PMDG J41 Aom

Aircraft OPERATING Manual
Copyright © 2009
Precision Manuals Development Group
All Rights Reserved
v.1.00.0 FOR SIMULATOR USE ONLY 04SEPT09

Aircraft Operating Manual
Disclaimer and Copyright Information
This manual was compiled for use only with the PMDG Jetstream 41 simulation for
Microsoft® Flight Simulator™ X. The information contained within this manual is
derived from multiple sources and is not subject to revision or checking for accuracy.
This manual is not to be used for training or familiarity with any aircraft. This manual is
not assumed to provide operating procedures for use on any aircraft and is written for
entertainment purposes.
It is a violation of the owner’s copyright to distribute this document or any portion

thereof without permission of the author.
The Precision Manuals Development Group Web Site can be found at:
http://www.precisionmanuals.com
Copyright© 2009 Precision Manuals Development Group
This manual and all of its contents, pages, text and graphics are protected under
copyright law of the United States of America and international treaties. Duplication of
this manual is prohibited. Permission to conduct duplication of this manual will not be
subcontracted, leased or given.
Microsoft, the Microsoft Logo and Microsoft Flight Simulator are registered trade-
marks of the Microsoft Corporation. BAE, the Jetstream name and certain brand marks
are the property of BAE Systems. Some graphics contained in this manual were taken
directly from the simulator and altered in order to suite duplication on a printed page.
All images contained in this manual were used with permission.
· INTENTIONALLY LEFT BLANK ·
2
Main Table of Contents
Table of Contents
1. Introduction ............................................................ pg. 1-1
2. Terminology ........................................................... pg. 2-1
3. Limitations ............................................................. pg. 3-1
4. Normals ................................................................. pg. 4-1
5. Emergency/Abnormals ........................................... pg. 5-1
6. Non-Routine ........................................................... pg. 6-1
7. Performance .......................................................... pg. 7-1
8. Systems ................................................................. pg. 8-1

Introduction
Introduction
About this Manual
This PMDG Jetstream 41 Aircraft Operating Manual is designed to help simulator pilots
learn the mechanical systems and technical details of the PMDG Jetstream 41. This
manual shows how each system is configured, how it is operated and how the crew
can interact with the airplane.
How to use this Manual
This manual should be used by simulator pilots who are interested in learning how the
Jetstream 41 operates and how to utilize the various systems on the airplane effec-
tively in all phases of flight.
The Jetstream 41 is a fairly complex regional airliner. In spite of this complexity, it is

important that pilots have a comprehensive understanding of what each system on the
airplane is doing, how it is controlled, and what operations might be impeded in the
event of a failure.
This manual is broken into chapters with each chapter providing detail on one particu-
lar subsystem or system type. You can read through an individual chapter to learn how
a system on the Jetstream 41 is operated, or you can read through the entire manual
section by section to learn how the entire airplane is operated.
Gaining the most from this Manual
The best method to improve your understanding of this airplane is to launch the simu-
lator, then load the Jetstream 41 and sit in the virtual cockpit while reading through this
material. This technique will allow you to touch, feel and explore the systems operation
of the Jetstream 41 and see how the airplane responds to pilot interaction.

Introduction
A Turbo-prop Regional Airliner Reborn!

The Jetstream 41 turboprop regional airliner, manufactured by BAE Systems, is a
major development of the Jetstream 31/32 regional airliner family, which entered ser-
vice in 1982. The Jetstream 31 and the Jetstream 32EP (enhanced performance) are
19-seat turboprop airliners. The stretched Jetstream 41 development was announced
in 1989, the first flight took place in 1991 and the aircraft entered service in 1992. The
goal was to compete directly with 30-seat aircraft like the Embraer Brasilia, Dornier
328 and Saab 340.
The Jetstream 41’s stretched fuselage is 16 ft (4.88 m) longer, consisting of an 8 foot

(2.5 m) plug forward of the wing and a 7 ft 9 in (2.36 m) plug to the rear; the fuselage
design was completely new and did not contain any parts of the old fuselage. The new
design required an increased wing span, which also included reworked ailerons and
flaps. The wing was mounted below the fuselage in order for it not to carry through
the cabin aisle, which also led to larger wing root fairings which increased baggage
capacity.
The Jetstream 41 is fitted with Garrett TPE331-14 engines (now owned by Honey-
well), and delivered 1,500 shp (1,120 kW) and later 1,650 shp (1,232 KW). They
were mounted in new nacelles which increased ground clearance. The flightdeck was
equipped with a modern EFIS setup, as well as a new windscreen arrangement. The
J41 was the first turbo-prop certified to both JAR25 and FAR25 standards.
In January 1996, the J41 became part of the Aero International (Regional) (AI(R)), a
marketing consortium consisting of ATR, Aérospatiale (of France), Alenia (of Italy),
and British Aerospace.
Over 90 Jetstream 41 aircraft are operational worldwide in both 29/30 seat commuter
and 14-seat corporate shuttle configurations.
An accurate, detailed simulation of the Jetstream 41 has been sorely missing from
desktop flight simulation... Until Now!
After being in development for 9 months, PMDG’s award winning development team is
proud to release this faithfully reproduced aircraft! In traditional PMDG style, no effort
was spared during this extensive development process and we are certain the J41 will
quickly become your favorite regional turbo prop simulation!

Development Team
The PMDG Jetstream 41 Development Team

The PMDG development team is recognized throughout the simulation community for
producing ground breaking airliner simulations. The PMDG J41 was developed by the
following individuals:
· Jason Brown
· Armen Cholakian
· Matt Kaprocki
· Captain Robert S. Randazzo
· Vincent M. Scimone
· Pete Sterling
· Dr. Evangelos M. Vaos
· Henning van Rensburg
Guest Developer - XLS-GNS FMS

· Ernie Alston

Beta Testers
Thank You!
In any project of this scope, there is always a very dedicated development team. For
a development team to succeed, there must be an unwavering commitment to the
fine detail of the product and to the product quality. While the dedicated experts on
the PMDG development team have raised realism in flight simulation to a science, we
depend very heavily upon the dedication of our beta team to make our products the
highest quality possible. Without these fine individuals, it simply would not be pos-
sible to bring you the quality level for which PMDG products are known.
We would like to thank the following individuals for their time, attention to detail, can-
dor, sense of humor and sense of urgency during the development of this product.
· Mark Adeane
· David Bartoli
· Steve Cotterill
· Clay Dopke
· Dan Downs
· Jhan Jensen
· Mats Johansson
· Sam Johnnson
· Kurt Kalbfleisch
· Nick Landolfi
· George Morris
· Joe Panford
· Tero Partanen
· Bruce Ullyot
· Steve Weiher
· J. R. Whittaker
· Stan Winke
· Bryan York
· Urs Zwyssig

Thank You
We would also like to put special notice on our Senior Beta Tester, George Morris, who
has been beta testing for PMDG for a decade as of October, 2009. A decade in any
endeavor is admirable, but a decade in a job that get such poor recognition is truly
inspiring. George, thank you for your efforts during the past decade, and we look
forward to working with you over the next one!
All of us at PMDG would also like to thank Lauren Crocker at Northstar Aviation for
helping us to arrange access to the J41s used in the creation of this product. We
would also like to thank the many the fine technicians at Northstar Aviation’s facility
in Mena, Arkansas who, in spite of conducting a last minute engine change in order to
ship a refurbished J-41 overseas, were gracious and accommodating of every request
as we photographed, measured and recorded around their work.

Dedication
Dedication
At PMDG we do not normally dedicate our products to specific groups or individuals,
but with this project we decided to do something a bit different. The BAe JetStream
4100 was operated in the United States by powerful little company called Atlantic
Coast Airlines. ACA, based out of Washington Dulles International Airport had humble
beginnings with a handful of borrowed J-31s and EMB-120s, but grew to be one of
the most powerful (and profitable) regional airlines that the industry had seen as of
the first few years of this millennium. Operating more than 150 aircraft, ACA covered
the eastern US flying in the colors of United and Delta airlines and was an industry
leader in performance, quality of life for employees and innovative approaches to the
complex business of regional airline operations. Unfortunately, ambition, disregard for
history and poor timing combined to make this airline an anecdote for history, forgot-
ten by all but those who worked there.
At its peak, Atlantic Coast Airlines was the world’s largest operator of JetStream 41
aircraft. For this reason, we dedicate the effort required to produce this simulation to
the men and women who worked there. From the maintenance shop to the ramp, the
gate areas, ticket counters, dispatch desks, cockpits, cabins and yes, even the crew
scheduling desks, ACA employees ran a large airline that never stopped feeling like a
big (if not sometimes dysfunctional) family.
ACA may be gone, but the friendships made there live on. This airplane is for all of
you.
Captain Robert S. Randazzo

Precision Manuals Development Group
http://www.precisionmanuals.com

Terminology
Terminology
Abbreviations used in this manual have the following meanings:
A
A ampere
AAL above aerodrome level
ac alternating current
Acc accumulator
ACP audio control panel
ADF automatic direction finder
ADI attitude direction indicator
AFCS automatic flight control system
AGL above ground level
Ah ampere-hour
AHRS attitude and heading reference system
ALT altitude
AMSL above mean sea level
A/P autopilot
APR (engine) automatic performance reserve
APR (flight director/AFCS) approach
ASI airspeed indicator
ATC air traffic control
ATT attitude (EFIS)
AUW all up weight
-------------------------------------------------------------------------------------------------------------------------

Abbreviations and Glossary
B
BC back course
BCF bromo chloro di-fluoromethane
BITE built-in test equipment
-------------------------------------------------------------------------------------------------------------------------
C
CAP central annunciator panel
CAS callibrated airspeed
CB circuit breaker
CCS communication control system
CDU control display unit
CG centre of gravity
CLG ceiling
CTRL control
CVR cockpit voice recorder
-------------------------------------------------------------------------------------------------------------------------
D
DADC digital air data computer
dc direct current
°C degrees Celcius (Centigrade)
°F degrees Fahrenheit
DG directional gyro
DME distance measuring equipment
DV direct vision
-------------------------------------------------------------------------------------------------------------------------

E
EADI electronic attitude direction indicator
EAS equivalent airspeed
ECS environmental control system
EDA/EMD emergency distance available (accelerate/stop at take-off)
EDP engine driven pump
EFIS electronic flight instrument system
EGT exhaust gas temperature
EHSI electronic horizontal situation indicator
ELT emergency locator transmitter
ESS essential
-------------------------------------------------------------------------------------------------------------------------
F
FAA Federal Aviation Administration
FAR Federal Aviation Regulation
FD flight director
FDR flight data recorder
FL flight level
FM flight manual
FSII fuel system icing inhibitor
FSOV fuel shut-off valve (HP fuel cock)
ft feet
ft/min feet per minute
fwd forward
-------------------------------------------------------------------------------------------------------------------------

