release the back pressure that was held during the turn. Once stabilized in level flight the PM shall set the FD to HDG/ALT SEL and engage the autopilot at the PFs direction.

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Torque…………………………….45% Condition Levers…..1,050 RPM Airspeed…………………150 knots Heading bug…………………….SET

Initial Configuration 1. 2. 3. 4.

Adjust pitch and power as necessary

Maintain 45o of Bank 1.

PM - Add approximately 5-10% torque PF - Set pitch to approximately 4° nose up

Passing through 30o of bank 1. 2.

Reduce Power Release back pressure on yoke Trim for level flight HDG, ALT SEL, AP engaged

Roll out through 30o 1. 2. 3. 4.

Call out 30o from roll out heading

Roll Out 1.

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REPLACES PGS 59-68 OF THE DASH 8 SOP 2.7.2

Stall Recovery

NOTE

Stall recovery procedures are initiated at the first indication of the stick shaker or airframe buffet. If the aircraft is near a stall condition, the stall protection system alerts the pilots by a stick shaker which causes an audible and tactile vibration in the yoke. Automatic activation of the stick shaker will disengage the autopilot.

Stall recoveries are accomplished wings level (rolling out of turns if applicable). Adding power while correcting pitch (as necessary) and leveling the wings should be a simultaneous operation. Effective recovery procedures should emphasize lowering pitch substantially enough to break the stall. Available altitude is a resource; therefore, altitude loss should be accepted as required to increase airspeed if proximity to terrain or air traffic is not a factor. In addition, the -315 series’ stick pusher system is designed to push the control column forward if the aircraft is in a stall condition thereby decreasing the angle of attack of the wing.

2.7.3

Power On Stall Power on stalls will be accomplished in the clean configuration. Recovery altitude will be no less than 5,000 AGL. At the selected altitude or as instructed, the power will be set to 50% as the pitch is raised. The pilot flying will recover on the first indication of stall. The pilot flying’s primary responsibility in the event of a stall is to fly the aircraft so as to recover from the stall

Approach to Stall-Power On 2.7.3.1

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1. 2. 3. 4. 5. 6. 7.

Initial

Torque ............................ Set to 50% Flaps ........................................... UP Landing Gear .............................. UP Synchrophase ............................. Off Condition Levers .............1,050 RPM Maintain heading initially unless bank is to be set Set pitch and bank as directed, and wait for the first stall indication

Stall and Recovery

1. At first indication of the stall a. Pitch as required to break stall b. Increase power towards MTOP c. Press Go-Around button Roll wings level if in a bank Climb or maintain altitude Confirm Gear UP Confirm Flaps UP 2. 3. 4. 5.

1. 2.

Completion

Recover to assigned altitude Configure aircraft as assigned

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2.7.3.2

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Power On Stall Recovery PF

PM STALL

Pitch as required to break stall and recover airspeed. Roll wings level if necessary Selects GA mode Advances Power Levers toward MTOP MAX POWER Monitors airspeed for increase; when positive indication AIRSPEED INCREASING Pitch to the command bars GEAR UP, HDG, ALT SEL Calls for appropriate checklist CLIMB TO THE LINE or MISSED APPROACH/GO AROUND CHECKLIST

2.7.4

Turns Synchrophase Off, Sets Condition Levers to Max and Power Levers to MTOP MAX POWER SET

POSITIVE RATE Verifies Gear Up, Selects HDG, ALT SEL GEAR IS UP, HDG, ALT SEL

Reads Checklist CLIMB TO THE LINE or MISSED APPROACH/GO AROUND CHECKLIST COMPLETE

Power Off Stall Power off stalls will be accomplished in the clean and landing configuration. Recovery altitude will be no less than 5,000 AGL. Landing configuration will be landing gear down, flaps at 15° and 35°, and condition levers at MAX. At the selected altitude, the power will be brought back toward flight idle as the pitch is raised to hold altitude. The pilot flying’s primary responsibility in the event of a stall is to fly the aircraft so as to recover from the stall

Stall-Clean Configuration Profile 2.7.4.1

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1. 2. 3. 4. 5. 6. 7.

Initial

Torque ..................... Reduce to 20% Flaps ........................................... UP Landing Gear............................... UP Synchrophase .............................Off Condition Levers ............ 1,050 RPM Maintain Altitude and Direction Set bank as directed, and wait for the first stall indication

Stall and Recovery

1. At first indication of the stall a. Pitch as required to break stall b. Increase power towards MTOP c. Press Go-Around button Roll wings level if in a bank Climb or maintain altitude Confirm Gear UP Confirm Flaps UP 2. 3. 4. 5.

1. 2.

Completion

Recover to assigned altitude Configure aircraft as assigned

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2.7.4.2

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Flaps 0° Recovery Actions & Callouts PF

PM STALL

Pitch as required to break stall and recover airspeed. Roll wings level if necessary. Selects GA mode Advances Power Levers toward MTOP MAX POWER Monitors airspeed for increase; when positive indication AIRSPEED INCREASING Pitch to the command bars GEAR UP, HDG, ALT SEL Calls for appropriate checklist CLIMB TO THE LINE or MISSED APPROACH/GO AROUND CHECKLIST

Turns Synchrophase Off, Sets Condition Levers to Max and Power Levers to MTOP MAX POWER SET

POSITIVE RATE Verifies Gear Up, Selects HDG, ALT SEL GEAR IS UP, HDG, ALT SEL

Reads Checklist CLIMB TO THE LINE or MISSED APPROACH/GO AROUND CHECKLIST COMPLETE

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Stall- Landing Configuration Flaps 15° Procedure Profile 2.7.4.3

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Initial

wait for the first stall indication

1. Torque ................... Reduce to 20% 2. Landing Gear .... below VLE - Down 3. Flaps ..................... below VFE - 15° 4. Synchrophase ........................... Off 5. Condition Levers..................... Max 6. Maintain Altitude 7. Initiate bank as directed, and

At first indication of the stall a. Pitch as required to break stall b. Increase power towards MTOP c. Press Go-Around button Climb or maintain altitude Roll wings level if in a bank Flaps up one notch Gear UP with positive rate confirmed

Stall and Recovery

1.

2. 3. 4. 5.

1. 2.

Completion

Recover to assigned altitude Configure aircraft as assigned

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2.7.4.4

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Flaps 15° Recovery Actions & Callouts PF

PM STALL

Pitch as required to break stall and recover airspeed. Roll wings level if necessary Selects GA mode Advances Power Levers toward MTOP MAX POWER

Monitors airspeed for increase; when positive indication AIRSPEED INCREASING, FLAPS UP ONE NOTCH Pitch to the command bars GEAR UP, HDG, ALT SEL

FLAPS ZERO, CLIMB TO THE LINE or MISSED APPROACH/GO AROUND CHECKLIST (Calls for appropriate checklist)

Turns Synchrophase Off, Condition Levers to Max, Power Levers to MTOP MAX POWER SET

Selects flaps up one notch FLAPS UP ONE NOTCH POSITIVE RATE Selects Gear Up, Selects HDG, ALT SEL GEAR UP, HDG, ALT SEL VFRI Selects Flaps Zero FLAPS ZERO Reads Checklist CLIMB TO THE LINE or MISSED APPROACH/GO AROUND CHECKLIST COMPLETE

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Stall-Landing Configuration Flaps 35° Profile 2.7.4.5

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1. 2. 3. 4. 5. 6. 7. 8. 9.

Initial

Torque......................Reduce to 20% Landing Gear ....... below VLE – Down Flaps .........................below VFE - 15° Synchrophase ............................. Off Condition Levers ......................MAX Autopilot ................................... OFF Flaps ................. below VFE (35) - 35° Maintain Altitude Wait for the first stall indication

Stall and Recovery

1. At first indication of the stall a. Pitch as required to break stall b. Increase power towards MTOP c. Press Go-Around button Climb or maintain altitude Roll wings level if in a bank Flaps up one notch Gear UP with positive rate confirmed 2. 3. 4. 5.

1. 2.

Completion

Recover to assigned altitude Configure aircraft as assigned

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2.7.4.6

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Flaps 35° Recovery Actions & Callouts PF

PM STALL

Pitch as required to break stall and recover airspeed. Roll wings level if necessary Selects GA mode Advances Power Levers toward MTOP MAX POWER

Monitors airspeed for increase; when positive indication AIRSPEED INCREASING, FLAPS UP ONE NOTCH Pitch to the command bars GEAR UP, HDG, ALT SEL

Selects flaps up one notch FLAPS UP ONE NOTCH POSITIVE RATE Selects Gear Up, Selects HDG, ALT SEL GEAR UP, HDG, ALT SEL VFRI Selects Flaps Zero FLAPS ZERO Reads Checklist CLIMB TO THE LINE or MISSED APPROACH/GO AROUND CHECKLIST COMPLETE

NOTE

FLAPS ZERO, CLIMB TO THE LINE or MISSED APPROACH/GO AROUND CHECKLIST (Calls for appropriate checklist)

Turns Synchrophase Off, Condition Levers to Max, Power Levers to MTOP MAX POWER SET

Ensure compliance with AFM limitations by disconnecting the autopilot prior to selecting Flaps 35°.

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2.8 Windshear 2.8.1 Avoidance The best defense against windshear is to avoid it altogether. This is especially important because windshear can exceed the capability of any airplane. There is no assured detection and warning system in operation which can accurately measure windshear intensity along a flight path. When possible, report possible windshear encounters to ATC and take such reports from other aircraft very seriously.

2.8.2

Precautions If windshear is reported in the area consider delaying takeoff or discontinuing an approach until conditions have improved. Use the longest available runway and do not use reduced power for takeoff. Also be alert for airspeed fluctuations during departure and arrival.

2.8.3

Recovery

2.8.3.1

Airspeed

Optimum aircraft performance (Best Angle of Climb) occurs near a speed which equates to a target speed of V2 during take-off and VGA during landing for any given flap configuration. Therefore do not allow the speed to decrease below these speeds. These speeds are an easy reference since they were briefed and bugged prior to Take-off or approach. Do not allow airspeed to decay to the stick shaker activation. This is due to the following factors: A. At these speeds the aircraft is operating on the back side of the Lift/ Drag curve with significant deterioration of climb capability. B. The airspeed can be lower than VMCA so the flight controls may not maintain sufficient authority for directional control in the event of an engine failure. If the stick shaker activates in turbulence, immediately reduce the pitch attitude sufficient to silence the shaker. In the event this should occur close to the ground, maintain the pitch attitude which silences the shaker, until terrain clearance is no longer a factor, then allow the aircraft to accelerate back to V2/VGA.

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2.8.3.2

2.8.3.3

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Technique A. Flight path must be controlled with pitch attitude (Unusual stick forces may be required). B. Lower than normal airspeed may have to be accepted to counter altitude loss. C. Do not use a reduced power takeoff. D. Do not change aircraft configuration until clear of the Windshear. Procedure & Callouts PF

PM

WIND SHEAR MAX POWER Selects GA and moves Power Levers Sets Power and Condition Levers to MTOP toward MTOP, increases pitch to MAX POWER SET target V2/VGA Monitors aircraft performance and terrain SINKING/CLIMBING Do not change aircraft configuration (see note below)

The only aircraft configuration change allowed during this maneuver is to reduce the flap setting from 35° to 15° (If flaps are set to 35°).

NOTE

NOTE

Commands FIREWALL POWER if negative VSI until positive VSI established. When clear of Windshear Establishes level flight and reconfigures aircraft Advises ATC of Windshear conditions

If practical observe MAX Torque limits; however, obtaining safe climb and obstacle clearance takes precedence over transient limits.

DHC-8 Standard Operating Procedures

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2.9 EGPWS 2.9.1 Overview EGPWS is a terrain awareness and alerting system. The EGPWS uses aircraft inputs including altitude, radar altitude, airspeed, attitude, glideslope and geographic position. The EGPWS provides alerts for excessive glideslope deviation, flap or landing gear position not in the landing configuration, bank angle and minimum callouts. Additionally EGPWS uses internal terrain, obstacles and airport databases to predict a potential conflict between the aircraft flight path and obstacles.

2.9.2

Procedure & Callouts Anytime the aural warning sounds (TERRAIN PULL UP): •

NOTE

•

The PF will, without delay, accomplish a Go-around procedure and climb until the EGPWS warning ceases. The PM will push the condition levers to MAX and set MAX POWER.

Procedures and Maneuvers at specific locations require higher than normal descent rates in visual conditions. Aural warnings from the EGPWS may be accepted without initiating the procedure detailed below given that the flight crew has briefed the arrival, taken into account terrain considerations, flight path, descent path, etc. is in visual meteorological conditions and plans to stabilize the flight path in accordance with stabilized approach criteria defined in this manual.

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PF PM EGPWS Warning – TERRAIN, TERRAIN, PULL UP MAX POWER Disconnect Autopilot and Move Power Levers toward MTOP, roll wings level, aggressively increase pitch to initiate climb and selects Go-Around.

NOTE

Sets Power and Condition Levers to MAX. MAX POWER SET Targets VGA Monitors aircraft performance and Do not change aircraft configuration (see terrain clearance and advises PF below) (Reference the Radar Altimeter in addition to the TAWS display for terrain clearance). When clear of terrain Establishes level flight and reconfigures aircraft. Advises ATC.

The only aircraft configuration change allowed during this maneuver is to reduce the flap setting from 35° to 15° (If flaps are set to 35°).

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2.10 TCAS Warnings 2.10.1 Overview A Resolution Advisory (RA) is a warning that will provide adequate vertical separation from a threat airplane when it is approximately 25 seconds from the closest point of approach. The RA will be accompanied by an appropriate announcement: • • •

2.10.2

Aural Message Traffic symbol visible on display Red and Green area on VS scale

Procedure & Callouts

When an RA is commanded the PF shall: • •

•

Disengage the autopilot. Respond immediately to satisfy the RA using positive pitch and power inputs in the direction and with the magnitude the TCAS advises. Adjust the aircraft VS to move the VSI pointer within the green area.

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PF

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PM TCAS TRAFFIC ALERT

Locates target on TCAS and monitors.

Directs PM to request heading change with ATC if needed.

Locates target on TCAS and tries to get visual. Advises PF of visual position and direction of flight.

Makes ATC request TCAS RESOLUTION ADVISORY Either pilot calls RA CLIMB/DESCEND Disconnects autopilot Initiates climb or descent as per TCAS Notifies ATC When clear of conflict Returns aircraft to original assigned Advise ATC altitude.

WARNING

TCAS is not able to provide RAs for aircraft without altitude reporting capability. TCAS will provide NO Traffic Advisory (TA) or RA for aircraft without transponders, or those with inoperative transponders.

DHC-8 Standard Operating Procedures

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Chapter 3: Normal Procedures 3.1. 3.2. 3.3. 3.4. 3.5. 3.6. 3.7. 3.8. 3.9. 3.10. 3.11. 3.12. 3.13. 3.14. 3.15. 3.16. 3.17. 3.18. 3.19.

3.20. 3.21. 3.22. 3.23. 3.24. 3.25. 3.26.

Purpose ................................................................................................... 77 General .................................................................................................... 77 Preflight ................................................................................................... 78 Cockpit Preparation ................................................................................. 83 Before Start (First Flight) ......................................................................... 98 Before Start (Successive Flights) ........................................................... 104 Start ....................................................................................................... 110 After Start .............................................................................................. 116 Push Back Operations ............................................................................ 126 Taxi ........................................................................................................ 130 Before Takeoff To The Line ................................................................... 134 Before Takeoff Below The Line.............................................................. 139 Takeoff................................................................................................... 144 Climb To The Line .................................................................................. 147 Climb Below The Line ............................................................................ 153 Cruise ..................................................................................................... 155 Descent .................................................................................................. 158 Approach ............................................................................................... 161 Approach Profiles .................................................................................. 164 3.19.1. General Procedures ................................................................ 164 3.19.2. Stabilized Approach Criteria ................................................... 164 3.19.3. Approach Callouts ................................................................... 166 3.19.4. Precision Approach Profile...................................................... 167 3.19.5. Non-Precision Approach and Circle To Land Profile ............... 168 3.19.6. Visual Approach and Landing Profile ...................................... 169 Landing To The Line ............................................................................... 170 Landing Below The Line ......................................................................... 174 Missed Approach / Go Around .............................................................. 176 After Landing To The Line ...................................................................... 181 After Landing Below The Line ................................................................ 185 Parking To The Line ............................................................................... 190 Parking ................................................................................................... 195

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CHAPTER 3

NORMAL PROCEDURES 3.1

Purpose This chapter contains descriptions of normal maneuvers and procedures for the DHC-8 series aircraft at Dynamic Aviation.

3.2

General The procedures described are mandatory. However, every effort has been made to design these procedures with a degree of flexibility so that the crew can adapt them to the varied and changing meteorological, ATC and terminal requirements found throughout all operating environments. Procedures are the actions that must be completed to accomplish the flight. Checklists are used to check that at least the items critical to safety of flight have been completed. Completing only the checklist items will not result in a satisfactory flight. Most procedures have been incorporated into a flow pattern to ease learning and performance. These flows are designed to synchronize with the checklist in a manner that reduces confusion, increases proficiency, and provides clarity to when items should be completed.

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Preflight

3.3.1

General

NOTE

To assure that the aircraft is airworthy from the pilots’ perspective it is important that a thorough preflight be completed. An organized preflight flow will expedite the inspection process and increase safety and dispatch reliability.

3.3.2

This flow is designed to provide guidance on a recommended external flow on the airplane’s first flight of the day and will be followed by the COCKPIT PREPARATION Checklist. Subsequent flights by may begin with the BEFORE START – Successive Flights Checklist.

Who Either pilot may complete this section as designated by the Pilot-inCommand.

3.3.3

When Prior to the first flight of the day.

Pilot’s Expanded Procedure In addition to items named below, the pilot will inspect for general condition items such as loose attaching hardware, chafing or cracked skins, antennae, evidence of damage, leaks etc.

NOTE

NOTE

3.3.4

In order to properly inspect the landing gear wells the gear doors must be opened prior to the preflight.

Forward Fuselage: Airstair door ....................................................................................... Check Engine inspection light ....................................................................... Check Pitot tube ........................................................................................... Check

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NOTE

Side window ....................................................................................... Check Windshield and wiper ........................................................................ Check Static port ............................................................................................ Clear AoA Vane (-315 series) ....................................................................... Check Nose gear safety lock ..................................................................... In/Flush Push back or other operations that require aircraft movement after preflight and before engine start require the ground support personnel to secure the Nose Gear Lock and remove the Gear Pins and Gear Door Pins. Refer to section 3.9 “Push-Back Operations”.

Ground communication and external power doors .......................... Closed Rear nose gear doors ......................................................................... Check Nose wheel tires................................................................................. Check Nose gear shock strut (1-3”/no leaks) ................................................ Check Front nose gear doors ............................................................. Open/Check Nose gear wheel well ......................................................................... Check Taxi light ............................................................................................. Check Radome/Nose pod ............................................................................. Check Outflow vent ....................................................................................... Clear Oxygen overboard discharge disc ...................................................... Intact Static port ............................................................................................ Clear Windshield and wiper ........................................................................ Check Side window ....................................................................................... Check AoA Vane (-315 series) ....................................................................... Check Pitot tube ........................................................................................... Check Engine inspection light ....................................................................... Check Lavatory service door ........................................................... Closed/Secure Forward egress light ........................................................................... Check Forward emergency exit ....................................................... Check/Secure Mid-cabin egress light ........................................................................ Check Mid-cabin emergency egress exit ........................................ Closed/Secure Right Wing and Nacelle Inboard deice boot ............................................................................. Check Fuel tank drain valves.......................................................................Sample

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NOTE

Aux fuel tank magna-sticks .............................................................. Secure Check Security and condition of all magna-sticks. If necessary, verify fuel quantity by use of the magna-sticks.

Engine inboard panels and cowls ..................................................... Secure Inboard nacelle drains ......................................................................... Clear Oil cooler door ................................................................................... Check Prop blades and spinner (do not move or twist blades in hub) ......... Check Engine intake ...................................................................................... Check Engine outboard panels and cowls .................................................. Secure Outboard nacelle drains ...................................................................... Clear Wing inspection light.......................................................................... Check Landing lights ..................................................................................... Check Outboard deice boots ........................................................................ check Stall strip .......................................................................................... Secure Stall warning transducer .................................................................... Check Main fuel tank magna-sticks ............................................................ Secure Fuel tank drain valves.......................................................................Sample Fuel tank NACA vents .......................................................................... Clear Wingtip and Nav lights ....................................................................... Check Aileron and trim tab ........................................................................... Check Static wicks (5).................................................................................... Check Flaps and track fairings....................................................................... Check AC contactor box and panel .................................................. Check/Secure AC power receptacle door................................................................. Closed Refuel/Defuel selector switch ............................................................... OFF Refuel/defuel panel door .................................................................. Closed Landing gear ....................................................................................... Check Downlock pin and Door Pin..................................................... Remove Tires ............................................................................................. Check Brake lines ................................................................................... Check Brake wear indicators ................................................................. Check Shock strut (2-6”/no leaks) ......................................................... Check Hydraulic quantity (3 qts min) ............................................................ Check Pump handle ................................................................................... Stowed AC contactor box and panel .................................................. Check/Secure AC power receptacle door................................................................. Closed

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Landing gear rear doors ..................................................................... Check Landing gear door pin .................................................................... Remove Inboard flap ........................................................................................ Check Right Aft Fuselage Parking brake accumulator pressure (1500 psi min) .......................... Check Ram air inlet (dorsal NACA vent)......................................................... Clear Drain mast .......................................................................................... Check Rear fuselage access door .................................................... Closed/Secure Center door .......................................................................... Closed/Secure Empennage Vertical stabilizer and deice boots ..................................................... Check Right horizontal stabilizer and deice boots ........................................ Check Vortex generators (3) ......................................................................... Check Right elevator ..................................................................................... Check Right elevator static wicks (4) ............................................................ Check Right elevator spring and trim tabs .................................................... Check Fore and trailing rudders .................................................................... Check Rudder static wicks (6) ....................................................................... Check Nav lights ............................................................................................ Check Strobe light ......................................................................................... Check Rear outflow screen ........................................................................... Check Roll spoilers (right wing) ...............................................................Retracted Engine exhaust (#2 engine) ................................................................. Clear Fore and trailing rudders .................................................................... Check Left elevator ....................................................................................... Check Left elevator static wicks (4) .............................................................. Check Left elevator spring and trim tabs ...................................................... Check Left horizontal stabilizer and deice boots .......................................... Check Vortex generators (3) ......................................................................... Check Vertical stabilizer and deice boots ..................................................... Check Left Aft Fuselage Ram air inlet (dorsal NACA vent)......................................................... Clear Baggage door ....................................................................... Closed/Secure Engine fire bottle discharge discs (2) ................................................. Intact Outside air temp probe ...................................................................... Clean

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Left Wing and Nacelle Inboard flap ........................................................................................ Check Aux Fuel tank drain valves ................................................................Sample Aux fuel tank magna-sticks .............................................................. Secure Landing gear rear doors ..................................................................... Check Landing gear door pin .................................................................... Remove Landing gear ................................................................................ Check Downlock pin and Door Pin..................................................... Remove Tires ............................................................................................. Check Brake lines ................................................................................... Check Brake wear indicators ................................................................. Check Shock strut (2-6”/no leaks) ......................................................... Check Hydraulic quantity (1.5 qts min)......................................................... Check Engine inboard panels and cowls ..................................................... Secure Inboard nacelle drains ......................................................................... Clear Oil cooler door ................................................................................... Check Engine intake ...................................................................................... Check Outboard nacelle drains ...................................................................... Clear Engine outboard panels and cowls .................................................. Secure Wing inspection light.......................................................................... Check Flaps and track fairings....................................................................... Check Aileron and trim tab ........................................................................... Check Static wicks (5).................................................................................... Check Fuel tank NACA vents .......................................................................... Clear Wingtip and Nav lights ....................................................................... Check Stall warning transducer .................................................................... Check Outboard deice boots ........................................................................ check Stall strip .......................................................................................... Secure Main fuel tank magna-sticks ............................................................ Secure Landing lights ..................................................................................... Check Prop blades and spinner (do not move or twist blades in hub) ......... Check Inboard deice boot ............................................................................. Check Forward Fuselage Mid-cabin emergency exit .................................................... Closed/Secure Mid-cabin egress light ........................................................................ Check Airstair door egress light .................................................................... Check Landing gear pins and landing gear door pins................ Stowed in Cockpit

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Cockpit Preparation General This flow and checklist are designed to ensure that all cockpit items are airworthy and configured properly for the BEFORE START – FIRST FLIGHT procedure.

3.4.2

Who Initiated by the captain; checklist is read by the first officer.

When Preceding engine start, first flight of the day. The Captain and FO may perform their flows simultaneously to complete the Cockpit Preparation items thoroughly and efficiently. Upon completion of both crewmembers flows, the Captain calls for the checklist to be read.

NOTE

NOTE

3.4.3

For Battery Starts, utilize QRH section 1.2 as a read and do procedure.

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3.4.4

Captain’s Flow Pattern

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Captain’s Expanded Procedure Preflight ........................................................................................ Complete

NOTE

This inspection may be performed by either pilot the first flight of every day. Whoever performs the inspection reads back the response.

Weight and Balance ..................................................................... Complete

NOTE

The Captain will delegate who is to complete the weight and balance and will ensure it has been completed correctly and that both crewmembers are informed of the weight and balance condition of the aircraft. Attention is given to elevator trim position and Speed Cards page selection at this point.

NOTE

NOTE

Circuit Breakers ....................................................................... Checked L/R Oxygen Masks ......................................................................... Checked L/R Check oxygen masks and circuit breakers as you enter the cockpit before sitting down.

Mask should be on its hangar, facing forward, in the NORMAL/100% position. Conduct an operational check by ensuring positive oxygen flow to the mask.

Aircraft Documents & Log ............................................................ On Board

NOTE

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Check to make sure all appropriate Aircraft Manuals, Certificates, Flight Dispatch information and Flight Log Binder are on board, and all discrepancies are either cleared or deferred IAW the MEL/NEF/CDL/Supplements.

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Safety Equipment ........................................................................... Checked

Check that all applicable safety equipment is on board and in useable condition. • Crash Axe • Emergency Gear Extension Handle • Flotation Vests • Smoke Goggles • Fire extinguisher • Flashlights (x2) • Portable Oxygen Bottle • Escape Rope

Battery Master/Main/Aux ....................................................................... On

CAUTION

Keep your right hand on the landing gear handle and eyes on the landing gear indicators any time power is applied to verify that the gear are down and locked.

NOTE

DC Generators ................................................................................ Both On Main Bus Tie ............................................................................................TIE External Power ..................................................................... On & Checked Bus voltage should be higher than battery value and the Green EXT POWER light is ON.

NOTE

Caution & Advisory Lights .................................................................Tested

POSITION CAUT

ADVSY

These are checked at this point, outside of the obvious flow, to ensure that all other tests will indicate properly. INDICATION

A/P DISENG, MASTER CAUTION/MASTER WARNING lights flashes and all caution lights illuminate. Press MASTER CAUTION/MASTER WARNING light and check that lights extinguishes. All advisory lights illuminate.

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Ice Protection ......................................................................................... Off Landing & Taxi Lights.....................................................................Both OFF ELT ........................................................................................................ARM APU Fire Detect (If Installed) .............................................................Tested

Loop Selectors .................................................................................................. Both

Engine Fire Detection ........................................................................Tested •

TEST DETECTION switch to ENGINE 1

Observe the following: o o o o o

NOTE

NOTE

• •

Engine 1 PULL FUEL OFF Handle Lights (2 Red bulbs) – Illuminate FAULT A/B Lights (Amber) – Illuminate CHECK FIRE DET Warning Light (Red) – Flashes Master Warning Light (Red) – Flashes Fire Warning Bell – Rings (S.O.O. 8105) TEST DETECTION switch - Release Repeat on ENGINE 2 Pre-Mod 8/0235 the dual glare shield lights are labeled “ENGINE”. These annunciators are linked to the SCU and are illuminated when an engine autofeather occurs.

Post-Mod 8/0235 and -202/-315 series aircraft are labeled “ENGINE FIRE PRESS TO RESET” and linked to the fire detection circuits.

Baggage Smoke Warning...................................................................Tested Select TEST 1 - SMOKE detector warning light illuminates Repeat for TEST 2

NOTE

• •

In some aircraft, one of the Baggage Smoke Detectors has been deactivated to facilitate installation of Mission Equipment. Test the remaining detector.

Panel Lighting ......................................................................................... Set

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Msn Pwr .................................................................................... As required Ensure that the Mission Power Switch is either in the OFF position or in the GROUND Position depending on System requirements. Confer with the Mission Commander regarding power requirements.

CAUTION

Mission Power must be OFF prior to start.

Ignition ...................................................................................... Both AUTO Cabin Altitude............................................................................. Tested/Set Cabin Altitude Rate Control - Full counterclockwise to index mark Cabin Altitude Mode Selector – AUTO

NOTE

• •

• • • •

Fault Light will illuminate for 2 seconds after Cabin Altitude Selector is selected to AUTO. If selector is already selected to AUTO, momentarily move selector to DUMP, then select to AUTO to initiate test.

Cabin Altitude Manual Control – Full counterclockwise Cabin Altitude Auto Function Switch - NORM Barometric Correction Indicator -Current altimeter setting Cabin Altitude Control knob - Destination airport elevation

NOTE

Exterior Lights ................................................................ Position Lights On Position Lights are normally left ON so that any time power is on the aircraft people in the area will be aware of that condition.