G
g accelerations due to gravity
gal gallons
GCU generator control unit
GLC generator line contactor
GPU ground power unit
GPWS ground proximity warning system
GS glide slope
-------------------------------------------------------------------------------------------------------------------------
H
HAT height above (runway) threshold
HDG heading
HF high frequency (long waveband radio communication)
HP high pressure
hr hour
HSI horizontal situation indicator
H/W head wind
-------------------------------------------------------------------------------------------------------------------------
I
IAS indicated airspeed
ICAO International Civil Aviation Organisation
ICO instinctive cut-out switch
IEC integrated electronic control
I/F instrument flying
IFR instrument flight rules
ILS instrument landing system
IMC instrument meteorological conditions
IMP imperial

I
in inches
IOAT indicated outside air temperature
ISA International Standard Atmosphere
-------------------------------------------------------------------------------------------------------------------------
J
JP1 kerosene
JP4 wide cut gasoline
-------------------------------------------------------------------------------------------------------------------------
K
Kg kilogrammes
Kt knots
-------------------------------------------------------------------------------------------------------------------------
L
L left
l litre
lb pounds
LDA landing distance available
LH left hand
LOC localizer (ILS)
LP low pressure
-------------------------------------------------------------------------------------------------------------------------
M
M meters
MAC mean aerodynamic chord
Max maximum
MDA minimum decision altitude (altitude set to QNH)
MDH minimum decision height (altimeter set to QFE)

M
MEL minimum equipment list (minimum technical serviceability
requirements before flight)
MFLI magnetic fuel-level indicator
MIN minimum
mins minutes
mm millimeters
MSA minimum safe altitude
MSF minimum sector fuel
M/SW micro switch
MTOW maximum take-off weight
MZFW maximum zero fuel weight
-------------------------------------------------------------------------------------------------------------------------
N
NDB non-directional beacon
no. number
NRV non-return valve (check valve)
NTS negative torque sensing (system)
NU nose up
NWS nosewheel steering
-------------------------------------------------------------------------------------------------------------------------
O
OAT outside air temperature
OCL obstacle clearance limit
OM outer marker
Ops overspeed marker
OSG overspeed governor
-------------------------------------------------------------------------------------------------------------------------

P
PF pilot flying
PG propeller governor
PNF pilot not flying
ppm parts per million
psi pounds per square inch
psid pounds per square inch differential
psig pounds per square inch gauge
PTT press to test
PWR AUG power augmentation
-------------------------------------------------------------------------------------------------------------------------
Q
QDM Q code: magnetic bearing
QFE Q code: barometric pressure at aerodrome surface level
QTY quantity
-------------------------------------------------------------------------------------------------------------------------
R
R right
RCCB remote control circuit breaker
RH right hand
RMI radio magnetic indicator
RMU radio management unit
RPM revolutions per minute
-------------------------------------------------------------------------------------------------------------------------

S
SAT static air temperature
SG symbol generator
SHP shaft horse power
SMC standard mean chord
-------------------------------------------------------------------------------------------------------------------------
T
TAS true airspeed
TAT total air temperature
TCAS traffic alert and collision avoidance system
TCS touch control steering
T/O take-off
TOCWS take-off configuration warning system
TRU transformer rectifier unit
TTL torque and temperature limiting
-------------------------------------------------------------------------------------------------------------------------
V
vLAA velocity low airspeed awareness
VMC Visual Meteorological Conditions
-------------------------------------------------------------------------------------------------------------------------
W
WOW weight on wheels
WRS weather radar system
W/S windshield
-------------------------------------------------------------------------------------------------------------------------
Z
ZFW zero fuel weight
-------------------------------------------------------------------------------------------------------------------------

Table of Contents - Limitations
Table of Contents
Limitations
GENERAL 3-1-4
A. Limitations 3-1-4
MISCELLANEOUS LIMITATIONS 3-2-5
A. Category and Use of Aircraft 3-2-5
B. Acceleration Limits and Maneuvers 3-2-5
C. Configuration Deviation List (CDL) 3-2-5
D. Minimum Flight Crew 3-2-6
E. Maximum Number Of Occupants 3-2-6
F. Forward Flight Attendant Seat 3-2-6
G. Operating Temperature Range 3-2-6
H. Operating Altitude 3-2-6
I. Maximum Wind Component 3-2-7
J. Runway Gradient 3-2-7
AIRFRAME, FLIGHT CONTROLS, DOORS AND STAIRS 3-3-8
A. Dimensions 3-3-8
B. Weights 3-3-9
C. Center Of Gravity 3-3-11
D. Airspeed Limitations 3-3-12
E. Doors And Stairs 3-3-15
AIR-CONDITIONING, PRESSURIZATION AND OXYGEN 3-4-16
A. Vapor-cycle Air Conditioning System 3-4-16
B. Pressurization 3-4-17
C. Oxygen 3-4-18

Table of Contents
Limitations (continued...)
ELECTRICS AND LIGHTS 3-5-20
A. Battery 3-5-20
B. Ground Power Unit 3-5-20
C. Standby Compass 3-5-20
D. Generators 3-5-20
ENGINES AND PROPELLERS 3-6-22
A. Engines And Propellers 3-6-22
B. Engines 3-6-22
C. Propeller 3-6-27
FUEL 3-7-28
A. Specifications 3-7-28
B. Fuel Pressures 3-7-28
C. Fuel Tank Temperatures 3-7-28
D. Fuel Management 3-7-29
E. Standby Pumps 3-7-29
F. Refueling/Defueling 3-7-29
HYDRAULICS AND LANDING GEAR 3-8-30
A. Hydrualic Fluid 3-8-30
B. Anti-skid 3-8-30
C. Aircraft Pushback 3-8-30

Table of Contents
Limitations (continued...)
ICE AND RAIN PROTECTION 3-9-31
A. Snow, Frost And Ice 3-9-31
B. Slush/Standing Water/Snow 3-9-31
C. Icing Conditions Defined 3-9-31
D. Airframe Ice Protection 3-9-31
E. Takeoff In Icing Conditions 3-9-32
F. Propeller And Engine/Elevator Ice Protection 3-9-32
G. Landing In Icing Conditions 3-9-33
H. Continuous Ignition 3-9-33
AVIONICS 3-10-34
A. General 3-10-34
B. Flight Director 3-10-34
C. Gns-XLS Flight Management System 3-10-34
D. Traffic Alert And Collision Avoidance System (TCAS) 3-10-35
E. Autopilot And Yaw Damper 3-10-35

Chapter 3 - Limitations
General
General
A. Limitations
1. Pilots must have a good working knowledge of all limitations and must be
able to readily look up any limitation that is not required to be memorized.
All limitations enclosed in a bold box must be committed to memory.
2. Examples would be: Oxygen pressures need not be committed to memory,

but the maximum permissible altitude must be memorized.
a. Oxygen Pressures
Cabin Ambient Temperature Degrees C

Occupants -40°C -20°C 0°C 20°C 40°C
35 1095 1225 1495 1495 1625
30 975 1090 1320 1320 1430
27 905 1005 1210 1210 1315
24 830 920 1105 1105 1195
21 750 835 995 995 1075
18 670 745 885 885 960
15 590 655 775 775 840
12 510 560 665 665 715
9 425 465 550 550 590
6 335 370 435 435 470
3 245 270 320 320 340
3. Maximum permissible altitude 25,000 ft

Miscellaneous
Miscellaneous Limitations
A. Category And Use Of Aircraft
1. The Jetstream 4100 is certificated in the FAR 25 Transport Category.
2. This aircraft is certificated in the transport category and is eligible for the
listed kinds of operation when the appropriate instruments and equipment
required by the airworthiness and/or operating certificate are installed and
approved and in operable conditions.
1. Atmospheric icing conditions

2. Day and night Visual Flight Rules (VFR)
3. Day and night Instrument Flight Rules (IFR)
B. Acceleration Limits And Maneuvers

1. Operation is limited to normal flying maneuvers Aerobatic maneuvers are
prohibited. The maximum normal accelerations (i.e., load factors) that the
structure has been designed to withstand without permanent deformation
are:
1. Flaps retracted -1.00g to + 2.83g

2. Flaps extended 0.00g to + 2.00g
2. Intentional maneuvers shall be confined to those with load factors within

these values.
C. Configuration Deviation List (CDL)

1. If certain secondary airframe and engine parts are missing, the aircraft
must be operated in accordance with a Configuration Deviation List (CDL)
embodied with the Minimum Equipment List (MEL), and all applicable
maintenance procedures.

Miscellaneous
D. Minimum Flight Crew

1. The minimum flight crew is two pilots.
E. Maximum Number Of Occupants

1. The total number of occupants carried, including crew, shall not exceed 33.
NOTE:
The aircraft MEL or specific seating configuration may further limit the maxi-
mum number of occupants.
2. Children under the age of 2 years who are carried in the arms of passen-
gers are excluded from this count.
F. Forward Flight Attendant Seat

1. The seat for the flight attendant at the forward right side of the passenger
cabin must not be used during takeoff or landing.
G. Operating Temperature Range

1. The aircraft must be operated within the ambient temperature ranges:
1. Minimum -40°C between -1,000 ft and 16,000 ft pressure altitude, de-

creasing linearly to -54°C at 25,000 ft pressure altitude.
2. Maximum ISA + 40°C.
H. Operating Altitude
1. Maximum permissible altitude: 25,000 ft.
2. Minimum permissible pressure altitude: -1,000 ft.
3. Maximum pressure altitude for takeoff and landing: 8,000 ft.

Miscellaneous
I. Maximum Wind Component

1. Crosswind (demonstrated): 35 kts.
2. For taxiing the aircraft: 65 kts.
3. Maximum tailwind for takeoff and landing: 10 kts.
J. Runway Gradient
1. Maximum effective gradient for takeoff and landing is +1- 2%

Airframe, Flight Controls, Doors and Stairs
60 ft 5.3 in (18.422m)
21 ft 11 in (6.68m)
20 ft 0 in (6.096m)
2m n
.9 i
)
(2 ft 6
9
18 ft 5 in (5.613m)
24 ft 0 in (7.315m)
63 ft 5 in (19.329m)
A. Dimensions
B. Weights
1. The weights given in this chapter are maximum structural design weights.
Lower takeoff and landing weights may be required due to performance
considerations. The limiting weights for each flight must be determined
from the Airport Analysis.
a. Maximum Taxi and Ramp Weight
1. Maximum taxi and ramp weight: 24,110 lbs
b. Maximum Takeoff Weight (MTOW)
1. Maximum takeoff weight 24,000 lbs

2. The maximum permissible takeoff weight may be limited by the fol-
lowing:
a. Maximum takeoff weight as limited by the Airport Analysis (per-

formance weight).
b. Maximum takeoff weight as limited by maximum landing weight
+ fuel burn.
c. Maximum takeoff weight as limited by the zero fuel weight +
fuel on board (- taxi fuel).
c. Maximum Landing Weight (MLDW)
1. Maximum landing weight: 23,300 lbs.

2. The maximum permissible landing weight may be limited by the
Airport Analysis.
d. Maximum Zero Fuel Weight (MZFW)
1. The total loaded weight of the aircraft less the weight of usable fuel
shall not exceed 21,400 lbs.

e. Baggage Compartments
1. Maximum load in the aft compartment: 1,137 lbs.

2. Maximum weight in the aft closet: 97 lbs
a. Any items stowed in the aft closet must be subtracted from the
main compartment limitation so that the combined weights in
the aft closet and the aft compartment will not exceed 1,137 lbs.
b. Maximum allowable weight on the top shelf of the aft closet is
75 lbs.
c. Maximum allowable weight on the middle shelf of the aft closet
is 22 lbs.
3. Baggage should be distributed as evenly as possible.

4. Maximum weight in the right forward closet: As placarded.
5. Cockpit crew bag storage: 30 lbs
6. Maximum load in the baggage pod: 350 lbs.
10
C. Center Of Gravity
1. The center of gravity (CG) of the aircraft must be between the defined
forward and aft limits.
CG POSITION - % S.M.C.
4.28 6 12 18 24 30 32.68
FUSELAGE STATION (m)
7.75 7.80 7.85 7.90 7.95 8.00 8.05 8.10 8.15 8.20 8.25 8.30 8.35 8.40
27
12
26
11.5
25
MAX RAMP WEIGHT=24110lb (10936 kg) 11

24
MAX TAKE-OFF WEIGHT=24000lb (10886 kg)
10.5
23 MAX LANDING WEIGHT=23300lb (10569 kg)
22 10
MAX ZERO FUEL WEIGHT=21400lb (9707 kg)
21 20700 lb 9.5
WEIGHT - kg (x 1000)
WEIGHT - lb (x 1000)
(9389 kg)
20 9
UP
19
AR
8.5
N
GE
W
DO
NG
18500 lb
I
AR
ND
(8391 kg)
GE
LA
18
IT-
G
IN
8
LIM
ND
D
LA
FW
IT-
17
LIM
16834 lb
D
7.5
FW
(7636 kg)
16150 lb
16
(7326 kg)
7
15
6.5
14
6
13
304 306 308 310 312 314 316 318 320 322 324 326 328 330 332
FUSELAGE STATION (in)

11
D. Airspeed Limitations
a. Maximum Operating Speed (VM0/MMO)
1. Maximum Operating Speed (VMO) from sea level to 17,400 ft pressure

altitude is 250 KIAS
2. VMO above 17,400 ft. to 25,000 ft. pressure altitude reduces linearly to
a speed of 214 KIAS
3. Above 17,400 ft. MMO is 52 Mach
4. VMO/MMO must not be deliberately exceeded in any phase of flight.
b. Minimum Flight Speeds
1. Climb (except single engine): 170 KTS or .35 Mach

2. Enroute (except single engine): 170 KTS
3. Holding (Flaps may not be extended): 170 KTS
4. Single-engine speeds will be flown lAW profiles and procedures set forth
in this manual.
c. Approach Area Minimum Speeds
1. Flap 0 and 9: 160 KTS

2. Flap 15: 140 KTS
3. Flap 25: Target until 200’ AGL
4. The above minimum speeds will be used in the terminal area until slower
speed is necessary to make a configuration change for landing, or once
the final flap setting is achieved.
5. When the final flap setting is achieved, the minimum flight speed is Target
for that flap setting (e.g., if the final flap setting is 15, the minimum speed
is 160 KTS when flaps are 0 or 9. When flaps 15 is desired, the aircraft
may be slowed below 160 KTS to allow flaps 15 to be set at a speed suf-
ficient to avoid exceeding 160 KTS).
6. When the final flaps setting is achieved, Target is the minimum speed for
that flap setting.
12
d. Other Minimum Speeds
1. Initial climb after takeoff will be flown at speeds in accordance with the
takeoff profiles.
2. When flying a single-engine non-precision approach, the aircraft is not
configured for landing until leaving MDA. In this case, the minimum speed
once established inbound and prior to the FAF, is Target speed.
e. Maneuvering Speed (VA)
1. Maneuvering speed: 180 KIAS

2. Maneuvers likely to involve full application of the primary flight controls
with flaps retracted, or to involve angles of attack near the stall, must not
be attempted at an airspeed greater than VA.
f. Rough Air Speed (VRA)
1. Rough air speed: 190 KIAS

2. When severe turbulence is experienced during climb, cruise or descent,
the aircraft must be flown with the flaps retracted at a mean airspeed of
VRA.
g. Flaps
1. 9° - 200KIAS
2. 15° - 16OKIAS
3. 25° - 14OKIAS
4. The use of flaps is prohibited in icing conditions when enroute or holding.
13
h. Landing gear
1. The maximum permissible airspeeds for landing gear retraction, VLO(RET),

landing gear extension, VLO(EXT), and flight with the landing gear extended
are:
a. Landing gear retraction VLO(RET): 160 KIAS
b. 0° flap, VLO (EXT) and VLE: 170 KIAS
c. 9° flap, VLO (EXT) and VLE: 200 KIAS
i. Control locks
1. Control locks must be engaged whenever the aircraft is taxiing or is parked

if the tailwind component is above 20 KTS.
j. Control disconnects
1. The control disconnects must not be operated except as an emergency

procedure. (Reference QRH.)
k. Spoilers
1. The spoilers must be armed before every takeoff.

2. The spoilers may be deferred in accordance with the MEL.
14
D. Doors And Stairs

a. Passenger door
1. When passengers are being carried, the support cable to the passenger
door must be in a fully serviceable condition.
b. Aft right emergency exit door
1. The emergency exit door, which is positioned on the right side of the rear
passenger cabin, must only be used as an emergency exit.
15
Air-conditioning, Pressurization and Oxygen

A. Vapor-cycle Air Conditioning System
1. The Vapor-Cycle Air Conditioning System may only be used for taxi, take-
off, and initial climb (in this instance, initial climb is defined as 1500’ AGL);
2. The Vapor-Cycle Air Conditioning System must not be used at a pressure

altitude greater than 17,500 ft.
NOTE:
On certain aircraft the Vapor-Cycle Air Conditioning System was designed to
operate as high as a pressure altitude of 17,500 ft., an amendment bulletin
limitation restricts its use to taxi, takeoff, and initial climb. This is because the
Vapor-Cycle Air Conditioning System, when in operation, may cause compass
deviation errors on the No 1 and No. 2 EHSI.
16
B. Pressurization
a. Cabin Pressure
1. Maximum normal differential pressure: 5.7 PSI

2. Over-pressure relief differential pressure: 6.0 PSI
3. Negative pressure relief differential pressure: -0.3 PSI
b. Pressurization
1. The aircraft must not have a differential pressure greater than 0.2 PSI
during takeoff and landing.
c. Flow Selectors
1. The flow selectors can be used for takeoff, up to position 3, if 100% static
takeoff torque is achievable when the SAT is increased by 10°C
(reference Airport Analysis).
d. Takeoff
1. Flow selectors must be set at position 3 or less.

2. If engine anti-icing is used for takeoff, then the flow selectors must be OFF.
e. Single-Engine Climb
1. For one-engine inoperative enroute climb with engine anti-icing on, the
operative flow selector must be set to position 3 or less.
f. Landing
1. Two engine: All two-engine landings may be made with flow selectors set
to position 3 or less, regardless of temperature.
2. Single-engine: All single-engine landings must be made with the flow
selectors OFF.
17
C. Oxygen
a. Crew Oxygen
1. Fully charged crew oxygen bottle pressure: 1850 PSI (@21° C).
2. Minimum oxygen bottle pressure required for dispatch for two pilots and
a jumpseat rider: 1600 PSI (@21° C).
3. Minimum pressure for two pilots only: 1200 PSI (@21° C).
4. For temperatures or pressures other than listed above, consult the follow-
ing table:
-30°C -20°C -10°C 0°C 10°C 20°C 30°C

Fully Charged 1540 1600 1660 1720 1780 1850 1910
2 Pilots & ACM 1290 1350 1410 1470 1530 1600 1650
2 Pilots 890 950 1010 1070 1130 1200 1250
Crew and ACM Oxygen (PSI) Figure 2.4.1
18
a. Passenger Oxygen
1. Fully charged passenger oxygen bottle pressure is 1850 PSI (@21° C).
a. For temperatures or pressures other than listed above, consult the

following table:
Cabin Ambient Temperature Degrees C

Occupants -40°C -20°C 0°C 20°C 40°C
35 1095 1225 1495 1495 1625
30 975 1090 1320 1320 1430
27 905 1005 1210 1210 1315
24 830 920 1105 1105 1195
21 750 835 995 995 1075
18 670 745 885 885 960
15 590 655 775 775 840
12 510 560 665 665 715
9 425 465 550 550 590
6 335 370 435 435 470
3 245 270 320 320 340
Dispatch with Partial Passenger Oxygen (PSI) Figure 2.4.2
19
Electrics and Lights

A. Battery
1. An internal battery start of an engine must not be attempted if the battery
busbars are less than 24.0 volts.
2. The charging current to each battery must be less than 45 amps before
takeoff.
B. Ground Power Unit

1. The ground power switch must not be switched to ON unless the ground
power voltage is within 27.5 - 29 volts.
a. Current for a ground power start:
1. Minimum continuous: 550 amps.

2. Maximum limit ranges: 1,500-2,000 amps.
C. Standby Compass
1. When reading the standby compass, the electrical services/systems ope-
rating must correspond to those listed on the compass deviation card.
D. Generators
a. Ground Operations
1. The maximum continuous load for each generator on the ground is 400
amps.
NOTE:
This limit may be exceeded when the generator of the operating engine is
used to assist the internal batteries in starting the second engine.
20
b. Maximum Load Prior to a Generator-Assisted Start

1. Generator-assisted start 300 amps.
c. Flight Operations
1. The maximum continuous load for each generator as charted on the
graph below: in flight is 550 amps, or:
30
25
49
0A
51
0A
MA
53
0A
20
XI
55
MU
PRESSURE ALTITUDE - FT (X 1000)
0A
MA
IR T
15
EM
MINIMUM AIR TEMPERATURE
PER
ATU
10
R
E IS
A+
40°
5
C
-5
-60 -50 -40 -30 -20 -10 0 10 20 30 40 50 60
STATIC AIR TEMPERATURE - °C
Air Temp Limitations Figure 2.5.1 21

Engines and Propellers

A. Engines And Propellers
a. Engines
1. Allied Signal
a. Left TPE 331-14GR-802H

b. Right TPE 331-14HR-802H
b. Propellers
1. McCauley
a. Left B5JFR36C1 101-B/C-i 14GCA-0

b. Right C5JFR36C1 101-B/C-i 14GCA-0
B. Engines
a. Ground Starting
1. Starter generator duty cycles:
Start # Max Time On Rest

1 1 minute 3 minutes
22
b. Exhaust Gas Temperature (EGT)
1. An engine start must not be attempted if the residual EGT is greater than
200°C. A ventilation run may be continued directly into a manual engine
start when the EGT has decreased to 200°C, or 15% RPM is reached,
whichever occurs first.
2. The maximum permissible EGT during a start is 770°C.
c. Ventilation Run
1. Must not exceed 15 seconds or 15% RPM
d. Takeoff Operations with Reduced Torque
1. The reduced torque setting may not be less than 75%.