Emergency Lights .................................................................................ARM Cabin Signs ..................................................................................... Both On

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Temperature Control ............................................................................. Set •

Cabin and Flt Compartment Automatic Temperature Controls – Midrange MAN/AUTO Switches – AUTO

•

NOTE

Bleeds ........................................................... Recirc(s) On/Bleeds OFF/MIN -315 Series aircraft incorporate a Cabin Recirc Fan and Flight Compartment Recirc Fan.

NOTE

Inverters .......................................................... PRIMARY/Left/SECONDARY Primary Inverter ............................................................................... On Aux Inverter ................................................................................... Left Secondary Inverter ........................................................................... On AC Generators ...............................................................................Both OFF AC External ............................................................................................ OFF GPWS Flap Override ...................................................................... Guarded “Guarded” indicates the guard is in place and the underlying switch light is OUT and dark (i.e. normal flight position).

Standby Elevator Trim .................................................................. Guarded Stall Warning .............................................................................. Tested L/R Stall Warning Test Switch ........................................................... Select • •

Note Stick Shaker activation. Fast/Slow bug moves to slow position on the associated ADI.

Steering ................................................................................................. OFF

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NOTE

Enrich Switch Test (-102 series, first flight) .......................................Tested Takeoff configuration warning horn will sound during this test with PARK/EMERG BRAKE lever at park.

The Flight Control Lock must be off for this test. Enrichment Switch Test Switch or lever shall remain in position until procedure requires subsequent movement Switch or Lever ENRICHMENT TEST SWITCH #1 POWER LEVER ENGINE ECU ENGINE ECU POWER LEVER ENRICHMENT TEST SWITCH

Position Hold at P/L SW 1

Result ENRICH TEST LIGHT Illuminates

MAX NORM TOP FLT IDLE Release

ENRICH TEST LIGHT Extinguishes ENRICH TEST LIGHT Illuminates ENRICH TEST LIGHT Extinguishes ENRICH TEST LIGHT Illuminates Repeat procedure for the #2 Power Lever by placing the ENRICHMENT TEST SWITCH to the P/L SW 2 position.

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Beta Test Lockout – (first flight) ........................................................Tested Beta Test Lockout Switch, lever or button shall remain in position until procedure requires subsequent movement Switch or Lever Position Result POWER Levers FLT IDLE BETA TEST 1 Switch LOCKOUT No. 1 Prop Indicator Press Verify No. 1 PROPELLER GROUND Test Button RANGE advisory light remains out No. 1 Prop Indicator Release Test Button POWER Lever 1 DISC No. 1 Prop Indicator Press No. 1 PROPELLER GROUND RANGE Test Button advisory light illuminates No. 1 Prop Indicator Release Verify No. 1 PROPELLER GROUND Test Button RANGE advisory light out POWER Lever 1 FLT IDLE BETA TEST 1 Switch Release Repeat for No. 2 propeller using BETA TEST 2 switch

Spoilers (-102 Series) ............................................................................ TAXI GPWS .................................................................................................Tested Press momentarily and release. Check that the GPWS caution light, PULL UP, and BELOW G/S advisory lights illuminate, and the “GLIDESLOPE, PULL UP” and “TERRAIN TERRAIN PULL UP” voice warnings are audible.

NOTE

•

Pressing and holding the push button until the first audible voice warning will cause all GPWS advisories to annunciate and is appropriate when the integrity of the system is in doubt or when directed by maintenance.

PFC/Stick Pusher Shutoffs ............................................................. OUT Lights not illuminated.

NOTE

•

The Stick Pusher is applicable to the -315 Series.

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Flight Instruments .......................................................... Checked & Set L/R Alternate Static Source........................................................... NORMAL L/R Engine Intake Bypass Doors ..................................................... As Required ECU Selector/Modes ...........................................................TOP & Both ON Fuel Transfer ......................................................................................... OFF Aux Pumps.....................................................................................Both OFF Fuel Quantity .............................................................. Tested & ______ Lbs • Press to test; gauges read full, release the test and note fuel quantity is correct for dispatch.

Autofeather .......................................................................................... OUT •

Lights not illuminated

Alternate Feather ..................................................................... Both NORM EFIS ...................................................................................................Tested • • • •

All Flags in view Command Cue out of view “TEST” displayed in upper top left center of EADI Radio Altimeter reads test value

AHRS ..................................................................................................Tested • • • • • •

10° pitch up 20° right wing down All flags in view All five AHRS controller annunciators on Heading slews clockwise at 3° per second All flags out of view, advisory lights out, and heading normalized

Call for “COCKPIT PREPARATION – EXT PWR” Checklist

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First Officer’s Flow Pattern

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First Officer’s Expanded Procedure Aircraft Documents & Log ............................................................ On Board

NOTE

Check to make sure all appropriate Aircraft Manuals, Certificates, Flight Dispatch information and Flight Log Binder are on board, and all discrepancies are either cleared or deferred IAW the MEL/NEF/CDL/Supplements.

Safety Equipment ........................................................................... Checked

Check that all applicable safety equipment is on board and in useable condition. • Crash Axe • Emergency Gear Extension Handle • Flotation Vests • Smoke Goggles • Fire extinguisher • Flashlights (x2) • Portable Oxygen Bottle • Escape Rope

LG Alternate Doors & LG Inhibit Switch ............................ Closed, Guarded Forward Outflow Valve ................................................................. NORMAL Oxygen Pressure ........................................................................ _______lbs

NOTE

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Minimum dispatch pressure is 1,300 pounds.

Auxiliary Fuel/Total Fuel......... Both Off/_______lbs Aux/_______lbs Total Note Auxiliary and Total Fuel Quantities and ensure that the correct information matches the dispatch requirement and is entered correctly into the FMS.

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NOTE

Anti-Skid .................................................................................. Tested & ON Selecting the Anti-Skid switch to ON or TEST will illuminate the INBD/OUTBD AntiSkid Caution lights for 6 seconds.

NOTE

Synchrophase ........................................................................................ OFF Landing Gear Horn ............................................................................Tested The Landing Gear HORN/MUTE switch is located adjacent to the Landing Gear Handle and can be momentarily selected down to test the Landing Gear Horn.

Standby Hydraulic Pressure ..................................................... Both NORM Hydraulic Quantity ................................................................ Both Checked

CAUTION

Minimum Dispatch Quantity is 1.5 US Quarts in the LH system and 3 US Quarts in the RH system.

Roll Spoiler Pressure Switches ..................................................... Both OUT Pitch & Roll Disconnects................................................................... Both In Radar .............................................................................................. Standby Parking Brake ..................................................... PARK & Pressure Checked

CAUTION

The Parking Brake Pressure must be a minimum of 1,500 PSI for Engine Start.

Control Lock ............................................................................................ On Elevator Trim .......................................................................................... Set Power Levers .................................................................................. FLT IDLE Condition Levers........................................................................... FUEL OFF

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TCAS ..................................................................................................Tested •

Press the Test Switch to initiate a self-test. When the APX-119 Transponder is selected, selecting the M-3/A switch to TEST will initiate the TCAS test as well.

Observe the Following: • • • •

VSI pointer will not be visible. White TEST annunciation displays in lower center portion of the display. Red bands will appear throughout the range of the vertical speed arc. Green band will appear from 0 VSI to +500 VSI.

Aileron & Rudder Trims ............................................... Checked & Both Set EFIS ...................................................................................................Tested • • • •

All Flags in view Command Cue out of view “TEST” displayed in upper top left center of EADI Radio Altimeter reads test value

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AHRS ..................................................................................................Tested • • • • • •

10° pitch up 20° right wing down All flags in view All five AHRS controller annunciators on Heading slews clockwise at 3° per second All flags out of view, advisory lights out, and heading normalized

Accomplish “COCKPIT PREPARATION – EXT PWR” Checklist

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3.5 3.5.1

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Before Start (First Flight) General This flow and checklist is used to ensure that all items in the cockpit are set for engine start, to provide redundancy in the completion of line items and to ensure proper configuration of the aircraft prior to engine start.

3.5.2

Who Initiated by the captain; checklist is read by the first officer.

3.5.3

When Prior to Engine Start for the first flight of the day.

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3.5.4

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Captain’s Flow Pattern

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3.5.5

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Captain’s Expanded Procedure

NOTE

Seats and Belts .................................................................................. Adj. & Fasten Seat should be adjusted Fore/Aft and Up/Down to allow for free and full movement of all controls and is locked in position. Seat belt and shoulder harness are fastened.

Ensure Cabin is set to Condition One.

Avionics/FMS .................................................................................................... Set Nose Gear and Pins ................................................................................... Secured

NOTE

Verify that the Nose Gear Safety Lock is in the stowed position and all pins are stowed behind the First Officers seat.

Some aircraft include stowage for Emergency Exit Lock Pins as well; ensure that all pins are stowed correctly.

Call for “BEFORE START – FIRST FLIGHT” Checklist

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3.5.6

First Officer’s Flow Pattern

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First Officer’s Expanded Procedure

NOTE

Seats and Belts ....................................................................... Adj. & Fasten Seat should be adjusted Fore/Aft and Up/Down to allow for free and full movement of all controls and is locked in position. Seat belt and shoulder harness are fastened.

Cabin .................................................................................... Condition One FO MC, FLIGHT: SET CONDITION ONE

MC FLIGHT, MC: CONDITION ONE IS SET

Nose Gear and Pins ....................................................................... Secured Verify that the Nose Gear Safety Lock is in the stowed position and all pins are stowed behind the First Officers seat.

NOTE

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Some aircraft include stowage for Emergency Exit Lock Pins as well; ensure that all pins are stowed correctly.

Doors/Flight Compt. Hatch ........................................Secured & Lights Out

CAUTION

Ensure that all aircraft doors and Flight Compartment Hatch are secured and associated Caution Lights are not illuminated.

Fueling On Light ..................................................................................... Off Anti-Collision Light ................................................................................ RED

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NOTE

Recirc Fan(s) .......................................................................................... OFF -315 Series aircraft incorporate a Cabin Recirc Fan and Flight Compartment Recirc Fan.

Accomplish “BEFORE START – FIRST FLIGHT” Checklist

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Before Start (Successive Flights) General This flow and checklist is used to ensure that all items in the cockpit are set for engine start, to provide redundancy in the completion of line items and to ensure proper configuration of the aircraft prior to engine start.

3.6.2

Who Initiated by the captain; checklist is read by the first officer.

3.6.3

When Prior to Engine Start on successive flights.

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3.6.4

Captain’s Flow Pattern

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Captain’s Expanded Procedure Seats and Belts ....................................................................... Adj. & Fasten Circuit Breakers .......................................................................Checked Left Battery Master/Main/Aux ....................................................................... On Main Bus Tie ............................................................................................TIE External Power ..................................................................... On & Checked Mission Power ....................................................................................... OFF Ignition ...................................................................................... Both AUTO Emergency Lights .................................................................................ARM Cabin Signs ..................................................................................... Both On Engine Intake Bypass Doors ..................................................... As Required ECU Selector/Modes ...........................................................TOP & Both ON Fuel Quantity ................................................................... ____pounds total Avionics/FMS .......................................................................................... Set Parking Brake ..................................................... PARK & Pressure Checked

CAUTION

The Parking Brake Pressure must be a minimum of 1,500 PSI for Engine Start.

Nose Gear and Pins ........................................................................ Secured Verify that the Nose Gear Safety Lock is in the stowed position and all pins are stowed behind the First Officers seat.

NOTE

3.6.5

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Some aircraft include stowage for Emergency Exit Lock Pins as well; ensure that all pins are stowed correctly.

Call for “BEFORE START – SUCCESSIVE FLIGHTS” Checklist

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DHC-8 Standard Operating Procedures Amendment No. 2013-04

3 1 07/01/13 3

INSERT OPPOSITE PG. 106 OF THE DASH 8 SOP ENGINE START - PARK BRAKE PRESSURE LESS THAN 1500 PSI General

NOTE

If the Park Brake pressure is indicating less than 1500 psi prior to start, the flight crew will utilize one of the following procedures during flight operations. For all other operations where it may be required to hand pump the parking brake pressure refer to the appropriate SOP; e.g., maintenance engine runs, other maintenance related functions. The pump handle stored in the wheel well is not to be used by the flight crew for pumping up the park brake pressure.

Preferred Procedure for Hand Pumping

CAUTION

Brief the ground crew to remain clear of the Main Landing Gear doors.

● Open the LANDING GEAR ALT RELEASE DOOR. ● Pull the MAIN LANDING GEAR RELEASE Handle to open the Main Gear Doors. ● Close the LANDING GEAR ALT RELEASE DOOR. ● Remove the Pump Handle from the cockpit. ● Insert the Pump Handle into the Park Brake Auxiliary Pump socket located in the right wheel well. ● Actuate pump as necessary until obtaining at least 1500 psi. ● Remove Pump Handle and return it to the cockpit.

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Alternate Procedure for Hand Pumping – Flight Crew Remain in Cockpit

NOTE

CAUTION

If ICS Ground Communication is functional the flight crew must be in contact with the Forward Headset Operator. Brief ground crew to remain clear of the main landing gear doors.

Must be accomplished PRIOR to the BEFORE START CHECKLIST

● Open the LANDING GEAR ALT RELEASE DOOR. ● Pull the MAIN LANDING GEAR RELEASE Handle to open the Main Gear Doors. ● Close the LANDING GEAR ALT RELEASE DOOR. ● Remove the Pump Handle from the cockpit and give to Qualified Ground Personnel or other qualified pilot (e.g. observer). ● Pump Handle is inserted into the Park Brake Auxiliary Pump socket located in the right wheel well. ● Actuate pump as necessary until obtaining at least 1500 psi. ● Remove Pump Handle and return it to the cockpit.

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DHC-8 Standard Operating Procedures Amendment No. 2013-04

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Hydraulic Fluid Migration The use of the parking brake (#2 hydraulic system) and normal brakes (#1 hydraulic system) may allow a small quantity of hydraulic fluid to migrate from one system to the other, depending on the technique used. Example Setting the parking brake without holding the toe brakes directs #2 system fluid via displaced shuttle valves to the wheel brake units. Subsequent release of the parking brake (with an engine or engines running) with the toe brakes depressed moves the shuttle valves in the opposite direction and a small quantity of fluid from the #2 Hydraulic System may return to the #1 system reservoir. Setting the parking brake while holding the toe brakes depressed (with an engine or engines running) directs #1 system fluid via displaced shuttle valves to the wheel brake units. Subsequent release of the parking brake without toe brakes depressed moves the shuttle valves in the opposite direction and a small quantity of fluid from the #1 Hydraulic System may return to the #2 system reservoir. The migration of hydraulic fluid may be observed after numerous brake applications, or over a number of flight operations. The indications on the hydraulic quantity indicator will be a gradual increase in one system quantity and a corresponding decrease in the other. This effect can be minimized by consistently applying the toe brakes before setting the parking brake and holding the toe brakes depressed while releasing the parking brake. Careful monitoring of the hydraulic systems reservoir quantities will allow the pilots to detect any appreciable fluid migration. To reverse the trend, the appropriate technique listed above may be used. However, should these methods prove unsuccessful, flight crews shall contact maintenance in a timely manner for corrective action. The fluid levels should not be allowed to fall below the minimum dispatch quantities of 1.5 qts., for #1 Hydraulic System or 3.0 qts., for #2 Hydraulic System.