2. Reduced torque takeoffs are not permitted with APR armed.
3. Reduced torque takeoffs are not permitted with a tailwind.
4. Reduced torque takeoffs are not permitted on wet or contaminated run-
ways.
5. Reduced torque takeoffs are not permitted where maximum performance
is required, for example:
a. Wake turbulence
b. Windshear
6. Reduced torque takeoffs are not permitted when a non-standard takeoff

procedure is used (e.g., low visibility takeoff).
7. Reduced torque takeoffs are not permitted when there is an inoperative
item that affects performance or performance indication (e.g., anti-skid
mop).
8. Reduced torque takeoffs are not permitted on first flight of the day.
23
e. Takeoff and Maximum Continuous Power
1. The maximum permissible EGT at all times, other than engine start on the
ground or in flight, is the displayed EGT LIMIT with the Integrated Elec-
tronic Control (IEC) selected ON.
2. The maximum permissible EGT appropriate to the RPM and ambient
conditions with both Integrated Electronic Controls (IECs) selected OFF is
given in the Quick Reference Handbook (QRH).
3. Maximum continuous torque: 100%
4. The torque meter is calibrated on the basis of 100% torque being equal to
1500 SHP (shaft horsepower) at 100% engine rotation speed.
f. Automatic Performance Reserve (APR)
1. Both Integrated Electronic Control (IEC) computers must be selected ON

and be operative before arming the APR system.
2. The TTL (torque and temperature limiter) system must be operational
before arming the APR.
3. The APR system must not be used with an inoperative IEC computer.
4. A takeoff with the APR system armed must be made at, or greater than,
the minimum takeoff torque setting obtained for the actual ambient condi-
tions (no reduced power takeoffs with APR armed).
5. The APR override switch must only be operated as stated in the Engine
Failure on Takeoff Profile or Single Engine Go Around/Missed Approach
Profile.
6. APR system operating periods must not exceed 5 minutes -40°C
g. Relight In Flight
1. The maximum permissible EGT during a relight is 770°C.
24
h. Engine Instrument Color Coding
1. Maximum and minimum limits are marked with red radials.

2. Precautionary ranges are marked with a yellow arc or a yellow line.
3. Normal operating ranges are marked with a green arc.
i. Oil Temperatures
1. Minimum for starting

2. Maximum continuous: 110°C
3. Maximum (5-minute limit): 127°C
4. Minimum oil temperature for all operating conditions, except for starting
and ground operations with condition levers at taxi RPM, is 50°C.
j. Oil Pressures
Minimum Pressure Maximum Pressure

1. Taxi RPM 30 PSI 65 PSI
2. Flight RPM 45 PSI 65 PSI
3. If the oil temperature is cold, a transient oil pressure of 85 PSI is permit-
ted during engine start.
4. With the condition levers at taxi and reverse selected, the associated oil
pressure is permitted to fall to a minimum of 20 PSI for a maximum of 10
seconds.
k. Engine Rotational Speeds
1. The maximum permissible engine rotational speed for normal operation is

101% RPM
a. This speed may be momentarily exceeded during the takeoff run,

or for the purpose of carrying out overspeed governor checks.
25
l. RPM Operating Limits
1. 101% - Continuous
2. 101 to 105% - 30 seconds
3. 105 to 106% - 5 seconds
4. 106% - Never exceed
m. Malfunctioning Engine
1. If a malfunctioning engine is to be kept running at a reduced power set-

ting as a precautionary measure:
a. The torque for that engine will be set at no less than 15% for the
remainder of the flight.
26
C. Propeller
WARNING: Movement of the power levers behind the flight idle stop is
prohibited in flight.
1. Movement of any power lever behind flight idle stop while in flight will
lead to a hazardous condition and loss of control from which recovery
may not be possible.
2. Continuous operation between 82% and 90% RPM is prohibited.
3. Except for takeoff, continuous ground operation is prohibited above 60%
torque in winds greater than 15 kts, unless the wind is from within +/- 45
degrees of the nose of the aircraft.
a. Windmilling RPM
1. 0 to 20% - Continuous
2. Greater than 20% - Not recommended
b. Minimum permissible RPM
1. Ground Idle - 72% RPM

2. In Flight - 96% RPM
3. Takeoff - 100% RPM
NOTE: 100% propeller shaft speed is equal to 1,552 RPM.
27
Fuel
Fuel
A. Specifications
1. The fuel used must meet the latest approved issue of the following speci-
fications.
a. Grade
1. Kerosene
b. Specification
1. JET A ,JET A-1, JP-8, CAN-M86
B. Fuel Pressures
1. The permissible fuel pressures:
a. Maximum 65 PSI
b. Motive flow 40 PSI
c. Standby pump 20 PSI
d. Minimum 10 PSI
C. Fuel Tank Temperatures

1. Minimum - 37°C
2. Maximum +49°C
28
Fuel
D. Fuel Management
1. Total usable fuel in each tank - 2,909 lbs.
2. Total usable fuel - 5,818 lbs
3. Maximum fuel imbalance (takeoff and landing) - 200 lbs.
4. The maximum fuel imbalance permitted for any phase of flight other than
takeoff and landing - 500 lbs.
5. The fuel cross-feed valve must be selected to SHUT for takeoff and lan-
ding.
6. If a fuel contents gauge indicates zero, any fuel remaining in the fuel tank
cannot be safely used in flight.
E. Standby Pumps
1. Must be turned ON for:
a. Engine start
b. Cross-feed
c. Motive flow failure
F. Refueling/Defueling
1. The maximum permissible fuel pressure or fuel flow for refueling is 50
PSI or 72 US gal/min.
2. The maximum permissible fuel pressure for defueling is -11 PSI.
29
Hydraulics And Landing Gear
Hydraulics And Landing Gear

A. Hydraulic Fluid
1. Specifications
a. USA specification MIL-H-5606
1. Hydraulic Pressure
a. Normal pressure 2,000 PSI

b. Maximum permissible pressure 2,450 PSI
B. Anti-skid
1. Anti-skid system must be on for takeoff and landing if it is operational If
the system is deferred, refer to the Airport Analysis for any weight penal-
ties to be applied.
C. Aircraft Pushback
1. Never have a tow bar attached to the aircraft while an engine(s) is run-
ning. The aircraft will have to be repositioned, the tow bar removed, then
the engine(s) may be started.
30
Ice And Rain Protection

A. Snow, Frost And Ice
1. The aircraft must be clear of snow, frost and ice before takeoff.
B. Slush/Standing Water/Snow
1. The aircraft is authorized to operate in accordance with the data as pub-
lished in the Flight Operations Manual.
C. Icing Conditions Defined

1. Icing conditions exist when the outside air temperature (OAT) on the
ground is 5°C or colder and visible moisture in any form is present (e.g.,
cloud, fog, or mist with visibility of one mile or less, rain, snow, sleet or
ice crystals).
2. Icing conditions exist when the total air temperature (TAT) in flight is 10°C
or colder, and visible moisture in any form is present (e.g., cloud, fog, or
mist with visibility of one mile or less, rain, snow, sleet or ice crystals).
3. Icing conditions exist when the OAT on the ground is 5°C or colder when
operating on ramps, taxiways or runways, where surface snow, ice,
standing water, or slush may be ingested by the engines, or freeze on
engines, nacelles, or engine-sensor probes.
4. Icing conditions exist when there are visible signs of ice accretion on the
aircraft, or when the ICE (amber) caption is on.
DETECT
D. Airframe Ice Protection

WARNING: Flight in icing conditions must be avoided if there is a known failure of the
airframe deicing boots to inflate correctly.
1. Airframe deicing must not be activated during takeoff and below 200 ft.
AGL on the approach to landing.
31
E. Takeoff In Icing Conditions

1. The aircraft must be clear of all deposits of snow, ice and frost adhering
to the surfaces immediately before takeoff.
2. When actual or forecast icing conditions exist at or below 1,600 ft., the
takeoff must be carried out with:
a. APR set to - ARM

b. Engine anti-icing - ON
c. Flow selectors - OFF
d. IGNITION - CONTINUOUS
F. Propeller And Engine/Elevator Ice Protection

1. Propeller and Engine/Elevator anti-icing must be switched ON during all
ground and flight operations when in icing conditions and/or potential
icing conditions are anticipated.
2. Propeller Anti-ice:
a. Temperatures -5°C or warmer SHORT CYCLE

b. Temperatures colder than -5°C LONG CYCLE
3. Except for testing or when activating for takeoff, propeller and engine/
elevator anti-icing must be switched OFF on the ground when the OAT or
TAT is warmer than 5°C.
4. Propeller and Engine/Elevator anti-icing must be switched OFF on the
ground when the applicable engine/propeller is not running.
5. Engine Anti-ice test is limited to 10 seconds if temperature is greater than
10°C.
32
G. Landing In Icing Conditions

1. A touch-and-go landing is not permitted with accreted ice on the aircraft.
H. Continuous Ignition
1. If flight in heavy precipitation such as rain, hail or snow can not be avoi-
ded, the engine IGNITION switches must be selected to CONTINUOUS.
2. If taking off or landing on a contaminated runway, the engine IGNITION
switches must be selected to CONTINUOUS.
33
Avionics
Avionics
A. General
1. The AVIONICS MASTER must be selected to OFF during any engine start
or engine shutdown on the ground.
2. The AHRS takes 3 minutes to run up and 15 minutes to run down. The
aircraft must not be moved during these times or damage may occur to
the gyros.
B. Flight Director
1. The flight director (FD) must not be used in the following conditions:
a. As sole means of reference to the required flight path.

b. For guidance below a height of 200 ft. above the runway thresh-
old when coupled to a precision approach.
2. The FD must be at SBY, or GA, or GA and HDG, or GA, HDG and ALT SEL
for takeoff if the FD will be used during the takeoff.
C. GNS-XLS Flight Management System

1. During periods when the DR warning is illuminated, navigation shall not
be predicated on the FMS.
2. The GNS-XLS is not approved for non-precision approaches.
NOTE:
The GNS-XLS may generate misleading information during non-precision GPS
approaches due to software limitations.
34
Avionics
D. Traffic Alert And Collision Avoidance System (TCAS)

1. The Traffic Alert and Collision Avoidance System (TCAS) must be used
for advisory purposes only.
2. TCAS must not be used when the TCAS fail annunciators on either EHSI
and EADI display are illuminated, or after failure of any of the following
systems:
a. Encoding altimeter
b. Radio altimeter
c. AHRS inputs to TCAS
d. Mode S transponder
E. Autopilot And Yaw Damper

a. Speeds
1. When the auto-flight control system (AFCS) is engaged, the maximum

permissible speed is Vmo at and below 17,400 ft. Above 17,400 ft., Mmo
is the maximum permissible speed. The minimum permissible speed with
the AFCS engaged is 1.3 Vs lAS.
b. Engagement
1. The AFCS must not be engaged:
a. During takeoff and landing.

b. When the automatic elevator trim system is inoperative.
c. At a height less then 500 ft. AGL, except when coupled to an ILS
glideslope
ELEV
d. During flight in icing conditions with the (amber) caption
on.
e. In flight with severe icing visual cues present.
f. On the ground with the gust locks engaged.
35
Avionics
2. The yaw damper must not be engaged:
a. During takeoff.
b. On the ground with the gust locks engaged.
c. During landing.
c. Coupled ILS approach and landing
1. The aircraft is approved for landing using either an approach with the flight
director followed by a manual landing, or an autopilot coupled approach
followed by a manual landing.
2. The autopilot must be disengaged at a height no lower than 200 ft. above
TDZE or DH, whichever is higher.
d. Coupled ILS approach and landing with one engine inoperative
1. If an engine failure occurs during an ILS coupled approach, the AFCS must
be disengaged and the aircraft manually re-trimmed in all axes, before the
AFCS is re-engaged.
36
Table of Contents - Normal Procedures & Profiles
Table of Contents
Normal Procedures & Profiles
GENERAL 4-1-3
A. Introduction 4-1-3
B. Preparation And Planning Philosophy 4-1-3
C. Flows & Checklists Philosophy 4-1-3
D. Profile Philosophy 4-1-6
E. Crew Coordination 4-1-6
NORMAL CHECKLIST 4-2-10
NORMAL PROCEDURES 4-3-12
A. Aircraft Acceptance 4-3-12
B. Exterior Preflight Inspection 4-3-14
C. Security Inspections 4-3-20
D. Cockpit Preparation 4-3-22
E. Departure Preparation And Planning Duties 4-3-36
F. Turn Check 4-3-42
G. Final Departure Preparation 4-3-45
H. Before Start Check 4-3-46
I. Pushback Procedures 4-3-49
J. Engine Start 4-3-50
K. After Start 4-3-55
L. Taxi Check 4-3-61
M. Taxiing 4-3-66
N. Departure 4-3-67
O. Operation Of The SPZ-4500 Flight Director 4-3-70
P. Takeoff Profile 4-3-71
Q. After Takeoff 4-3-76

Table of Contents - Normal Procedures & Profiles
Table of Contents
Normal Procedures & Profiles (continued...)
R. Enroute Climb 4-3-78
S. Cruise 4-3-80
T. Holding Procedure 4-3-81
U. Descent 4-3-82
V. Descent And Approach Preparation And Planning 4-3-83
W. General Approach Procedures 4-3-90
X. Visual Approach Profile 4-3-91
Y. Precision Approach Profile 4-3-94
Z. Non-precision Approach Profile 4-3-98
AA. Circling Approach Profile 4-3-103
BB. Landing Check 4-3-105
CC. Landing Profile 4-3-106
DD. After Landing 4-3-109
EE. Single-engine Shutdown 4-3-112
FF. Shutdown 4-3-114
GG. Post Flight Duties 4-3-117
HH. Securing 4-3-118
II. Go-aroundimissed Approach 4-3-120
JJ. Two Engine Missed Approach Profile 4-3-123

Chapter 4 - Normal Procedures & Profiles
General
General
A. Introduction
1. This chapter contains directions for the accomplishment of Preparation
and Planning, Flows, Checklists, and Profiles for normal operations. This
chapter provides the basic information necessary to operate the aircraft
during a normal flight. The information herein is presented in a normal flight
sequence.
B. Preparation And Planning Philosophy

1. Preparation and Planning procedures are duties that do not fit into a
specific Flow or Profile. They include preflight and in-flight duties, such as
getting the ATIS, reviewing the release, getting the clearance, performance
calculations, Pax briefings, approach briefings, etc. Preparation and Plan-
ning duties are performed when appropriate, considering the phase of flight
and expectations of how the flight will progress.
2. Critical items that are part of Preparation and Planning duties are included
in various checks to verify they have been completed.
C. Flows & Checklists Philosophy

1. Most procedures are accomplished by a Flow-Check combination. After
a flow is completed, the checklist will serve to verify critical items/proce-
dures have been accomplished.
a. A flow pattern is the stringing together of items to be performed in a

logical order to increase efficiency. Flows contain items that may not be
subsequently challenged or checked by the checklist. All flow items are
required actions that must be committed to, and performed by memory.
Published flows must be performed in the exact order specified.
2. When used with a flow philosophy, all checked items will be completed
prior to calling for the check, excluding ‘Do” checks (“Do” checks require
the action be performed as the checklist is being read, as opposed to a
flow-check).

General
3. The checklist is intended to achieve the following:
a. Aid the pilots in recalling the process for configuring the aircraft.
b. Provide a standard foundation to verify aircraft configuration while defeat-
ing any reduction in the flight crew’s psychological and physical condi-
tion.
c. Provide convenient sequences for motor movements and eye fixations
along the cockpit panels.
d. Provide a sequential framework to meet internal and external cockpit
operational requirements.
e. Allow mutual supervision among crewmembers.
f. Promote a team concept for configuring the aircraft by keeping all crew-
members involved.
4. Checks are either “silent” or “aloud”. During ground operations, the Cap-
tain will call for all checks, and the First Officer (FO) will read all checks.
During flight, the Pilot Flying (PF) will call for all checks and the Pilot Not
Flying (PNF) will read all checks. When reading an “aloud” check, the
crewmember(s) designated to respond to the challenge should visually
confirm that the challenged action (switch position, instrument configura-
tion, etc.) has been properly accomplished.
5. If a single response covers multiple items, the response will indicate that
all required actions have been completed. Any action that has not been
performed or completed when challenged must be completed before the
next challenge is read.
6. When a check is complete, the pilot reading the check will state “CHECK
COMPLETE”.

General
7. The description of each check is laid out (unless otherwise indicated) by

the flow for each pilot, as well as the activities to be conducted at each
step in the flow, then the check, and if necessary, an expanded check for
those items not previously explained by the flow. Typical layout:
a. Flow 1st.
b. Check 2nd.
c. Expanded check (if not previously explained) 3rd.
8. Checklist items printed in all CAPITAL LETTERS must be read aloud. Items
in lower case letters will be read silently.
9. Checklist Items indented with + are accomplished on the aircraft’s first

flight of the day only.
10. The following is a list of abbreviations for the pilot who will make the
response to a challenge:
a. CAPTAIN ........................ C
b. FIRST OFFICER .............. F
c. PILOT FLYING ................. PF
d. PILOT NOT FLYING ......... PNF
e. BOTH ............................. B
(1) On a “Both” response, the pilot reading the check will respond
second.

General
D. Profile Philosophy
1. The described profiles are to be performed in training and line operations.
Small deviations from these profiles may be required during some opera-
tions since it is impossible to envision all possible scenarios when scripting
profiles.
2. Many of the profiles are described by stating Flight Director (FD) modes.
The PF will follow the FD when it is properly set up. If the FD is inoperative,
the actual flight path and speeds flown will be the same as if the FD was
operative. It is understood that Flight Control Panel/Flight Director (FCP/FD)
selection calls need not be made if the FD is inoperative.
E. Crew Coordination
1. Throughout all normal procedures, even when not specifically written,
crewmembers will monitor the airplane systems through periodic checks of
the various instruments, displays and circuit breaker panels.
2. If the Autopilot (AP) is not engaged, the PNF will make all FCP/FD selec-
tions at the request of the PF. In cases where the PNF is occupied with
other essential duties, the PF may make simple FCP/FD selections.
3. If the AP is engaged, the PF will make his own FCP/FD selections In high
workload situations, the PF may ask the PNF to make the selection for him.
4. When calling for FCP selections, the PF will state the title of the button he
wants pushed.
a. Heading Changes
a) Autopilot Off:
(1) The PNF will set heading changes issued by ATC The PNF will enter
the new heading while reading it back to ATC Once the new heading
is entered, the PNF will state the new heading, followed by verbal
confirmation by the PF.

General
(a) Example:
(i) ATC issues a heading of 230°.

(ii) The PNF enters the 230° heading while reading it back and
once the heading is entered, states “230”.
(iii) The PF verifies the correct heading and states, “230”.
b) Autopilot On:
(1) The PF will set heading changes issued by ATC. The PF will enter
the new heading while the PNF reads it back to ATC. Once the new
heading is set, the PF will state the new heading, followed by verbal
confirmation by the PNF.
(a) Example:
(i) ATC issues a heading of 230°.

(ii) The PF enters the 230° heading and, once the heading is
entered, states, “230”.
(iii) The pilot not flying reads the heading back to ATC, verifies the
proper heading and states, “230”.
b. Altitude Changes
a) Autopilot Off:
(1) The PNF will set any altitude change issued by ATC. The PNF will
enter the new altitude clearance while reading it back to ATC. Once
the new altitude is entered, the PNF will restate the altitude new
clearance and point at the altitude displayed until a verbal confirma-
tion is received from the PF.

General
(a) Example:
(i) ATC issues an altitude of 8000’

(ii) The PNF enters 8000’ in the altitude preselector while read-
ing it back. The PNF then points to the preselect display and
states, “Eight Thousand”.
(iii) The PF verifies the correct altitude and states, “Eight Thou-
sand”.
b) Autopilot On:
(1) The PF will set any altitude change issued by ATC. The pilot flying
will enter the new altitude clearance while the PNF reads it back
to ATC. Once the new altitude is entered, the PF will state the new
clearance altitude and point at the display until a verbal confirmation
is received from the PNF.
(a) Example:
(i) ATC issues an altitude of 8000’.

(ii) The PF enters 8000’ in the altitude preselector while the PNF
reads it back. The PF then points to the preselect display and
states, “Eight Thousand”.
(iii) The PNF verifies the correct altitude and states, “Eight Thou-
sand”.
c. FMS Entries
1) While taxiing, the FO will make all FMS entries.

2) At or below 10,000 feet (not in cruise), the PNF should make all
FMS entries. In cases where the PNF is occupied with other essen-
tial duties, the PF may make simple FMS selections.
3) Above 10,000 feet or in cruise flight below 10,000 ft, the PF may
make FMS entries when workload permits.

General
d. Transfer of Control
1) The following procedure will be used when transferring controls

from one crewmember to the other:
(i) The pilot transferring the flight controls will brief the direction
(heading or course), altitude and any other pertinent informa-
tion (e.g., crossing restriction, airspeed restriction, clearance
limit, etc.), and state, “You have the controls”.
2) The pilot accepting the flight controls will state, “I have the controls”.
e. Comm Radio Management
1) The Comm 1 radio will normally be used for ATC communications.