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NOTE

DHC-8 Standard Operating Procedures Amendment No. 2013-04

3 4 07/01/13 3

If fluid quantity rises excessively through inadvertent fluid migration, a safety relief will dump hydraulic fluid overboard via an overfill container in each wheel well.

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First Officer’s Flow Pattern

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First Officer’s Expanded Procedure Seats and Belts ....................................................................... Adj. & Fasten Cabin .................................................................................... Condition One

FO MC, FLIGHT: SET CONDITION ONE

MC FLIGHT, MC: CONDITION ONE IS SET

Circuit Breakers .................................................................... Checked Right Power Levers .................................................................................. FLT IDLE Condition Levers........................................................................... FUEL OFF Trims............................................................................................. Three Set Aux Fuel .......................................................................... Both OFF/____Lbs Nose Gear and Pins ........................................................................ Secured

NOTE

Verify that the Nose Gear Safety Lock is in the stowed position and all pins are stowed behind the First Officers seat.

Some aircraft include stowage for Emergency Exit Lock Pins as well; ensure that all pins are stowed correctly.

Doors/Flight Compt. Hatch ........................................Secured & Lights Out

CAUTION

Ensure that all aircraft doors and Flight Compartment Hatch are secured and associated Warning Lights are not illuminated.

Fueling On Light ..................................................................................... Off Anti-Collision Light ................................................................................ RED

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NOTE

Recirc Fan(s) .......................................................................................... OFF -315 Series aircraft incorporate a Cabin Recirc Fan and Flight Compartment Recirc Fan.

Accomplish “BEFORE START – SUCCESSIVE FLIGHTS” Checklist

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Start General This flow is used to ensure proper completion an engine start.

3.7.2

Who The Captain initiates the engine start and accomplishes the start procedure. The First officer monitors and verifies all indications during the engine start.

3.7.3

When After the aircraft has been cleared for engine start.

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3.7.4

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Captain’s Flow Pattern No Flow.

3.7.5

Captain’s Expanded Procedure

CAUTION

Every effort should be made to make use of all available means to ensure that the engine is clear prior to initiating the start procedure.

Cockpit Preparation Checklist ...................................................... Complete Before Start Checklist ................................................................... Complete

CAUTION

Ensure external power is connected. The EXT PWR annunciator indicates only that the Switch is in the proper position, not that external power is applied. Note the EXT PWR annunciator and higher than battery voltage on the RH Secondary Bus.

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NOTE

ENGINE START SELECT Switch ................................................................... 2 SELECT (amber) illuminates confirming start control circuit armed.

START Switch ................................................................................... Press

NOTE

The Captain will monitor starter duty limits using the Davtron digital clock.

START (amber) illuminates confirming start control circuit activated.

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NH ................................................................................................... 10-19% #2 Condition Lever ........................................................ START & FEATHER CONDITION Fuel Flow Rises NH Accelerates ITT Rises #2 ENGINE MANUAL Caution Light Extinguishes #2 OIL PRESSURE Warning Light Extinguishes, Oil Pressure Gauge Indicates in the Green Arc. START SELECT Switch Releases

FO

#2 MAN LIGHT OUT (Confirms ECU is Operational) #2 OIL PRESSURE (Abort Start if Light Does not Extinguish) STARTER CUTOUT

CA FUEL FLOW NH ITT

NH Stabilizes ............................................................ 72 +/- 2% (-102 series) .................................................................. 72 to 78% (-202/-315 series) Repeat procedure for engine # 1 If conducting a battery start include the following: Propeller ..............................................................Unfeather after Start #2 AC Gen ......................................................................................... On #1/2 Standby Hydraulic Pump ......................................................... On Delay start of second engine for 30 seconds to allow completion of FGC startup self-test and DC Generator loads to drop below .40, Ref. QRH 1.2

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First Officer’s Flow Pattern

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First Officer’s Expanded Procedure

CONDITION Fuel Flow Rises NH Accelerates ITT Rises #2 ENGINE MANUAL Caution Light Extinguishes #2 OIL PRESSURE Warning Light Extinguishes, Oil Pressure Gauge Indicates in the Green Arc. START SELECT Switch Releases

FO

#2 MAN LIGHT OUT (Confirms ECU is Operational) #2 OIL PRESSURE (Abort Start if Light Does not Extinguish) STARTER CUTOUT

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CA FUEL FLOW NH ITT

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3.8 3.8.1

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After Start General This flow and checklist is used to ensure that the important system and equipment checks are completed and systems and components required for flight are initiated in a timely manner.

3.8.2

Who Initiated by the captain; checklist is read by the first officer.

3.8.3

When Immediately following engine start.

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3.8.4

Captain’s Flow Pattern

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Captain’s Expanded Procedure DC Ext Power/APU .............................................................. OFF & Checked EXT PWR advisory light............................................................ Extinguished

Advise ground crew to disconnect ground power using proper hand signals only after EXT PWR has been selected OFF.

After ground power has been disconnected confirm DC power on Main, Essential and Secondary buses.

Main Bus Tie .......................................................................................... OFF Ice Protection ............................................................ 4 or 5 Hot/WARM UP • Elev. Horn heat • Valve heat • Stall Warn heat (-102/-202 series) • Pitot/Static heat Flaps ..........................................................................Verify Takeoff Setting Rudder Travel ................................................................................. Checked

NOTE

3.8.5

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The Rudder Actuator Check accomplishes the Rudder Travel Check.

Rudder Actuator (first flight) ...........................................................Tested STEERING Switch ............................................................................ OFF RUD 1 Push Button .................................................................. Press IN Master Caution Light ........................................................................ On #1 RUD HYD Caution Light .............................................................. On RUD FULL PRESS Caution Light ......................................................... On RUD PRESS Caution Light ................................................................. On Rudder Pedals ........................................................... Move left & right

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Check PFCS indicator for full rudder travel. Rudders will not travel to full deflection if flaps are set at 0°.

NOTE

RUD 1 Push Button ........................................................................ OUT Caution lights ....................................................................... Extinguish Repeat for opposite side. ECU Enrichment Valve, 102 series– (first flight) ....................................Test Power Levers .......................................................................... FLT IDLE Condition Levers .................................................... START & FEATHER After a battery start it will be necessary to move the #2 propeller back to the Start Feather to perform the ECU Enrichment Valve test. Ref QRH 1.2.

Engine ECU Mode Switches ..................................................... Manual #1/2 ENG MANUAL Caution Lights....................................... Illuminate NH ....................................................................... Check not below 60% Engine ECU Mode Switches ............................................................. On #1/2 ENG MANUAL Caution Lights................................................. Out NH ............................................................................................. 72-78% Condition Levers...................................................................................MAX Ensure that the area immediately forward of the aircraft is clear of personnel prior to moving the Condition levers to MAX.

NOTE

Steering ................................................................................................... On Spoilers (-102 Series) ............................................................................ TAXI 24-Hour Ice Protection Checks ................................................. As Required Ice protection checks may be accomplished in the air if the flight is departing in VMC. If icing is expected, the checks must be accomplished on the ground.

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At a minimum, Ice Protection checks shall be accomplished once per week. Accomplishment of this check will be recorded in the comments section of the flight log.

Valve Heat Switch ............................................................ VALVE HEAT

NOTE

Airframe Auto Test Selector .........................................................................................FAST • 6 seconds each segment, followed by 24 sec dwell. • Wing and Tail segments on in order. • Check that DEICE PRESS indicator fluctuates in phase with indicator lights. • Check visually that engine intake boots inflate with proper wing boot. • Observe sequence restart after dwell period. Selector .......................................................................................... OFF Once Auto is selected, timer will continue entire sequence to completion.

Airframe Manual Test • Manually select each segment and check for segment indicator light on. Valve Heat Switch .......................................................................... OFF

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Prop Heat Test

CAUTION

Do not hold PROP TEST Switch at TEST for more than one cycle without a 60 second dwell time between cycles.

Power levers...................................................................... Set 900 rpm PROP TMR Selector #1 .....................................................ABOVE -10°C PROP TEST Switch ......................................................................... TEST • Segment lights indicate – 1, 3, 2, 4 • 10 seconds each segment. • 30 seconds between segment 4 out and segment 1 on again. Wait 60 seconds before testing BELOW-10°C setting.

NOTE

PROP TMR Selector #2 .................................................... BELOW -10°C • Segment lights indicate – 1, 3, 2, 4 • 20 seconds each segment. Prop Test Switch....................................................................... Release PROP TMR Selector ........................................................................ OFF When Prop Timer is selected OFF, it will restart at same point when reactivated.

Power Levers ........................................................................... FLT IDLE Elevator Horn Heat Test ELEV HORN Switch ........................................................... Hold at TEST • L/R ELEV HORN HEAT caution lights on for 2 seconds, then out when heat is activated.

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NOTE

Engine Intake Bypass Doors Test Engine Intake Bypass Door Push Buttons .................................... Press • Check CLOSED advisory lights illuminate and OPEN/HTR advisory lights extinguish. Engine Intake Bypass Door Push Buttons .................................... Press • Check OPEN/HTR advisory lights illuminate after 35-40 seconds. The HTR advisory light may not illuminate if SAT is greater than 15°.

Call for “AFTER START” Checklist

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3.8.6

First Officer’s Flow Pattern

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3.8.7

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First Officer’s Expanded Procedure

NOTE

Flaps .................................................................................. Set ___ Degrees FLAP PWR Caution Light may illuminate intermittently if the propellers are still in feather or in transition out of feather.

NOTE

Autofeather & Power Uptrim - (first flight) .......................................Tested Condition Levers ...........................................................................MAX Power Levers ........................................................................... FLT IDLE Autofeather Push Button .......................................................... SELECT Autofeather Test Switches ...................................... TEST 1 and TEST 2 ARM Light .....................................................................Illuminates NH ...................................................... decrease approximately 3% Torque Indicators .......................................... increase above 50% #1 Test Switch ............................................................... OFF (Release) PWR UPTRIM Light ................................................................... On # 1 Alternate Feather Light ............... Illuminates (3 seconds after PWR UPTRIM Light Illuminates ARM Light ................................................................................ Out #1 Engine ......................................................... Propeller Feathers & Torque drops to flight idle #2 Engine NH .................................... increases approximately 1% #2 Test Switch ................................................................ OFF (Release) Repeat test on opposite side Autofeather Push Button ..................................................................... OUT Autofeather Push Button ................................................................. SELECT Engine Instruments ........................................................................ Checked The AC system will not energize until the Captain has moved the condition levers out of START & FEATHER and the Autofeather & Power Uptrim Test is complete. Note that RPM stabilizes above the yellow arc. The flow will be held temporarily until this condition is met.

AC Generators ................................................................................ Both On AC System....................................................................................... Checked

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Bleeds ............................................................... Recirc(s) &Bleeds On/MAX Setting the Bleed Control Rheostat to MAX too quickly will result in a pressurization spike; the FO shall rotate the knob at a reasonable rate to the MAX position.

Temp Controls ................................................................................ Both Set Mission Equipment .......................................................................... FLIGHT MANUAL PTU ........................................................................................Test MANUAL PTU SEL Switch ............................................................ Press HYD POWER TRANSFER Advisory Light ...............................illuminates MANUAL PTU SEL Switch ............................................................. Press HYD POWER TRANSFER Advisory Light ............................ extinguishes Standby Hydraulic Pressure ......................................... Both On & Checked Main Hydraulic Pressure & Quantity ..................................... Both Checked Auxiliary Pumps .............................................................................. Both On ALE/AAR-47 ................................................................................... STBY/ON De-ice Pressure .............................................................................. Checked Aux Fuel Transfer ..................................................................... As Required Accomplish “AFTER START” Checklist

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DHC-8 Standard Operating Procedures Amendment No. 2013-03

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REPLACES SECTION 3.9 OF THE DASH 8 SOP

3.9.1

Ground Communication for Ramp Operations General Good communication is critical to safe operations during any ramp operations. Pilots and ground personnel must use standard phraseology and hand signals to ensure safe operations. The forward ICS ground communications station shall be utilized by a Headset Operator whenever possible. If the aircraft is not equipped for ICS ground communications, the standard hand signals found in section 3.9.3 shall be used provided the Captain and the Ground Crew on duty have completed a safety briefing on hand signal use. For the purposes of this section towing refers to aircraft movement either forward or aft without engines running. Pushing back with engines running is a separate procedure altogether from towing.

NOTE

3.9

Dynamic Aviation does not authorize the use of powerplant reversing systems for rearward taxi.

CAUTION

When towing the aircraft without engines running, the Landing Gear Pins and Nose Gear Lock must be installed and engaged. Failure to do so may cause the landing gear to collapse.

CAUTION

The aircraft must be towed to the final startup location and the parking brake set prior to commencing a Before Start checklist.

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3.9.2

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Engine Start with Ground ICS

Forward Headset Operator Performs Final Checks: All service doors and panels are secured, unnecessary GSE and ground personnel are clear, (if GPU start) GPU connected, chocks in place. ROGER BRAKES SET, FINAL CHECKS COMPLETE, START AT WILL or STANDBY FOR FINAL CHECKS

Flight Crew (Captain Communicates) Completes Before Start Checklist and selects channel #7 on both cockpit ACUs. Once Headset Operator is plugged in and listening: READY FOR START, FINAL CHECKS, BRAKES ARE SET

After final checks complete and start approval received: STARTING SEQUENCE IS 2 THEN 1, TURNING NUMBER 2 NUMBER 2… GOOD START ON 2 or ABORT START (state reason for start abort as soon as possible) NUMBER 1… GOOD START ON 1 or ABORT START

After successful start of Number 2 engine: TURNING 1

After external power switch off: DISCONNECT GPU AND REMOVE CHOCKS GPU DISCONNECTED AND CHOCKS REMOVED

CHEERIO Move to location clear of aircraft left or right and WAIT FOR THUMBS UP FROM FLIGHT CREW PRIOR TO TAXI; respond with thumbs up meaning a final ALL CLEAR

CLEARED OFF HEADSET GO TO HAND SIGNALS – AU REVOIRE or refer to paragraph 3.9.3 (Pushback Engines Running) Signal ground crew with thumbs up and WAIT FOR GROUND PERSONNEL TO RECIPRICATE prior to commencing taxi

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3.9.3

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Pushback Engines Running

Ground Crew

Flight Crew (Captain Communicates)

When ready for brake release: COPY READY FOR PUSH, RELEASE BRAKES

Flight Crew confirms nosewheel steering is OFF READY FOR PUSHBACK Always have propeller(s) feathered while aircraft is under tow. CONFIRM BRAKES RELEASED

COMMENCING PUSHBACK After completion of pushback: PUSHBACK COMPLETE, SET BRAKES BRAKES SET After parking brake is confirmed set, ground personnel will remove the tow bar TOWBAR REMOVED CLEARED OFF HEADSET GO TO HAND SIGNALSAU REVOIRE CHEERIO Move to location clear of aircraft left or right and WAIT FOR THUMBS UP FROM FLIGHT CREW PRIOR TO TAXI; respond with thumbs up meaning ALL CLEAR

Signal ground crew with thumbs up and WAIT FOR GROUND PERSONNEL TO RECIPRICATE prior to commencing taxi

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DHC-8 Standard Operating Procedures Amendment No. 2013-03

NOTE

The aircraft shall not be moved, taxied or tugged (engines running or not), until the PIC has received confirmation from the Mission Commander (MC) that the cabin is set to Condition One.