The PF will always monitor Comm 1. The PNF will monitor Comm
1 and perform ATC communication duties except when other duties
interfere (e.g., getting the ATlS, in range calls, PAX briefings, etc.)
2) Whenever the PNF stops monitoring ATC, he will inform the PF by
stating, “I’m off one”. The PF will acknowledge by stating, “I have
one” and will assume ATC communication duties. When the PNF
resumes ATC communication duties, he will state, “Back on one”.
The PF will advise the PNF of any changes that have occurred while
the PNF was not monitoring Comm 1. If no changes occurred, the
PF will state, “No changes”.
f. Navigational Charts
1) For ground, departure and arrival operations, both pilots will have
the appropriate chart in use.
2) In cruise, at least one pilot will have a chart open to the appropriate
area and available for immediate use.

04SEPT09
10
J-41 Normal Checklist - 1
ACCEPTANCE CHECK COCKPIT PREPARATION COCKPIT PREPARATION (Cont.)
Aircraft Logbook .............................. Checked Aircraft Documentation ..................... Checked - C ----------- Essential Bus Power Established ---------
Circuit Breakers ............................... Checked Emergency Equipment ...................... Checked - C Passenger Oxygen ............................. Checked - C
Landing Gear ................................... Checked Winterization Kit ................................ Checked - C Hydraulic Quantity ............................. Checked - C
Flaps ...................... Leave at Current Position Gear Pins ........................................... Stowed - C QCargo Smoke/Fire Loop ........................ Test - C
Parking Brake/Chocks .......................... On/In Windshields ....................... Clean/Undamaged - B QTOCWS ............................................... Test - C
Battery/Ground Power ................. On/Checked Seat and Rudder Pedals ................... Adjusted - B QCAP ............................................ Checked - F
Nav Lights ................................... As Required Crew Oxygen .................................... Checked - C QCoaming Panel Lights ................. Checked - F
Trims ............................................... Centered Audio Panel/Oxygen Mask ............. Test/100% - B QOverheat Detection Fault .................... Test - F
Gear Pins ........................................... Stowed CVR ........................................................ Test - C QSmoke ............................................... Test - F
Overhead Panel ................................ Checked - C QGPWS ................................................ Test - F
Spoilers Switch ......................................... Off - C QAutopilot/Electric Trim ................ Checked - F
FOR SIMULATOR USE ONLY

Autopilot/Trim Power Switch ...................... On - C
Power Reserve (APR) ................................ Off - C
EIS Gauges ....................................... Checked - C
Stby Instrument Power Supply ............. Normal - C SECURE CHECK
Radar ........................................................ Off - C Volt /Ammeter Switch ................................ Off - C
Roll/Pitch Disconnects ......................... Fully In - C Cabin Heat ................................................ Off - C
Pressurization ................................... Checked - C Batteries and GPU ................. Off/As Required - C
Hydraulics ........................................ Checked - C Vestibule Lights ........................................ Off - C
Air Conditioning Panel ....................... Checked - C Overhead Panel (Last Flight) ..................... Off - C
Power Levers ............................... Full and Free - C Oxygen (Last Flight) ................................. Off - C
Condition Levers .......................... Full and Free - C Doors ................................................. Closed - C
Parking Brake ............................................. On - C
Reversionary Switches ...................... Normal - F
Standby Gear Indicator ................... 3 Greens - F
QElevator, Rudder, Aileron Trim ........ Neutral - F
QCockpit Door Lock ....................... Checked - F
--------------- Battery Power Only -------------------
QCondition Levers .......... Feather Shut Off/Test - C
QGear Horn ........................................... Test - F
QFire Detection Fault .............................. Test - F
QStandby (Battery) Power ...................... Test - F
v.1.00.0
QFMS NDB (Expiration) ................... Checked - F
J-41 Normal Checklist - 2
TURN CHECK DEPARTURE CHECK AFTER LANDING CHECK
04SEPT09
11
QPREFLIGHT BRIEF .................... COMPLETE - B FLIGHT CONTROLS ............................... FREE - B Spoilers .................................................. OFF - F
EXTERNAL CHECK ....................... COMPLETE - B TOCWS ................................................ TEST - F Gust Locks ................................... ENGAGED - F
PRESSURIZATION .................................... SET - C TRANSPONDER ....................................... ON - F Flaps ....................................................... UP - F
CABIN SIGNS ............................................ ON - C THE LINE ____________________________ - C Transponder .................................. STANDBY - F
OXYGEN ......................................... CHECKED - B IGNITION/ANTI-ICE .............................. _____ - C “AFTER LANDING CHECK COMPLETE”
CARGO SMOKE/FIRE .............................. TEST - C FLOWS ............................................... _____ - F
PARKING BRAKE ....................................... ON - C SHUTDOWN CHECK
CONDITION LEVERS .......................... FLIGHT - F
CLEARANCE BRIEF ....................... COMPLETE - B “DEPARTURE CHECK COMPLETE” Parking Brake ........................................... ON - F
FMS/RADIOS ........................................... SET - B Right Console ......................................... OFF - F
“TURN CHECK COMPLETE” AFTER TAKEOFF CHECK Flows ...................................................... OFF - F
Emergency Lights ................................... OFF - F
BEFORE START CHECK Landing Gear ......................................... UP - PNF
Avionics Masters .................................... OFF - F
Flaps ..................................................... UP - PNF
AIRCRAFT LOG/RELEASE ............... CHECKED - C APR .................................................... OFF - PNF Generators .............................................. OFF - F
GEAR PINS ...................................... STOWED - C Flows .............................................. _____ - PNF Seat Belt Sign ......................................... OFF - F
BEACONS/NAVS ....................................... ON - C Beacons ................................................. OFF - F

Lights .................................................. OFF - PNF
FUEL .........................._______LBS CHECKED - B Condition Levers .......................... 96-100% - PNF AFIS Closeout .............................. TRANSMIT - F
DOORS/REFUEL ................................ CLOSED - C Prop Sync ............................................. ON - PNF “SHUTDOWN CHECK COMPLETE,
BATTERIES ................................................ ON - C “AFTER TAKEOFF CHECK COMPLETE” DEBRIEF ITEMS”
“BEFORE START CHECK COMPLETE”
DESCENT/APPROACH CHECK GO-AROUND MISSED APPROACH
AFTER START CHECK ALTIMETERS .............. ____.____ - CHECKED - B CHECK
EMERGENCY LIGHTS ....................... ARMED - F FLIGHT ATTENDANT .................... ADVISED - PNF Landing Gear ........................................ UP - PNF
SPOILERS .......................................... ARMED - C PRESSURIZATION .............................. SET - PNF Flaps .................................................... UP - PNF
APR .............................................. ________ - C SPOILERS ..................................... ARMED - PNF Lights ................................................. OFF - PNF
QICE PROTECTION ............................ TEST - F FUEL BAL/X-FEED ............ IN LIMITS/SHUT - PNF Landing Data ...................................... SET - PNF
QSTALL SYSTEM ............................... TEST - F APR .................................................. ARM - PNF Condition Levers ......................... 96-100% - PNF
“AFTER START CHECK COMPLETE” ICE AOA ...................................... ______ - PNF ALTIMETERS .............. ____.____ - CHECKED - B
TAXI CHECK LANDING DATA ................................. SET - PNF FUEL .............................................. CHECKED - B
ARRIVAL BRIEF ........................... COMPLETE - B ARRIVAL BRIEF ........................... COMPLETE - B
START LOCK(S) ............................ REMOVED - C APPROACH BRIEF ....................... COMPLETE - B APPROACH BRIEF ....................... COMPLETE - B
FLAPS ...................... 9 SET AND INDICATING - B “DESCENT/APPROACH CHECK COMPLETE” PASSENGER BRIEF .................. COMPLETE - PNF
TRIMS ............................ GREEN & _______ - B “GO-AROUND MISSED APPROACH CHECK
CAP ...................... UNDERSTOOD/UNMUTED - B LANDING CHECK COMPLETE”
INSTRUMENTS ..........._____._____CHECKED - B LANDING GEAR ........ DOWN FOR RWY_____ - B
TAKEOFF DATA ............................... _____SET - B FLAPS ....... ______SET AND INDICATING - PNF Returning to the same airport, landing check next.
CONDITION LEVERS ................... FLIGHT - PNF Diverting to a different airport, after takeoff check
v.1.00.0
TAKEOFF BRIEF .............. _______COMPLETE - B
FLIGHT ATTENDANT ........................ ADVISED - F next.
FLOWS ........................................ THREE - PNF
“TAXI CHECK COMPLETE” FLIGHT ATTENDANT ................ ADVISED - PNF
“LANDING CHECK COMPLETE”
Aircraft Acceptance
Normal Procedures
A. Aircraft Acceptance
1. The Acceptance Check is performed by either crewmember prior to power
up, when receiving an aircraft, or after maintenance has been accom-
plished It is completed silently.
a. Acceptance Check
a) Aircraft Logbook ..................... Checked

b) Circuit Breakers ...................... Checked
c) Landing Gear .......................... Down
d) Flaps ...................................... Leave at Current Position
e) Parking Brake/Chocks ............. On/In
f) Battery/Ground Power ............. On/Checked
g) Nav Lights .............................. As Required
h) Trims ...................................... Centered
i) Gear Pins ............................... Stowed
b. Acceptance Check Expanded
a) Aircraft Logbook ..................... Checked

(i) Check the aircraft logbook lAW the AOM.
b) Circuit Breakers ...................... Checked
(i) All circuit breakers should be checked to ensure they are in. If
a circuit breaker is pulled in relation to a deferred maintenance
item, it should be collared and in compliance with the MEL.
(ii) When a circuit breaker trips during ground operations, it may
only be reset in accordance with the Circuit Breaker Reset
Policy contained within the AOM.
12
Aircraft Acceptance
c) Landing Gear .......................... Down

(i) The gear handle should be in the gear down position.
d) Flaps ...................................... Leave at Current Position
(i) Put the flap lever in the position that corresponds to the actual
flap position.
e) Parking Brake/Chocks ............. On/In
(i) Ensure that the parking brake is set and the pressure is at
least 750 PSI. If the pressure is less than 750 PSI, chocks
must be installed before engine start.
(ii) Hydraulic pressure may be increased by “spinning” a propel-
ler.
(iii) If boarding passengers, the wheels must be chocked.
f) Battery/Ground Power ............. On/Checked
(i) Select the ammeter to battery and ensure adequate battery

voltage, then select the battery master switches to ON. If a
GPU is available, select the ammeter to GPU and ensure that
27.5-29 volts are available prior to selecting the GPU to ON.
g) Nav Lights .............................. As Required
(i) If GPU is available or as battery charge permits, select the