If the Captain deems it necessary and wishes to reestablish ICS communications with the Ground Crew after all connections have been removed, the Captain will flash an appropriate Landing or Flare light several times. The Ground Crew should then plug in the ICS connection and reestablish voice communications.

NOTE

CAUTION

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Ground Crew shall ensure that the Landing Gear Pins are stowed on board the aircraft and that the Nose Gear Lock is disengaged after pushing or towing. Gear Pins and Nose Gear Lock may be stowed prior to push back if the engines are running during the push back.

AFFIRMATIVE (ALL CLEAR)

NEGATIVE (NOT CLEAR)

INSERT CHOCKS

REMOVE CHOCKS

BRAKES

DHC-8 Standard Operating Procedures Amendment No. 2013-01

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REPLACES PAGE 130 OF THE DASH 8 SOP 3.10 Taxi 3.10.1

General This flow and checklist is purposefully limited in scope to reduce distractions and allow the crew to maintain situational awareness while the aircraft is moving. The flight crew’s primary task is to safely taxi the aircraft and they should not be diverted from this task. Therefore, if necessary, the PF will stop the aircraft and set the parking brake to facilitate the safe execution of any required cockpit duties. While the aircraft is moving, the PF may not perform any duties other than those required to safely taxi the aircraft. All switch and configuration changes will be performed by the PM. If a checklist is completed while moving on the ground the FO will read back all checklist items other than the takeoff briefing. The takeoff briefing shall be completed with the aircraft stopped and parking brake set. During all surface movement sterile cockpit procedures shall be maintained and at least the PF will maintain a visual scan of the outside environment. At no time will execution of flows or checklists be permitted to interfere with crew situational awareness. At all intersections, the crew will ensure the intersecting taxiway, road, or runway is clear and state CLEAR LEFT and CLEAR RIGHT as appropriate.

3.10.2

Who

Initiated by the captain; checklist is read by the first officer.

3.10.3

When

At a safe and appropriate point during taxi after runway assignment is issued.

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Captain’s Flow Pattern

No Flow. Captain’s Expanded Procedure

NOTE

NOTE

3.10.5

The Captain will taxi the aircraft with the Control Lock engaged.

Control direction and speed while taxiing using FLT IDLE to DISC range and Steering Tiller or nose wheel steering with minimal use of brakes.

CAUTION

Set the parking brake anytime the aircraft is stopped to prevent inadvertent movement.

Visually clear and announce “CLEAR LEFT” at all taxiways, runways and ramp areas.

NOTE

Exterior Lights ................................................................. Verify Set for Taxi The taxi light should be turned on from just before the aircraft leaves the block under its own power until it comes to a stop in the block. Be courteous to line personnel at night and turn off the taxi light as you are turning to line up for the parking spot.

Flight Instruments ................................................................... Checked L/R • Altimeters (4 – Captain, First Officer, Standby and Cabin Controller BARO) set to local setting and compared to field elevation. • Directional indicators turning in proper directions and indicating known headings.

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• • •

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Compass conforms to known heading. Ball opposite the direction of turn. No failure messages on EADI or EHSI. Call for “TAXI” Checklist

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3.10.6

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First Officer’s Flow Pattern

No Flow.

3.10.7

First Officer’s Expanded Procedure Visually clear and announce “CLEAR RIGHT” at all taxiways, runways and ramp areas.

NOTE

Exterior Lights ........................................................................... Set for Taxi The taxi light should be turned on from just before the aircraft leaves the block under its own power until it comes to a stop in the block. Be courteous to line personnel at night and turn off the taxi light as you are turning to line up for the parking spot.

Flight Instruments ................................................................... Checked L/R • Altimeters (4 – Captain, First Officer, Standby and Cabin Controller BARO) set to local setting and compared to field elevation. • Directional indicators turning in proper directions and indicating known headings. • Compass conforms to known heading. • Ball opposite the direction of turn. • No failure messages on EADI or EHSI. Accomplish “TAXI” Checklist

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3.11 Before Takeoff To The Line 3.11.1

General

NOTE

This flow and checklist are used to ensure the aircraft is ready for takeoff. These items may be completed any time before departure but no later than after receiving takeoff clearance. If next for departure, the entire Before Takeoff procedure may be completed at one time, keeping in mind that all of the checklist items must be completed prior to calling for the checklist.

3.11.2

When appropriate, the entire Before Takeoff procedure may be completed prior to calling for the checklist.

Who

Initiated by the Pilot Flying; checklist is read by the Pilot Monitoring.

3.11.3

When Prior to receiving takeoff clearance.

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3.11.4

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Captain’s Flow Pattern No Flow.

3.11.5

Captain’s Expanded Procedure As Pilot Flying

Flight Director......................................................................................... Set (Select modes - GA, HDG or NAV, ALT SEL) Call for or accomplish “BEFORE TAKEOFF TO THE LINE” Checklist

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3.11.6

First Officer’s Flow Pattern

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3.11.7

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First Officer’s Expanded Procedure As Pilot Flying

Flight Director......................................................................................... Set (Select modes - GA, HDG or NAV, ALT SEL) Cabin .................................................................................... Condition Two

NOTE

FO MC, FLIGHT: SET CONDITION TWO

MC FLIGHT, MC: CONDITION TWO IS SET Mission Crew has completed all Pre-Departure preparations and is ready for takeoff.

During departure phase all crew should be at high level of alertness and observation, ready to respond to any perceived threats. Sterile aircraft procedures are in effect during Condition Two and all communications shall be directed through the Intercom System (IC net).

Ignition ...................................................................................... Both AUTO Caution/Warning Lights ................................................................. Checked

Call out any abnormal lights, the PARK BRAKE Caution Light is often illuminated at this time and may be acknowledged verbally.

AFCS & Yaw Damper ............................................................... Tested & Set • Yaw Damper ON. • Select R AFCS on Advisory Display and note YD change to right side on FGC. • Select L AFCS on Advisory Display and note YD change to left side on FGC. Engine Instruments ........................................................................ Checked

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Aux Fuel Transfer ....................................................................... Off/Closed TCAS/XPDR ............................................................................................. Set Call for or accomplish “BEFORE TAKEOFF TO THE LINE” Checklist

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3.12 Before Takeoff Below The Line 3.12.1

General

NOTE

This flow and checklist is used to ensure the aircraft is ready for takeoff. These items may be completed any time before departure but normally no later than prior to entering the runway for takeoff. If circumstances dictate, the Before Takeoff Below The Line checklist may be accomplished while the aircraft is lining up on the departure runway. Also if next for departure, the entire Before Takeoff procedure may be completed at one time (both the above the line items and the below the line items), keeping in mind that all of the checklist items must be completed prior to calling for the checklist.

3.12.2

When appropriate, the entire Before Takeoff procedure may be completed prior to calling for the checklist.

Who

Initiated by the Pilot Flying; checklist is read by the Pilot Monitoring.

3.12.3

When

Normally will occur no later than immediately prior to entering the runway for takeoff. The takeoff brief should be complete prior to calling for the checklist. If circumstances dictate, the Before Takeoff Below The Line checklist may be accomplished while the aircraft is lining up on the departure runway.

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3.12.4

Captain’s Flow Pattern

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3.12.5

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Captain’s Expanded Procedure As Pilot Flying

NOTE

Takeoff Briefing ............................................................................ Complete Reference Takeoff Briefing section 2.2.11.4

NOTE

Ice Protection ......................................................................................... Set Spoilers (-102 series) ........................................................................ FLIGHT T/O FLAP (-202/-315 Series) ..................................................... As Required The -202 and -315 series aircraft incorporate a Takeoff Flap Configuration push button that resets the takeoff warning horn to allow Flaps 0 takeoffs. The CA shall select T/O FLAP to 0 if a flaps 0 takeoff is required.

NOTE

Takeoff Configuration .................................................................... Checked • Trim • Parking Brake • Condition Levers • Flaps • ECU The -102 series aircraft incorporates a takeoff configuration test switch. This switch shall be used to ensure proper configuration is set for takeoff. For the -202/-315 series, visually verify that the aircraft is configured correctly (trim, parking brake, condition levers, flaps and ECU).

CAUTION

Verifying takeoff configuration by pressing the Torque Gauge Test Button is not authorized as it will cancel underspeed governing and possibly remove power to the Mission Bus.

Call for or accomplish “BEFORE TAKEOFF BELOW THE LINE” Checklist

DHC-8 Standard Operating Procedures

3.12.6

First Officer’s Flow Pattern

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3.12.7

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First Officer’s Expanded Procedure As Pilot Flying

NOTE

Takeoff Briefing ............................................................................ Complete Reference Takeoff Briefing section 2.2.11.4

NOTE

Bleeds .............................................................................. MIN/As Required • Bleed Air Flow Control full counterclockwise. • Bleed Air Control Switches Set as briefed. Bleeds may be selected to MIN and left on for takeoff in accordance with AFM Supplement 21. WAT/Runway Length limitations shall be considered.

Exterior Lights ...................................................................... Set for Takeoff ALE-47 ................................................................................................. MAN Safety Pin...................................................................................... Removed Flight Controls ............................................................ Unlocked & Checked

WARNING

Maintain positive control of the Yoke until the aircraft is lined up on the departure runway. Shifts in wind direction or movement of the power levers may move the flight controls suddenly if they are not held firmly in place.

Call for or accomplish “BEFORE TAKEOFF BELOW THE LINE” Checklist

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3.13 Takeoff 3.13.1

General

This flow is to ensure that the crew completes the required operations during the initial climb segment and completes the appropriate checklists.

3.13.2

Who

The Pilot Flying is solely responsible for positive control of the aircraft and in that manner should focus on flying the aircraft and responding appropriately to callouts.

3.13.3

When

During the takeoff and initial climb segment.

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3.13.4

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Takeoff Callouts & Procedure After lining up with the runway centerline the Pilot Flying will confirm appropriate runway by noting runway markings and cross checking aircraft heading indicators.

PF Advance Power Levers to approximately 60% TQ SET TAKEOFF POWER, guards power levers until V1 is reached

PM AUTOFEATHER ARM

Sets Briefed Takeoff Power TAKEOFF POWER SET 60 KTS

CHECK V1 ROTATE, guards power levers with Confirms airspeed, removes hand from Power Levers and rotates GEAR UP

Accelerates to VFRI FLAPS ZERO, CLIMB TO THE LINE SET IAS ____

hand

POSITIVE RATE Selects gear up GEAR UP SAFE ALTITUDE VFRI Sets Flaps to Zero, Performs Climb Flow Sets IAS ___ IAS SET ___ Reads Climb Checklist CLIMB TO THE LINE

DHC-8 Standard Operating Procedures

3.13.5

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Takeoff Profile

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3.14 Climb To The Line 3.14.1

General

This flow and checklist is to ensure that the crew completes the required operations during the climb segments and completes the appropriate required items.

3.14.2

Who

Initiated by the Pilot Flying; checklist is read by the Pilot Monitoring.

3.14.3

When

Following gear and flap retraction, the climb flows should be completed at any point above the briefed Safe Altitude (No lower than 400’ AGL) when workload permits.

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3.14.4

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Pilot Flying’s Flow Pattern

Maintain aircraft control.

3.14.5

Pilot Flying’s Expanded Procedure

Maintain aircraft control.

NOTE

T/O FLAP (-202/-315 series) .............................................................. NORM Due to the location of the T/O FLAP push button it will always be verified and manipulated by the Captain regardless of crew duty.

Call for “CLIMB TO THE LINE” Checklist

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3.14.6

Pilot Monitoring’s Flow Pattern

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3.14.7

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Pilot Monitoring’s Expanded Procedure

NOTE

Verify retraction of the landing gear via positive indications on the landing gear display panel.

NOTE

Landing Gear ................................................................................ Select UP

The flow in section 3.14.6 begins at flaps due to the normal delay between landing gear retraction and flap retraction.

Flaps .......................................................................................... Select Zero Confirm that flaps have fully retracted.

NOTE

T/O FLAP (-202/-315 series) .............................................................. NORM Due to the location of the T/O FLAP push button it shall always be verified and manipulated by the Captain regardless of crew duty.

Bleeds .................................................................................... Both On/MAX Select the rotating Bleed adjustment knob to MAX slowly and smoothly as a fast adjustment can result in pressurization spikes.

Aux AC ...................................................................................... As Required

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NOTE

Lights .......................................................................................Set for Climb Cabin Altitude................................................................................. Checked Ensure the Cabin is pressurizing, indicated by rising cabin differential (within limits).

Ice Protection ........................................................................... As Required

CAUTION

If in icing conditions, turn the Airframe Anti-Ice On and ensure that the Prop Anti-Ice is functioning normally. Keep in mind Variable Frequency AC Load limits if the mission equipment is operating in conjunction with the Prop Anti-Ice.

ALE-47 ................................................................................................ AUTO Aux Fuel Transfer ..................................................................... As Required

NOTE

If the Auxiliary Fuel Tanks are being utilized, transfer of fuel to the Main Tanks shall begin immediately.

Due to the location of the Aux Fuel Transfer panel it will always be manipulated by the First Officer regardless of crew duty.

NOTE

Standby Hydraulic Pressure .............................................................. NORM This will result in the Standby Hydraulic Pressure gages dropping to zero. This is normal.

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Autofeather ............................................................................................ Off

WARNING

It is imperative to turn the Autofeather Off prior to selecting ECU to NORM/MCL and moving the power levers. Reversing this procedure may result in an unscheduled Propeller feathering.

Tank Aux Pumps ............................................................................Both OFF ECU Select .............................................................................. NORM (-102) ........................................................................................... MCL (-202/-315) Power ..................................................................................................... Set Set climb power based on the Airplane Flight Manual or applicable Flight Manual Supplement.

CAUTION

Do not exceed Normal Engine Temperature Limitations.

Engine Instruments ............................................................................ Check Synchrophase ......................................................................................... ON

CAUTION

Ensure that the propeller RPM is set within 20 RPM of each other. If further propeller adjustments are subsequently required, turn the Synchrophase OFF, adjust Propeller RPM them turn the Synchrophase back On.

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3.15 Climb Below The Line 3.15.1

General

This flow and checklist is to ensure that

3.15.2

Who

Initiated by the Pilot Flying; checklist is read by the Pilot Monitoring.

3.15.3

When

No later than crossing through transition altitude.

3.15.4

Pilot Flying’s Flow Pattern

Maintain aircraft control.

3.15.5

Pilot Flying’s Expanded Procedure

Maintain aircraft control. Call for “CLIMB BELOW THE LINE” Checklist

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Pilot Monitoring’s Flow Pattern

No Flow.

3.15.7

Pilot Monitoring’s Expanded Procedure

ABOVE 4,000’ AGL (or higher altitude at PIC discretion) Cabin ................................................................................. Condition Three

NOTE

PM MC, FLIGHT: SET CONDITION THREE

MC FLIGHT, MC: CONDITION THREE IS SET

The bulk of the mission shall be conducted in the Condition Three. In the event of an emergency the default action is to set Condition Two and execute Emergency Procedures as required.

10,000’ MSL Lights ...................................................................................................... Set Transition Altitude Altimeters ......................................................................................... Set L/R Accomplish “CLIMB BELOW THE LINE” Checklist

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3.16 Cruise 3.16.1

General

This flow and checklist is to ensure that the crew completes the procedures required to establish cruise flight.

3.16.2

Who

Initiated by the Pilot Flying; checklist is read by the Pilot Monitoring.

3.16.3

When

When established in the first cruise portion of the flight.

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Pilot Flying’s Flow Pattern

Maintain aircraft control.

3.16.5

Pilot Flying’s Expanded Procedure

Maintain aircraft control.

NOTE

Either crewmember may set the power at the discretion of the Pilot Flying.

NOTE

Power settings can vary dependent on mission requirements. For reposition flights reference the Cruise Torque charts in the Flight Manual Supplement.

NOTE

Power ..................................................................................................... Set

Propeller RPM will be set to 900 RPM for normal cruise.

Fuel System ........................................................................................ Check

NOTE

Ensure fuel is being transferred from the auxiliary tanks as required.

If transferring fuel side to side is required, the Speed Cards include a page labeled FUEL XFR. Open the Speed Cards to this page and display in a prominent position as a reminder that fuel is being transferred.

Call for “CRUISE” Checklist

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Pilot Monitoring’s Flow Pattern

No Flow.

3.16.7

Pilot Monitoring’s Expanded Procedure

NOTE

Either crewmember may set the power at the discretion of the Pilot Flying.

NOTE

Power settings can vary dependent on mission requirements. For reposition flights reference the Cruise Torque charts in the Flight Manual Supplement.

NOTE

Power ..................................................................................................... Set

Propeller RPM will be set to 900 RPM for normal cruise.

Engine Instruments ............................................................................ Check ECU Select (-202 and -315 Series) ........................................................ MCR Fuel System ........................................................................................ Check

NOTE

Ensure fuel is being transferred from the auxiliary tanks as required.

If transferring fuel side to side is required, the Speed Cards include a page labeled FUEL XFR. Open the Speed Cards to this page and display in a prominent position as a reminder that fuel is being transferred.

Accomplish “CRUISE” Checklist

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3.17 Descent 3.17.1

General

This flow and checklist is used to ensure that all items in the cockpit are set for the descent.

3.17.2

Who

Initiated by the Pilot Flying; checklist is read by the Pilot Monitoring.

3.17.3

When

Prior to the Top of Descent the crew shall obtain the current ATIS and brief the runway and approach in use. The descent procedure may be accomplished prior to Top of Descent but no later than immediately after descending through the transition altitude, at which point the checklist shall be accomplished.

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Pilot Flying’s Flow Pattern

Maintain aircraft control.

3.17.5

Pilot Flying’s Expanded Procedure

Maintain aircraft control.

NOTE

Altimeter .......................................................................Set to Local Setting The primary altimeters shall not be set to local settings until the aircraft has descended through the transition level.

NOTE

Approach .............................................................................................. Brief Reference 2.2.11.6 for Approach Briefing guidance.

Call for “DESCENT” Checklist

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Pilot Monitoring’s Flow Pattern

No flow.

3.17.7

Pilot Monitoring’s Expanded Procedure

NOTE

Altimeter .......................................................................Set to Local Setting The primary altimeters shall not be set to local settings until the aircraft has descended through the transition level.

Cabin Altitude......................................................................................... Set Ice Protection ........................................................................... As Required Approach/Landing Briefing ................................................ Reviewed & Set Ensure V Speeds are properly bugged on the airspeed indicator.

Accomplish “DESCENT” Checklist

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3.18 Approach 3.18.1

General

This flow and checklist is used to ensure that the crew completes the required procedures and configures the aircraft properly in preparation for descent and arrival at the destination.

3.18.2

Who

Initiated by the Pilot Flying; checklist is read by the Pilot Monitoring.

3.18.3

When

May be accomplished immediately after the Descent checks but no later than: • When IFR, prior to the Initial Approach Fix. • When VFR, prior to entering the traffic pattern. Generally, the Approach expanded procedure and checklist shall be accomplished as early possible.

3.18.4

Pilot Flying’s Flow Pattern

Maintain aircraft control.

3.18.5

Pilot Flying’s Expanded Procedure

Maintain aircraft control.

NOTE

Aux Fuel Transfer ...................................................................... OFF/Closed Due to the location of the Aux Fuel Transfer panel it will always be manipulated by the First Officer regardless of crew duty.

Call for “APPROACH” Checklist

DHC-8 Standard Operating Procedures

3.18.6

Pilot Monitoring’s Flow Pattern

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Pilot Monitoring’s Expanded Procedure

Cabin .................................................................................... Condition Two PM

MC, FLIGHT: SET CONDITION TWO

MC FLIGHT, MC: CONDITION TWO IS SET

NOTE

Exterior Lights ..................................................................... Set for Landing Caution/Warning Lights ................................................................. Checked ECU Select ............................................................................................. TOP Aux Pumps............................................................................................... On Standby Hydraulic Press & Quantity ....................................... On/Checked Aux Fuel Transfer ...................................................................... OFF/Closed Due to the location of the Aux Fuel Transfer panel it will always be manipulated by the First Officer regardless of crew duty.

GPWS LDG FLAP (-315 series)................................................... As Required Accomplish “APPROACH” Checklist

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3.19 Approach Profiles 3.19.1

General Procedures

NOTE

The DESCENT and APPROACH checklists shall be completed prior to the initial approach fix or intercepting final approach course when on ATC vectors. The PAR approach differs in that the flight crew is required to configure the aircraft and complete the checklist prior to intercepting the final approach course. The airspeed should be 150 KIAS prior to flap and gear configuration and final descent. Normal approach speed is 120 KIAS and will be maintained until DA or MAP. Once visual contact with the runway is made, 120 KIAS will be maintained until the point at which the aircraft must begin decelerating to reach VREF at 50’ AGL.

3.19.2

3.19.2.1

Missed Approach configuration remains the same for Precision and Non-precision approaches.

Stabilized Approach Criteria General

The aircraft should be fully configured for landing no later than 400’ AGL allowing the pilot to focus on glide path, centerline, airspeed control, runway environment hazards, touchdown zone and runway exit plan in a fully stabilized aircraft. High descent rates, major airspeed corrections and airplane reconfigurations near the ground all detract from that primary focus. 3.19.2.2

Conditions

Conditions may exist, such as turbulence or wind shear, which could easily require greater power adjustments than stated below. During the initial descent, ATC requirements or certain higher threat environments may call for higher speeds and descent rates. However, by reaching 400’ AGL, transition to the stabilized approach should be complete.

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Go Around

Deviations from stabilized flight criteria that are not corrected immediately require that a go around be executed immediately. 3.19.2.4

Circling Approach

If executing a circling approach, the PF will stay at the MDA until a normal descent to landing can be made. The PF will call LEAVING MDA prior to starting the descent. Turning final approach, the PF will call LANDING BELOW THE LINE and complete the LANDING CHECKLIST if it has not been completed already.

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3.19.2.5 Requirements A. Aircraft Configuration • Landing Gear selected down no later than the FAF on a straight in instrument approach, or 1000 feet AGL on a visual approach or circle to land. • No major configuration changes (e.g. flaps) below 400’ AGL. B. Glidepath • Established on glide path, when available (VASI, PAPI or electronic glide slope). C. Descent Rate • Unless briefed otherwise, not more than 1,000 fpm. Descent rates in excess of 1000 fpm indicate that the aircraft is either in an inappropriate position for the approach, or that a tailwind is in excess of reasonable limits for the approach. Excessive tailwind on the approach typically indicates either the aircraft will land with an unacceptable tailwind or a strong windshear will be encountered prior to reaching the runway. D. Airspeed • 120 knots until in visual conditions on final • Once in visual conditions on final airspeed will be gradually reduced to cross the threshold at VREF. E. Power • No sudden, major changes in power to maintain airspeed and glidepath.

Approach Callouts

NOTE

3.19.3

Reference section 2.2.11.5

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3.19.4

Precision Approach Profile

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3.19.5

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3.19.6

Visual Approach and Landing Profile

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3.20 Landing To The Line 3.20.1

General

NOTE

This flow and checklist is used to configure the aircraft for landing.

3.20.2

When appropriate, the entire Landing procedure may be completed prior to calling for the checklist.

Who

Initiated by the Pilot Flying; checklist is read by the Pilot Monitoring.

3.20.3

When

As soon as practical after extending the landing gear.

3.20.4

Landing Callouts & Procedure PF

GEAR DOWN

PM Verifies Speeds, Selects landing gear down SPEED CHECKS, GEAR DOWN

FLAPS 15 SPEED CHECKS, FLAPS 15 LANDING TO THE LINE or LANDING CHECKLIST

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Pilot Flying’s Flow Pattern

NOTE

Maintain aircraft control.

Pilot Flying’s Expanded Procedure

NOTE

3.20.6

Reference Landing Callouts & Procedure section 3.20.4

Reference Landing Callouts & Procedure section 3.20.4

Call for “LANDING TO THE LINE” Checklist

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Pilot Monitoring’s Flow Pattern

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Pilot Monitoring’s Expanded Procedure

NOTE

Landing Gear ........................................................................... Select Down Synchrophase ........................................................................................ OFF Flaps ....................................................................................................... Set Condition Levers...................................................................................MAX At the discretion of the PF, Condition Levers may be set to MAX prior to selecting Flaps if the profile requires.

Aux AC ................................................................................................... OFF Accomplish “LANDING TO THE LINE” Checklist

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3.21 Landing Below The Line 3.21.1

General

NOTE

This flow and checklist is used ensure that the aircraft is fully configured for landing.

3.21.2

When appropriate, the entire Landing procedure may be completed prior to calling for the checklist.

Who

Initiated by the Pilot Flying; checklist is read by the Pilot Monitoring.

3.21.3

When

Actions must be performed prior to 400’ AGL. Checklist must be completed prior to 200’ AGL.

3.21.4

Touchdown and Rollout • • • •

Cross the runway threshold at VREF. Touchdown with power levers reducing to FLT IDLE. Aircraft will touchdown within the first third of the runway or go around. Flight crew will not attempt to go around once power levers are placed in reverse.

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Pilot Flying’s Flow Pattern

Maintain aircraft control.

3.21.6

Pilot Flying’s Expanded Procedure

Autopilot ................................................................................................ Off Call for “LANDING BELOW THE LINE” Checklist

3.21.7

Pilot Monitoring’s Flow Pattern

No Flow.

3.21.8

Pilot Monitoring’s Expanded Procedure

NOTE

Bleeds .............................................................................. MIN/As Required Bleeds may be selected to MIN and left on for landing in accordance with AFM Supplement 21.

Flaps .................................................................................... Set for Landing ALE-47 ................................................................................................. MAN Accomplish “LANDING BELOW THE LINE” Checklist

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3.22 Missed Approach / Go Around 3.22.1

General

Pilots must always remain mentally prepared to execute a flight director or raw data go around. Deviations from stabilized flight criteria or lack/loss of visual cues at or below DH or MAP require that a go around be executed immediately. A go around in visual conditions may also be warranted if the visual approach can no longer be continued safely. Goarounds, when properly executed, involve little loss of altitude below the altitude at which the go around is commenced.

3.22.2

Who

Procedure initiated by either pilot, checklist initiated by Pilot Flying; read by Pilot Monitoring.

3.22.3

When

As soon as practical after a Go Around or Missed Approach is initiated.

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Missed Approach / Go Around Callouts & Procedure PF

PM GO AROUND

Selects GA mode Advances Power Levers toward MTOP MAX POWER, FLAPS UP ONE NOTCH

GEAR UP, HDG, ALT SEL

Accelerates toward VFRI FLAPS ZERO, MISSED APPROACH/GO AROUND CHECKLIST SET IAS ___

Sets power to MTOP, Selects Flaps up one notch MAX POWER SET, FLAPS UP ONE NOTCH POSITIVE RATE Selects Gear Up, Selects HDG, ALT SEL GEAR UP, HDG, ALT SEL SAFE ALTITUDE VFRI Selects Flaps Zero, Performs Missed Approach/Go Around flow SETS IAS____ IAS SET____ Reads Missed Approach/Go Around Checklist MISSED APPROACH/GO AROUND CHECKLIST COMPLETE

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Pilot Flying’s Flow Pattern

NOTE

Maintain aircraft control.

3.22.6

Reference Missed Approach / Go Around Callouts & Procedure section 3.22.4

Pilot Flying’s Expanded Procedure

NOTE

Maintain aircraft control. Reference Missed Approach / Go Around Callouts & Procedure section 3.22.4

Call for “MISSED APPROACH/GO AROUND” Checklist

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Pilot Monitoring’s Flow Pattern

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Pilot Monitoring’s Expanded Procedure

NOTE

3.22.8

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Reference Missed Approach / Go Around Callouts & Procedure section 3.22.4

NOTE

Verify retraction of the landing gear via positive indications on the landing gear display panel.

NOTE

Landing Gear ................................................................................ Select UP

The flow in section 3.14.6 begins at flaps due to the normal delay between landing gear retraction and flap retraction.

Flaps .......................................................................................... Select Zero Confirm that flaps have fully retracted.

Power ..................................................................................................... Set Synchrophase ......................................................................................... ON Bleeds .................................................................................... Both On/MAX ALE-47 ................................................................................................ AUTO Accomplish “MISSED APPROACH/GO AROUND” Checklist

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3.23 After Landing To The Line 3.23.1

General

NOTE

This flow and checklist is used to ensure that the aircraft is properly reconfigured after landing.

3.23.2

When appropriate, the entire After Landing procedure may be completed prior to calling for the checklist.

Who

Initiated by the captain; checklist is read by the first officer.

3.23.3

When

As soon as practical after exiting the runway.

3.23.4

Captain’s Flow Pattern

No Flow.