NAV lights ON.
h) Trims ...................................... Centered
(i) Center the elevator, rudder and aileron trim indicators prior to
preflight inspecting the aircraft.
i) Gear Pins ............................... Stowed
(i) Ensure all three gear pins are stowed in the holder beside the
Captain’s seat.
13
Exterior Preflight Inspection
B. Exterior Preflight Inspection

1. The exterior preflight is a visual inspection of the aircraft that ensures the
airplane condition is acceptable for flight The preflight inspection will be
performed anytime the crew accepts a new aircraft. It is normally per-
formed by the FO. However, it is encouraged but not required, that the
Captain do a short walk-around inspection after the FO has completed the
initial preflight This is a simple way to check and verify your partners work.
2. The preflight starts at the forward door of the aircraft and progresses in a
clockwise manner to the nose, right wing, empennage, left wing and then
ends at the forward door.
3. While conducting the inspection, check the proximate area for potential
FOD items and unusual obstructions.
4. The airplane and its visible components must be checked for damage and
general condition, evidence of leaks, and as specified below:
a) Passenger Door
(i) Check condition of the door seal and the door restraining cable.
Observe movement and dampening during lowering of passenger
door. Lift the speed lock release cover and ensure that the speed
lock lanyard ring is visible.
b) Left Front Fuselage
(i) Ensure the Pitot/Static and TAT covers are removed and ports are
clear of obstructions. Inspect AOA sensor. Check that the skin,
antennas, ice detector probe and left windshield/wiper are unob-
structed and undamaged.
c) Nosewheel
(i) Check that the nose gear pin is removed. Check that the gear doors,
WOW switch and lights are clean/undamaged. Ensure that there are
no hydraulic leaks. Inspect tires for proper inflation, obvious wear,
cuts and scuffing. Ensure the gear doors are undamaged. Aircraft
must be chocked prior to boarding passengers.
14
d) Nosecone
(i) Check the nosecone for security and damage, and that the wind-
shield washer reservoir cap is flush.
e) Right Front Fuselage

(i) Ensure the Pitot/Static covers are removed and ports are clear of
obstructions. Inspect AOA sensor. Check that the skin, antennas,
and right windshield/wiper are unobstructed and undamaged. Check
the oxygen discharge indicator is intact and green.
f) Right Inboard Wing Leading Edge

(i) Check to see that the deicing boot is undamaged. Observe vortex
generator vanes for condition and ensure none are missing (If any
are, notify Maintenance, and refer to the CDL). Check the engine
panels for security, and the general condition of nacelle for fluid
leaks or damage.
g) Right Engine
(i) Ensure the engine intake and oil cooler plugs are removed and
the intakes are clear of ice, snow or other contaminants. Check to
see the vents and drains are clear and all of the nacelle panels are
secure. Ensure that engine nacelle areas are checked for puddled
or dripping fuel or oil. The ice observation light should be clean and
undamaged.
h) Right Propeller
(i) Ensure the propeller is on the start lock, undamaged and free to
rotate Inspect the compressor blades for damage.
(ii) Only rotate the propeller in the normal direction of rotation.
15
i) Right Wing Leading Edge

(i) Check to see the deicing boot is undamaged. Inspect the fuel ac-
cess panel and ice depth gauge for condition and security.
j) Right Wing Tip and Trailing Edge

(i) Inspect the navigation, strobe and conspicuity lights for damage,
cleanliness and security. Ensure there are no heat bubbles in lens
cover. Check Ailerons and Flaps for condition and security. Ensure
aileron mass balance tab is undamaged. Ensure the static wicks are
installed (if any are missing refer to the MEL).
k) Right Wing Undersurface

(i) Inspect the wing undersurface for damage and ensure all panels are
secure. Ensure fuel level indicators are secure and fuel vent is clean
Check water drain valves for security.
l) Right Engine Trailing Edge

(i) Remove the exhaust cover and inspect pen nib for cracks. Visu-
ally inspect rear turbine blades for damage. Inspect the rear turbine
bearing cover for signs of oil leakage, and ensure its safety wire is
in place. Ensure tail pipe is secure.
m) Right Main Landing Gear

(i) Check to see the main gear pin is removed. Inspect the main land-
ing gear strut, gear linkage, brake lines, and brake wear indicators
for condition, and that there are no fluid leaks. Check the gear doors
are undamaged. Inspect the tires for proper inflation, wear, cuts and
excess scuffing.
n) Right Inboard Trailing Edge

(i) Inspect wing fillet for security and that no cracks are evident. Check
inboard flaps for condition and security.
16
o) Right Aft Fuselage
(i) Check fuselage and cabin windows for condition. Check pod door
operation. Inspect the interior of the pod for a proper seal around
the battery doors. Check the interior perimeter of the pod door,
including the hinge area for loose, missing or damaged foam seal-
ant or gasket material. Close the pod door. Check both emergency
exits for proper installation and security Check emergency exit light
covers and inspection window for condition.
p) Empennage
(i) Inspect all control surfaces for damage and security. Inspect the
deicing boots for damage. Check navigation lights, tail flood lights,
antennas, vortex generators and static wicks (5) for condition.
q) Left Aft Fuselage
(i) Check the oxygen discharge indicator is intact and green. If the aft
bag door is open, check the compartment for damage or cracks.
Visually inspect the toilet servicing access panel for security. Check
pod door operation. Inspect interior of pod for loose, missing or
damaged sealant tape. Check the interior perimeter of the pod door,
including the hinge area, for loose, missing or damaged foam seal-
ant or gasket material. Close the pod door. Check all three fire bottle
discharge indicators are intact and green. Open and Inspect the
hydraulic reservoir sight glass for proper servicing and ensure the
hydraulic panel is secured closed and there are no leaks. Check the
over wing emergency exit for proper installation and security. Check
emergency exit light covers for condition.
r) Left Inboard Trailing Edge
(i) Inspect wing fillet for security and that no cracks are evident. Check
inboard flaps for condition and security.
17
s) Left Engine Trailing Edge
(i) Remove exhaust cover and inspect pen nib for cracks. Visually
inspect the rear turbine blades for damage. Inspect the rear turbine
bearing cover for signs of oil leakage and ensure its safety wire is in
place. Ensure the tail pipe is secure.
t) Left Main Landing Gear
(i) Check to see the main gear pin is removed. Inspect the main land-
ing gear strut, gear linkage, brake lines, and brake wear indicators
for condition, and that there are no fluid leaks. Check the gear doors
are undamaged. Inspect the tires for proper inflation, wear, cuts and
excessive scuffing.
u) Left Wing Undersurface
(i) Inspect the wing undersurface for damage and ensure all panels
are secure. Ensure fuel level indicators are secure and fuel vent is
clean.
v) Left Wing Tip and Trailing Edge
(i) Inspect the navigation, strobe and conspicuity lights for damage,
cleanliness and security. Ensure there are no heat bubbles in lens
cover. Check ailerons and flaps for condition and security. Ensure
the aileron mass balance tab is undamaged, the aileron trim tab is
neutral, and 4 static wicks are installed.
w) Left Wing Leading Edge
(i) Check the deicing boot for damage. Inspect the ice depth gauge for
condition and security.
18
x) Left Propeller
(i) Ensure the propeller is on the start lock, undamaged and free to
rotate. Inspect the compressor blades for damage.
(ii) Only rotate the propeller in the normal direction of rotation.
y) Left Engine
(i) Ensure the engine intake and oil cooler plugs are removed and
the intakes are clear of ice, snow or other contaminants. Check to
see the vents and drains are clear and all of the nacelle panels are
secure. Ensure that engine nacelle areas are checked for puddled
or dripping fuel or oil. The ice observation light should be clean and
undamaged.
z) Left Inboard Wing Leading Edge
(i) Check to see that the deicing boot is undamaged. Observe vortex
generator vanes for condition and ensure none are missing. (If any
are, notify Maintenance, and refer to the CDL.) Check the engine
panels for security and general condition of nacelle for fluid leaks or
damage.
aa) Under Fuselage Center Section
(i) Check the white strobe light for condition. Ensure the air cycle ma-
chine inlets and outlets are unobstructed and outlets are secure.
19
Security Inspections
C. Security Inspections
1. Perform the following security inspections as set forth by the policies in the
AOM.
a. External Security Inspection
Wheel Wells .............................. Inspect

Engine Inlets,Exhaust ................ Clear And Unobstructed
GPU Plug Access Door ............. Open and Inspect
Aft Baggage ............................. Open and Inspect
Pod .......................................... Open and Inspect
Lavatory Service Panel ............. Open and Inspect
(Request Assistance of Ground Personnel)
Hydraulic Access Door ............. Open and Inspect
ACM Inlets and Exhaust ............ Clear And Unobstructed
Loose or Missing Doors / ......... Notify MX and GSC
Panels
b. Interior Security Inspection
Aft Closet ...................................... Open and Inspect
All Aft Storage Compartments ....... Open and Inspect
Lavatory and Trash Bin .................. Open and Inspect
First Aid and Emergency Medical ... Inspect Seal
Kits
Seat Back Pockets ........................ Inspect Contents
Each Seat Cushion ........................ Remove and Inspect Underside
All Seats ....................................... Inspect Under
Galley ........................................... Inspect All Compartments
Forward Right Closet ..................... Open and Inspect
Winterization Kit ............................ Open and Inspect Contents
Forward Left Closet ....................... Open and Inspect
20
Security Inspections
c. Cockpit Security Inspection
Cockpit Crew Bag Stowage Areas ................. Open and Inspect

All Stowage Compartments ........................... Open and Inspect
Pilot Seats .................................................... Inspect Under and Behind
Life Vest Storage Pouch ................................ Inspect Contents
Area Above and Behind Rudder Pedals .......... Inspect
Side Pouches and Storage Compartments ..... Inspect
21
Cockpit Preparation
D. Cockpit Preparation
1. The Cockpit Preparation check is the interior preflight of the cockpit It is per-
formed primarily by the Captain, but the FO will complete some items that are
out of reach of the Captain.
2. The Cockpit Preparation Check is performed prior to the first flight of the day,
after a crew change, if the cockpit has been unattended by a flight crewmem-
ber for an extended period of time, or maintenance has been performed.
3. On the first flight of the day, all system tests on the check must be done for
subsequent flights; ensure all switches are in the correct position and indica-
tions are normal.
4. The Cockpit Preparation check may be accomplished as a read-and-do list or
as a flow-check combination. If accomplished as a flow-check, the order of
the flow is not published or specified.
a. Cockpit Preparation Check

Aircraft Documentation ....................... Checked - C
Emergency Equipment ........................ Checked - C
Winterization Kit .................................. Checked - C
Gear Pins ............................................ Stowed - C
Windshields ........................................ Clean/Undamaged - B
Seat and Rudder Pedals ...................... Adjusted - B
Crew Oxygen ...................................... Checked - C
Audio Panel/Oxygen Mask ................... Test/ 100% - B
CVR .................................................... Test - C
Overhead Panel ................................... Checked - C
Spoilers Switch ................................... -C
Autopilot/Trim Power Switch ................ On - C
Power Reserve (APR) .......................... Off-C
EIS Gauges ......................................... Checked - C
Stby Instrument Power Supply ............. Normal - C
22
Cockpit Preparation
a. Cockpit Preparation Check (continued...)