Captain’s Expanded Procedure

NOTE

3.23.5

CA YOU HAVE THE TOPS

It is permissible to engage the control locks at any time below 60 KIAS while on the runway; however conditions may require delaying this action until clear of the runway environment. This action is at the discretion of the PIC. FO Takes control of the Yoke, engages the control lock. I HAVE THE TOPS, CONTROL LOCK VERIFIED AND ON

NOTE

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The CA’s command of YOU HAVE THE TOPS indicates that positive directional control of the aircraft shall now be maintained via the tiller.

Radar .............................................................................................. Standby Call for “AFTER LANDING TO THE LINE” Checklist

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First Officer’s Flow Pattern

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First Officer’s Expanded Procedure

NOTE

Control Lock ........................................................................................... ON As soon as practical after touchdown and decelerating through 60 knots, at the discretion of the Captain, push the control column full forward and engage the Control Lock. This will prevent inadvertent control movement during surface movement and possible crewmember injury.

WARNING

NOTE

CA YOU HAVE THE TOPS

Ensure that the control lock is engaged, DO NOT mistakenly engage the parking brake at this time.

FO Takes control of the Yoke, engages the control lock. I HAVE THE TOPS, CONTROL LOCK VERIFIED AND ON The CA’s command of YOU HAVE THE TOPS indicates that positive directional control of the aircraft shall now be maintained via the tiller.

Bleeds ....................................................................................... As Required ALE/AAR-47 ........................................................................................... OFF Safety Pin........................................................................................Installed

Accomplish “AFTER LANDING TO THE LINE” Checklist

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3.24 After Landing Below The Line 3.24.1

General

This flow and checklist is used to ensure that the aircraft is properly reconfigured after landing.

3.24.2

Who

Initiated by the captain; checklist is read by the first officer.

3.24.3

When

As soon as practical after exiting the runway.

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Captain’s Flow Pattern

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3.24.5

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Captain’s Expanded Procedure

Spoilers (-102 series) ............................................................................ TAXI Main Bus Tie ............................................................................................TIE Ice Protection ........................................................................................ OFF Call for “AFTER LANDING BELOW THE LINE” Checklist

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First Officer’s Flow Pattern

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First Officer’s Expanded Procedure

Cabin .................................................................................... Condition One FO MC, FLIGHT: SET CONDITION ONE

MC FLIGHT, MC: CONDITION ONE IS SET

Flaps ...................................................................... Set & Indicating 0° or 5° TCAS/XPDR ................................................................................. HOLD/OFF Aux Pumps.....................................................................................Both OFF Engine Intake Bypass Doors ..................................................... As Required Yaw Damper ........................................................................................... Off Exterior Lights ........................................................................... Set for Taxi Accomplish “AFTER LANDING BELOW THE LINE” Checklist

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3.25 Parking To The Line 3.25.1

General

3.25.2

NOTE

When appropriate, the Parking procedure may be completed at one time if all items are complete prior to calling for the checklist.

NOTE

This checklist and flow is used to ensure that the aircraft is properly shut down.

An abbreviated shutdown flow may be used on a congested ramp; however the full checklist must be complied with afterward.

Who

Initiated by the captain; checklist is read by the first officer.

3.25.3

When

As soon as practical after parking the aircraft.

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Captain’s Flow Pattern

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Captain’s Expanded Procedure

NOTE

Parking Brake ...................................................................................... PARK Steering ................................................................................................. OFF EFIS Lights..............................................................................................DIM Fully Dim the EADI, EHSI, Flight Guidance Display, Multi-Function Display, IVSI, Turn the FMSs off, Turn the GPSs off.

Call for “PARKING TO THE LINE” Checklist

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First Officer’s Flow Pattern

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First Officer’s Expanded Procedure

NOTE

Exterior Lights .......................................................................... As Required Emergency Lights .................................................................................. OFF Oxygen Pressure ............................................................................... ___ lbs EFIS lights ..............................................................................................DIM Fully Dim the EADI, EHSI, Flight Guidance Display, Multi-Function Display, IVSI, Turn the FMSs off, Turn the GPSs off.

Accomplish “PARKING TO THE LINE” Checklist

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3.26 Parking Below The Line 3.26.1

General

This checklist and flow is used to ensure that the aircraft is properly shut down.

3.26.2

Who

Initiated by the captain; checklist is read by the first officer.

3.26.3

When

As soon as practical after parking the aircraft.

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Captain’s Flow Pattern

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Captain’s Expanded Procedure

Power Levers .................................................................................. FLT IDLE Condition Levers........................................................................... FUEL OFF Allow the engines to operate in the Start and Feather position for a minimum of 1 minute prior to selecting the Condition Levers to Fuel Off.

NOTE

Battery Master Main/Aux ..................................................................... OFF Delay this item until the First Officer has completed his/her flow.

Dome Light ............................................................................................ OFF

CAUTION

The Dome Light is on the Hot Battery Bus. Leaving it on for an extended period will drain the batteries.

Call for “PARKING BELOW THE LINE” Checklist

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First Officer’s Flow Pattern

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First Officer’s Expanded Procedure FO

MC FLIGHT, MC: CLEARED TO SHUTDOWN

MC, FLIGHT: ACKNOWLEDGED

Mission Equipment ............................................................................... OFF

CAUTION

Ensure that the Cabin Crew has completed a full shutdown of the Mission Equipment prior to removing Mission Equipment Power. Failure to do so will cause a hard shutdown of the computers and possible loss of data.

AC Generators ...............................................................................Both OFF Temp Control/Bleeds .......................................................... MAN/MIN/OFF Anti-Collision ......................................................................................... OFF Standby Hydraulic Pressure .................................................... Both NORM

WARNING

Both Standby Hydraulic Pressure switches must be placed in the NORM position to prevent possible injury or death of ground support personnel.

Accomplish “PARKING BELOW THE LINE” Checklist

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Chapter 4: Emergency / Abnormal Procedures 4.1.

4.2.

4.3.

4.4.

General .................................................................................................. 204 4.1.1. Purpose ................................................................................... 204 4.1.2. Crewmember Terms and Roles ............................................... 204 4.1.3. Command Responsibility ........................................................ 204 4.1.4. Deviating From Procedures In Emergency Situations ............. 204 4.1.5. Flight Crew Member Incapacitation ....................................... 205 4.1.6. Pilot Flying – Primary Duty ...................................................... 205 4.1.7. Caution/Advisory Light Indications ......................................... 205 4.1.8. Circuit Breakers ....................................................................... 205 4.1.9. ATC & Mission Crew Notification ............................................ 205 4.1.10. Emergency Procedure and Profile Format .............................. 206 4.1.11. Critical Phase of Flight ............................................................. 206 4.1.12. Standardized Terminology ...................................................... 206 Emergency/Abnormal Execution .......................................................... 207 4.2.1. Verification.............................................................................. 207 4.2.2. Execution Order ...................................................................... 207 4.2.2.1. Memory Items ....................................................... 207 4.2.2.2. Quick Reference Checklist ..................................... 208 4.2.2.3. Quick Reference Handbook .................................. 210 Crew Coordination and Communication ............................................... 214 4.3.1. Malfunction / Abnormal Detection......................................... 214 4.3.2. Resetting Warning Lights ........................................................ 215 4.3.3. Emergency / Abnormal Checklist Initiation ............................ 215 Procedures ............................................................................................ 216 4.4.1. Engine Start Emergencies ....................................................... 216 4.4.2. On Ground Emergencies ......................................................... 217 4.4.3. Rejected Takeoff ..................................................................... 219 4.4.4. In Flight Engine Related Emergencies ..................................... 223 4.4.4.1. General .................................................................. 223 4.4.4.2. Engine Failure Recognition.................................... 224 4.4.4.3. Engine Fire Recognition ........................................ 224

DHC-8 Standard Operating Procedures

4.4.5.

4.4.6. 4.4.7. 4.4.8.

4.4.9.

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4.4.4.4. Memory Items ....................................................... 224 4.4.4.5. Engine Fail No Feather after V1 ............................. 227 4.4.4.6. Engine Fail/Unscheduled Feather/Fire after V1 .... 228 4.4.4.7. Propeller Overspeed ............................................. 229 Single Engine Approach Procedures ....................................... 230 4.4.5.1. Single Engine Operation Checklist ........................ 230 4.4.5.2. Checklist Use ......................................................... 230 4.4.5.3. Profiles .................................................................. 230 4.4.5.4. Callouts ................................................................. 231 4.4.5.5. Go Around / Missed Approach.............................. 231 Single Engine Missed Approach / Go Around Procedure........ 232 Emergency Descent ................................................................ 233 Environmental Emergencies ................................................... 235 4.4.8.1. Depressurization ................................................... 235 4.4.8.2. Smoke Sources ...................................................... 235 4.4.8.3. “Smoke” (Warning Light) ...................................... 236 4.4.8.4. Fuselage Fire or Smoke ......................................... 236 4.4.8.5. Rapid Depressurization ......................................... 237 Flight Control Emergencies ..................................................... 238 4.4.9.1. Pitch Control Jam .................................................. 238 4.4.9.2. Roll Control Jam .................................................... 239 4.4.9.3. Roll Control Malfunction ....................................... 240 4.4.9.4. Rudder Control Jam .............................................. 241

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CHAPTER 4

Emergency / Abnormal Procedures 4.1 General 4.1.1 Purpose This section contains checklists and procedures for conducting operations during emergency and abnormal situations.

4.1.2

Crewmember Terms and Roles

The terms “Captain” (CA), “First Officer” (FO), “Pilot Flying” (PF) and “Pilot Monitoring” (PM) as used in this section are used to identify roles and responsibilities, and the actions performed from the left Pilot seat (Captain) and from the right Pilot seat (First Officer).

4.1.3

Command Responsibility

The Pilot-In-Command is directly responsible for and is the final authority as to the operation of the aircraft.

4.1.4

Deviating From Procedures In Emergency Situations

The Flight Crew must be aware that checklists and procedures cannot be created for all conceivable situations and are not intended to preclude the use of good judgment. In some cases the Captain may be required to exercise his emergency authority to deviate from the checklists and operating procedures contained herein.

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Flight Crewmember Incapacitation

The checklist and procedures as contained in this section presuppose both Pilots are on the flight deck and neither Pilot is incapacitated. In the case of Pilot absence or incapacitation, the remaining Pilot shall take appropriate measure to protect the safety of the Crew and the aircraft.

4.1.6

Pilot Flying - Primary Duty

Unless otherwise noted, the PF will take the necessary action to establish and maintain control of the aircraft. Flying the aircraft takes precedence over the conduct of QRH procedures and checklists.

4.1.7

Caution/Advisory Light Indications

Indication lights shall be tested when appropriate. Testing of lights is a normal crew action and as such is not listed in the checklists unless there is a specific requirement to do so.

4.1.8

Circuit Breakers

Circuit breakers shall be checked and if found tripped, one reset attempt may be made. If a circuit breaker trips again, no further resets shall be accomplished. If the maintenance log shows a recent history of problems with a system do not attempt to reset a tripped breaker.

4.1.9

ATC & Mission Crew Notification

The Captain (or First Officer, if directed) will notify ATC, the Flight crew and the Company concerning the emergency or abnormal situation, as appropriate and when time permits. The PM will also coordinate as necessary with the mission commander. These announcements are considered normal Crew actions and as such, are not listed in the checklists unless there is a specific requirement to do so.

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Emergency Procedure And Profile Format

These profiles and descriptions have a standardized format to improve clarity and recollection so as to improve crew performance during emergencies. Items that are presented in both all capital letters and BOLD font (e.g. GEAR UP) identify a verbal challenge or response from the pilot indicated. Chronological order will be indicated by the position of the callout in the described procedure. All procedures will be accomplished in accordance with the AFM and Dynamic Aviation Standardized procedures.

4.1.11

Critical Phase of Flight

For inflight emergencies the “critical phase of flight” is anytime the aircraft is below 400’ AGL, the briefed safe altitude, whichever is higher or inside the Final Approach Fix. In all instances during an emergency the flight crew is expected to exit the critical phases of flight as quickly and safely as possible.

4.1.12

Standardized Terminology

Use of standardized terminology during critical phases of flight shall be strictly adhered to.

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4.2 Emergency/Abnormal Execution 4.2.1 Verification Verify any malfunction prior to executing any Memory items, the QRC or the QRH checklist.

4.2.2

Execution Order • • •

4.2.2.1

Memory Items Quick Reference Checklist (QRC) Quick Reference Handbook (QRH)

Memory Items

A. Purpose Procedures of a critical nature that shall be performed by memory because of their severity or because reference to a checklist is not practical during a critical phase of flight. Example: Memory Item Title Box CONDITION lever ...................................................... FUEL OFF Start Select......................................................................... OFF COMPLETE QRH X.X B. Use Memory items shall be completed from memory, without reference to a checklist. These items, due to the severity of the problem may be completed during ANY phase of flight, even critical phases of flight, and as such are “Immediate Action” items.

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Completion MEMORY ITEMS COMPLETE will be called upon completion of the required memory items. Once completed, memory items must be verified, when out of the critical phase of flight, through either the QRC or the QRH. The PM shall verbalize all memory items when reading the QRC or QRH. If the QRC is used and the memory items are verbally verified, the QRH should then be consulted to accomplish the remainder of the checklist. If the QRC is not used, the PM shall verbalize the memory items referencing the QRH.

D. Critical Items Whenever an applicable memory item is critical to flight, the crew shall utilize a “dual confirmation” method prior to initiating the action. Once the proper Lever/Handle is confirmed by both pilots the PM will state and complete the memory item. 4.2.2.2 Quick Reference Checklist A. Design QRH Memory items are presented on a Quick Reference Checklist and indicated by a shaded title box and a thin black border around the procedure. B. Use The QRC may be referenced at any time on the ground and in flight when above safe altitude. Accessibility and design of the checklist is intended to allow referral to the boxed items quickly. If the QRC is referenced for memory items, the boxed items shall be considered complete and do not need to be reread from the QRH.

CAUTION

The QRC must remain immediately accessible at all times. Do not obstruct access with other materials (e.g. flight publications, personal/survival gear).

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Completion Pilots shall be familiar with the checklists presented on the QRC. When a situation arises that is addressed on the QRC, the PF may call for that checklist. The PM will immediately pull out the QRC and begin reading the appropriate checklist. After completing the QRC items, the crew will proceed to the QRH. These boxed items need not be repeated if the crew entered the QRH from the QRC. The checklists presented on the QRC are:

D. Contents • Front Page: o ENGINE FAIL/FIRE/SHUTDOWN (IN FLIGHT) o SINGLE ENGINE OPERATION o ABORTED ENGINE START o OIL PRESSURE BELOW 40 PSI or “#1 ENG OIL PRESS” or “#2 ENG OIL PRESS” (WARNING LIGHT), UNSCHEDULED PROPELLER FEATHER o PROPELLER OVERSPEED •

Back Page: o ON GROUND EMERGENCIES o RAPID DEPRESSURIZATION o PROPELLER GROUND RANGE ADVISORY LIGHTS CYCLING o “SMOKE” (WARNING LIGHT) o FUSELAGE FIRE OR SMOKE o ROLL CONTROL JAM o PITCH CONTROL JAM o RUDDER CONTROL JAM o ROLL CONTROL MALFUNCTION

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Single Engine Operation Checklist The QRC also has a SINGLE ENGINE OPERATION Checklist which replaces the normal DESCENT, APPROACH and LANDING Checklists. In addition, there is a MISSED APPROACH/GO-AROUND (SE) section for use in the event of a go around. The SINGLE ENGINE OPERATION Checklist is bordered by a thick blue line and is not a memory procedure. This checklist is only to be used as a “READ AND DO” checklist.

4.2.2.3 A.

Quick Reference Handbook Design All Emergency and Abnormal Procedures are included in the QRH. Memory items or the QRC must always be completed prior to entering the QRH.

CAUTION

At no point should the QRH be referenced below the briefed safe altitude or 400’ AGL, whichever is higher.

B. Contents The QRH checklists contain only those items and procedures that differ from the normal operations of the airplane. C.

Checklist Naming All checklists associated with an annunciator light are titled exactly as they are presented to the Flight Crew. Checklists for conditions not associated with an annunciator light are titled according to the conditions. (e.g., ABORTED ENGINE START, FAILURE TO LIGHT UP).

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D. Checklist Title Similarity It is essential the Crew refer to the correct checklist. Several checklists titles may be similar, and some systems have checklists located in different sections. Accomplishing the incorrect checklist may not resolve an abnormal condition, and may significantly aggravate the situation. Any confusion must be resolved between both pilots before accomplishing a checklist.

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Use QRH Checklists are designed so only one checklist is referenced at a time. A checklist is to be followed until the checklist terminates (END) or the checklist refers to a subsequent checklist. All memory items will be conducted prior to use of the QRH at the appropriate time, then verified by reference to the appropriate QRH checklist if the QRC is not used. All checklist items will be read verbatim and aloud. Emergency checklist items other than memory items are considered “Read and Do” and shall be completed utilizing reference to the QRH. The QRH checklist will be initiated by the Pilot Flying (PF) and read by the Pilot Monitoring (PM).

NOTE

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The Captain shall ensure that all appropriate emergency/abnormal procedures and checklists are accomplished prior to arriving at the Final Approach Fix if an instrument approach is to be flown or the major descent point on a visual approach.

CAUTION

WARNING

The QRH is designed to address system malfunctions in a systematic way. It is important for the flight crew to reference the correct checklist, and not assume they know the correct response based on familiarity or system knowledge. Once a checklist is complete do not engage in troubleshooting an unresolved malfunction. Troubleshooting certain system malfunctions, especially electrical problems, could aggravate the condition and create a more hazardous condition.

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Crew Coordination

F.

The PF should not be distracted from the primary job of flying the airplane during checklist operations and therefore the PM shall be responsible for configuring the aircraft in accordance with the QRH. This however does not absolve the PF of verifying that the PM is adhering to the checklist and approved company procedures for proper aircraft configuration. Landing Messages

G.

•

•

Land immediately at the nearest suitable airport / Land as soon as possible. o Land at the nearest airport that offers sufficient landing distance and if required, emergency services. Land at the nearest suitable airport / Land as soon as Practicable. o The airplane may continue to the destination airport or the nearest airport where maintenance services are available.

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Crew Coordination and Communication

4.3.1

Malfunction / Abnormal Detection

Either pilot, upon detecting an existing or impending malfunction or abnormal condition, will immediately inform the other pilot. A MASTER WARNING or MASTER CAUTION Light will be called out as depicted on the Warning panel. Abnormal conditions not annunciated will be called out using terminology that best describes the condition as it appears. In either case, action shall be taken as indicated in the examples below: Condition

Pilot Detecting Condition

#1 ENG FUEL PRESS amber caution light illuminates

MASTER CAUTION

Captain (On Ground) PF (In Flight)

PM

CANCEL IDENTIFY #1 ENGINE FUEL PRESSURE #1 ENGINE FUEL PRESSURE CHECKLIST CABIN PRESS red warning light illuminates

MASTER WARNING CANCEL IDENTIFY CABIN PRESS CABIN PRESS CHECKLIST

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Resetting Warning Lights

The pilot who calls out the caution or warning light shall, at the command of CANCEL IDENTIFY from the Captain or PF, press the MASTER CAUTION PRESS TO RESET or MASTER WARNING PRESS TO RESET light and identify the condition. Resetting the caution and warning system is a normal crew coordination response and not addressed by the checklists. Failure to reset the caution or warning system may cause the crew to miss a subsequent malfunction.

4.3.3

Emergency / Abnormal Checklist Initiation

When calling for a checklist, the pilot shall use the condition that most accurately identifies the existing condition or represents the most serious condition. Additionally, some conditions result in multiple amber caution messages. When multiple lights are illuminated, the light associated with the primary power source for that system shall be called.

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Procedures

4.4.1.1

Engine Start Emergencies Use

Engine start is often the first time that an engine discrepancy will be discovered. It is imperative that the crew carefully monitor engine indications, make appropriate standard callouts (section 3.7) and be prepared to take appropriate action if an anomaly is noted. 4.4.1.2 Aborted Engine Start Memory Items A. Failure To Light Up

FAILURE TO LIGHT UP (WITHIN 10 SECONDS) CONDITION lever ........................................................ FUEL OFF Ignition (affected engine) .................................................... OFF Motor engine for 15 seconds Start Select........................................................................... OFF COMPLETE QRH 5.3 B. Imminent Overtemperature

IMMINENT OVERTEMPERATURE CONDITION Lever ....................................................... FUEL OFF If ITT does not decrease immediately PULL FUEL OFF Handle ......................................................... Pull Ignition (affected engine) .................................................... OFF Motor engine for 15 seconds Start Select........................................................................... OFF COMPLETE QRH 5.3

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APU Fire APU Fire Confirm APU Automatic shutdown (APU RUN Advisory light out & APU BTL discharges) If APU BTL or APU Fire Advisory Light remains on: Extg Switch......................................................................... EXTG COMPLETE QRH 5.4

4.4.2

On Ground Emergencies The On Ground Emergencies procedure shall be conducted at the discretion of the CA and in coordination with the FO. At no point should the procedure be initiated without proper coordination with all flight deck and cabin crewmembers, prior to evacuation ATC shall be advised of intentions.

4.4.2.1

Use

The ON GROUND EMERGENCIES Procedure, while a set of immediate action items, is also found as a checklist in the QRC and may be accomplished in a “READ AND DO” manner. In case of an evacuation the FO may read the checklist as the Captain completes the items. If conducting the ON GROUND EMERGENCIES Checklist from the QRC, the QRH does not have to be referenced following the QRC. 4.4.2.2

Evacuation

If an evacuation is required, the engines must be shut down and propellers completely stopped prior to initiating the evacuation sequence. Coordination with the cabin crew should be made regarding the correct side of the aircraft to evacuate. The cabin crew may make this decision based on their perception of the situation, however, no crewmember should begin the evacuation sequence until given authorization by the flight deck crew. All crewmembers shall be trained in the proper evacuation sequence as well as use of applicable safety and emergency equipment on board the aircraft.

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Memory Items ON GROUND EMERGENCIES EMERG BRAKE..................................................................ON POWER Levers ........................................................ FLT IDLE CONDTION Levers ..................................................FUEL OFF PULL FUEL OFF Handle (affected engine) ....................... Pull Tank Aux Pumps 1 and 2................................................ OFF IF Fire: EXTG Switch (affected engine) .............................. FWD BTL Wait up to 30 secs, IF Fire Persists: EXTG Switch ............................................................. AFT BTL IF Evacuation: Emergency Lights ............................................................. On Fasten Belts ..................................................................... Off Evacuate .................................................................. as req’d AC/DC Ext Pwr/APU ....................................................... OFF Battery Master ............................................................... OFF

4.4.2.4

Actions & Callouts CA

FO

After Brakes have been set Conducts ON GROUND EMERGENCY items (Reference the QRC if practical) Communicates to MC the intended egress path. MC, FLIGHT PREPARE TO EGRESS (LEFT, RIGHT, BACK, TOP) When memory items are complete except the Battery Master MC, FLIGHT, EGRESS (LEFT, RIGHT, BACK, Completes flow by turning Battery TOP) Master OFF

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Rejected Takeoff

Takeoff is a critical phase of flight where the decision process to react to an abnormality and abort a takeoff is very important. As the aircraft accelerates, the probability of success from a rejected takeoff decreases rapidly. At the point of any significant abnormality (engine failure, blown tire, or other significant abnormality) the aircraft will still continue to accelerate until positive action is taken. 4.4.3.1 Decision Process A. General During the takeoff roll, prior to decision speed, either pilot may see a need to abort and make the callout to abort the takeoff. A takeoff shall be aborted for any Caution or Warning Light, or any significant abnormality including Engine Malfunction prior to V1. B. Recognition Either Pilot, upon detecting a Caution or Warning Light, engine failure, fire, unscheduled feather, propeller overspeed or other significant abnormality shall initiate the Emergency Procedure by calling out ABORT, ABORT, ABORT if prior to V1. C.

Crew Coordination If sufficient runway is available after the takeoff abort, the Captain will retain or assume control of the aircraft. If the PF is the First Officer, he shall transfer directional controls using positive exchange of controls as the aircraft slows below 60 knots. The First Officer will engage the control lock and contact ATC. The aircraft will be taxied clear of the runway as appropriate. If insufficient runway remains or evacuation is required after bringing the aircraft to a stop, the Captain will communicate his intentions to the First Officer. If necessary, the captain shall then execute the applicable ON GROUND EMERGENCIES memory items.

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4.4.3.2

After A Rejected Takeoff • Consider the condition of the aircraft and the reason for the rejection. If the situation is stable, clear the runway before stopping the aircraft. Stop on the runway if the potential for an evacuation exists. The runway provides crash, fire and rescue vehicles better access to the aircraft. • Consider requesting assistance from the tower, ground personnel or the mission commander in evaluating the situation. Use all available information in formulating a response plan.

4.4.3.3

Communications • Notify the tower of any rejected takeoff. • Communications with the mission commander must also be considered and carried out as soon as practical.

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Actions & Callouts PF

PM ABORT, ABORT, ABORT

Selects DISC or MAX REV if required Applies maximum braking CA

Notifies ATC 60 KTS

FO If CA is the PF YOU HAVE THE TOPS, CONTROL LOCK ON I HAVE THE TOPS, CONTROL LOCK VERIFIED AND ON If FO is the PF (If directional control of the aircraft is in question, the FO may bring the aircraft to a stop on the runway prior to transferring controls.) YOU HAVE THE TOPS, CONTROL LOCK ON I HAVE THE TOPS, CONTROL LOCK CA assumes directional control of the aircraft VERIFIED AND ON When Aircraft is Stopped Communicates expected action to cabin crew Executes ON GROUND EMERGENCIES memory items (if required)

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Diagram

Abort below V1 1. 2.

Recognize malfunction. Engine failure, or any other significant abnormality: a. ABORT, ABORT, ABORT b. Power Levers…….DISC or MAX REV c. Max Braking d. Contact ATC if able/required and declare an emergency. State your intentions and assistance needed. e. Stop Aircraft f. Execute the ON GROUND EMERGENCY procedure as required.

After abort procedures clearing runway 1. 2.

Before Takeoff 1. 2.

Follow normal takeoff procedures. Include abort procedures during takeoff brief.

Contact ATC as needed. Perform after landing checklist.

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In Flight Engine Related Emergencies General

Either Pilot, upon detecting an engine failure, fire, unscheduled feather or propeller overspeed shall initiate the Emergency Procedure by calling out ABORT, ABORT, ABORT (prior to V1, ref. Rejected Takeoff section 4.4.3) or MALFUNCTION (after V1). A. Procedure Trigger The term MALFUNCTION shall be used as a “trigger” term in which to initiate a sequence of actions to ensure that the aircraft is flown and configured in a standardized and safe manner at all times. B. Failure on Takeoff In the event of an engine failure at or after V1, the Crew shall follow the Engine Failure Climb profile and the published Obstacle Avoidance Plan, the ATC clearance or the Instrument Departure Procedure, as appropriate. C.

Failure during Enroute Climb, Cruise or Descent

In the event of an engine failure during the enroute climb, cruise, or descent segment the procedures described in the appropriate profile shall be utilized. D. Failure on Approach If an engine failure occurs during an approach, the Crew shall ensure that memory items, QRH and appropriate Single Engine Approach Checklist (QRC) is completed prior to passing the Final Approach Fix. At no time shall the Crew proceed past the FAF if any of the above has not been completed. If inside the Final Approach Fix the flight crew is expected to attempt to exit this critical phase of flight as quickly and safely as possible by initiating a go around.

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Engine Failure Recognition

An engine failure is defined as an engine or propeller malfunction that results in significant loss of engine power or control. Engine failures may be detected by any or all of the following conditions: • Substantial uncommanded decrease/increase in engine torque or power (may be accompanied by aircraft yaw) (e.g., Engine Flameout) • Substantial uncommanded RPM changes (e.g., Prop Overspeed – RPM greater than 1,212) • Autofeather indications (e.g., Unscheduled Feather) • Airframe vibration 4.4.4.3

Engine Fire Recognition

An engine fire is indicated by illumination of the Engine Fire Warning System and the Aural Fire tone (if installed) or by visual indications of an engine fire. An engine fire should be handled the same as an engine failure. Either Engine Fire Press to Reset switchlight will be pressed by the crew to terminate the aural warning. 4.4.4.4 Memory Items A. Engine Fail/Fire/Shutdown (In Flight) ENGINE FAIL/FIRE/SHUTDOWN (IN FLIGHT) Affected Engine: Power Lever ...........................................................FLT IDLE Condition Lever.................................................... FUEL OFF Alternate Feather (If req’d) ................................. FEATHER Pull Fuel Off Handle ...................................................... Pull Tank Aux Pump ............................................................. OFF IF Fire: Extg Switch (affected engine) .............................. FWD BTL IF Fire persists, Wait up to 30 seconds: Extg Switch (affected engine) ................................ AFT BTL COMPLETE QRH 5.14

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B. Propeller Overspeed PROPELLER OVERSPEED Above 400’ AGL: Synchrophase ................................................................ Off Airspeed reduce to minimum appropriate to flap configuration and flight conditions Affected Engine: POWER Lever .........................................................FLT IDLE CONDITION Lever ..................................... START/FEATHER Alternate Feather (if req’d).................................. FEATHER If Propeller Does not Feather: -DO NOT SHUT DOWN ENGINE Alternate Feather .................................................... NORM CONDITION Levers ...................................................... MAX POWER Lever (affected engine) ........................... Advance Do not exceed 1212 RPM POWER Lever (non-affected engine) .............................. As Required to maintain desired flight profile -Land Immediately at the nearest suitable airport IF Propeller Feathers ENGINE FAIL/FIRE/SHUTDOWN .................... ACCOMPLISH COMPLETE QRH 5.11 (5.12 -202/-315 series) C.

Oil Pressure