Roll / Pitch Disconnects ....................... Fully in - C
Pressurization ...................................... Checked - C
Hydraulics ........................................... Checked - C
Air Conditioning Panel ......................... Stowed - C
Power Levers ...................................... Full and Free - C
Condition Levers ................................. Full and Free - C
Parking Brake ..................................... On - C
Reversionary Switches ....................... Normal - F
Standby Gear indicator ....................... 3 Greens - F
QElevator, Rudder, Aileron, Trim ......... Checked - C
QCockpit Door Lock .......................... Checked - F
Battery Power Only

QCondition Levers ............................. Feather Shut Off / Taxi - C
QGear Horn ....................................... Test - F
QStandby (Battery) Power ................. Test - F
QFMS NDB (Expiration) ..................... Checked - F
Essential Bus Power Established
Passenger Oxygen .............................. Checked - C
Hydraulic Quantity .............................. Checked - C
QCargo Smoke/Fire Loop ................... Test - C
QTOCWS ........................................... Test - C
QCAP ................................................ Checked - F
QCoaming Panel Lights ...................... Checked - F
QOverheat Detection/Fault .................. Checked - F
QGPWS ............................................. Test - F
QAutopilot/Electric Trim ...................... Checked - F
23
Cockpit Preparation
b. Cockpit Preparation Check Expanded

a) Aircraft Documentation ................... Checked - C
1) Ensure the airworthiness and registration documents are onboard.
2) Ensure all required manuals/materials are onboard:

(i) Aircraft Flight Log (Weight/Balance Data)
(ii) Airport Analysis Manual
(iii) AFM
(iv) CG Calculator
(v) Cruise Torque Chart
(vi) Deice Manual
(vii) Jumpseat Briefing Card
(viii) MEL/CDL
(ix) MOM I - IV
(x) QRH
(xi) QRC
(xii) Speed Cards
3) If the aircraft is missing items that are duplicated in the FSM / AOM,
such as the QRC, QRH, Jumpseat Briefings, etc., the FSM / AOM
may be substituted until replacements are made.
b) Emergency Equipment .................... Checked - C
1) Check the following emergency equipment:
(i) CRASH AX - Ensure the crash ax is stowed properly and
secured.
(ii) ESCAPE ROPE - Verify the escape ropes are in their respective
holders and secure.
24
Cockpit Preparation
(iii) FIRE EXTINGUISHER - Confirm the indicator is in the green arc,

and the inspection date is current.
(iv) FLARES - Verify flares are in the right fabric pouch and are
within expiration date.
(v) FLASHLIGHT - Ensure there is at least one operable flashlight
in the cockpit.
NOTE: The cockpit-mounted flashlights are only to be used

for emergency lighting. DO NOT use for preflighting.
(vi) HEADSET - Ensure there is one operable headset onboard. This

is in addition to the crew headsets.
(vii) LIFE VEST - Ensure that the Captain’s, First Officer’s and
Observer’s life vests are on board, secure, and the inspection
date is current.
(viii) PBE- Ensure that the PBE (if cockpit-mounted) seal is intact
and the expiration date has not expired.
c) Winterization Kit ............................. Checked - C

1) Pitot / TAT probe covers
2) AOA vane covers
3) Static vent plugs
4) Engine and oil cooler intake bungs
5) Engine exhaust covers
6) CAU (ECS) exhaust bungs
d) Gear Pins ....................................... Stowed - C

1) Ensure there are three gear pins stowed in the rack to the left of the
Captains seat.
25
Cockpit Preparation
e) Windshields ................................... Clean/Undamaged - B

1) Ensure the windshields are clean and show no signs of damage.
f) Seat and Rudder Pedals .................. Adjusted - B

1) Adjust the pilot’s seat and rudder pedals for proper height and
length as necessary to perform station duties.
g) Crew Oxygen ................................. Checked - C

1) Ensure Oxygen is ON, and pressure is adequate for flight.
2) For minimum bottle pressure, see the chart in the limitations sec-
tion.
h) Audio Panel/Oxygen Mask .............. Test / 100% - B

1) Check and set audio panel for normal operation. Select the mic-
mask switch to mask. Activate the yoke CS switch, momentarily
press the Emergency Rotary Control knob on the oxygen mask, and
listen for the flow of oxygen. The N/ 100% switch on the Oxygen
mask must be set to 100%. Ensure the PA is operational.
i) CVR ............................................... Test - C

1) Test the cockpit voice recorder by pressing the test switch.
j) Overhead Panel .............................. Checked - C

1) The following items on the overhead panel will be checked to en-
sure proper switch settings:
(i) FUEL LP VALVES switches - OPEN

(ii) IEC COMPUTER switches - ON
(iii) TTL COMPUTER switches - ON
(iv) STBY PUMP switches — OFF
26
Cockpit Preparation
(v) X - FEED switch - SHUT

(vi) START MASTER switch — AIR
(vii) MANUAL START SELECTOR — NORMAL
(viii) IGNITION switches — NORMAL
(ix) PROP SYNCHRO switch — OFF
(x) OIL COOLER FLAPS switches- Set to OPEN, SHUT or AUTO as
required for cooling.
(xi) EMER, L ESS, R ESS NON-ESS SHED switches — NORMAL
(xii) BUS TIE switch — NORMAL
(xiii) L INV/ R INV switches — ON
(xiv) AVIONICS MASTER switches — AS REQUIRED
(xv) BATTERY switches — as required
(xvi) GEN switches — OFF
(xvii) GND PWR switch — As Required
(xviii) F/DECK FLOOD — As Required
(xix) EMERGENCY LIGHTING switch — OFF
(xx) NAV LIGHTS — as required (remaining exterior lights - OFF)
(xxi) FASTEN SEATBELT switch - ON
(xxii) NO SMOKE switch— ON
(xxiii) ICE PROTECTION switches - OFF
k) Spoilers Switch Off - C

1) Ensure that the ground spoiler control switch is selected OFF.
27
Cockpit Preparation
l) Autopilot/Trim Power Switch ........... On - C

1) Verify the Autopilot / Trim Power switch is ON.
m) Power Reserve (APR) ..................... Off - C

1) Ensure the automatic performance reserve switch is set to OFF.
n) EIS Gauges .................................... Checked - C

1) Ensure that all of the digital displays on the engine instrument sys-
tem are functioning correctly.
o) Stby Instrument Power Supply ........ Normal - C

1) Ensure the stand-by instrument power supply switch is selected to
NORMAL. Ensure the standby attitude indicator is properly aligned
and caged.
p) Radar ............................................. Off - C
1) Ensure the weather radar is OFF.
q) Roll and Pitch Disconnects ............. Fully In - C

1) Confirm that both the pitch and roll disconnect handles are fully in
and that the amber CONT DISC caption is extinguished.
r) Pressurization ................................ Checked - C

1) Check the pressurization controller is set to AUTO, and that no faults
exist. Ensure the manual control knob is rotated fully counterclock-
wise.
2) With the avionics master off or battery power only, an A013 fault
code could be displayed This is normal and it will be necessary to
reset the display by cycling the controller to MANUAL and back to
AUTO.
28
Cockpit Preparation
s) Hydraulics ...................................... Checked - C

1) Check the hydraulic panel (center console). The Hydraulic LP valve
switches should be open.
2) The Anti-skid switch should be ON.
3) Ensure the Emergency Hand Pump Handle is onboard and stowed.
4) Inspect the emergency hydraulic selector by lifting the emergency

hydraulics panel and visually verifying that the selector is in the
NORMAL position. Ensure the panel is flush.
t) Air Conditioning Panel .................... Checked - C
1) Ensure temperature control selectors set to mid position, autotem-

perature control switches set to ON, and the flow selectors are set
to OFF.
u) Power Levers ................................. Full and Free - C
1) Move both power levers through the full range of travel to confirm
they move freely. Note the illumination of the REV lights when power
levers are in the REV position. Position the power levers to ground
start.
2) Check that the friction lock is adjusted correctly.
v) Condition Levers ............................ Full and Free - C
1) Loosen the friction lock. Move the condition levers from TAXI to
FLIGHT. Compare the “bounce back” of the condition levers when
held fully forward to that of the “free” position. It should be minimal.
Move the condition levers to TAXI again.
2) Check that the friction lock is adjusted correctly.
29
Cockpit Preparation
w) Parking Brake ................................. On - C
1) Ensure parking brake is set, and the pressure is at least 750 PSI. If
pressure is less than 750 PSI, chocks must be installed prior to start.
x) Reversionary Switches ................... Normal - F
1) Verify reversionary select switches are set to N (normal).
y) Standby Gear Indicator ................... 3 Greens - F
1) Ensure the all three standby gear indicators illuminate.
z) QElevator, Rudder, Aileron, Trim ..... Neutral - F
1) Move the elevator rudder and aileron trims gently to their stops to
ensure full travel and freedom of movement, and then center the
trims to their neutral position.
aa) QCockpit Door Lock ...................... Checked - F
1) The door must be operationally checked the first flight of each day.
To check the door:
(i) Close the door and move the slide latch to the locked position.
(ii) Push on the door from the cockpit side and verify the latch
holds.
30
Cockpit Preparation
<<---------------- Battery Power Only ---------------->>
bb) QCondition Levers ......................... Feather Shutoff/Taxi - C
1) Move the condition levers from TAXI to FEATHER SHUT OFF and
then to TAXI The operation/indications of the hydraulic/fuel valves
must also be verified.
cc) QGear Horn ................................... Test - F
1) Press the test button and ensure that the gear horn sounds.
2) If the power levers are in the full reverse position, the gear horn will
not test.
dd) QFire Detection/Fault ...................... Test - F
1) Unmute the CAP, press and hold FIRE SYS L test switch. Check for
the following indications:
(i) RED attention-getter lights flash.

(ii) Triple chime is heard.
(iii) Fire warning BELL sounds.
(iv) The engine L FIRE (red) CAP light illuminates.
(v) The (2) red Condition Lever lights illuminate.
(vi) The red fire bottle light illuminates.
(vii) Test the right system for the same items.
ee) QStandby (battery) Power ............. Test - F
1) Press the stand-by battery test switch and observe test illuminated.
31
Cockpit Preparation
<<---------------- Essential Bus Power Established ---------------->>
gg) Passenger Oxygen .......................... Check - C
1) When the essential buses are powered, verify passenger oxygen

quantity is sufficient for the flight.
2) For minimum bottle pressure, see the chart in the limitations sec-
tion.
3) In order to minimize delays, flight crews should verify the oxygen
levels on all aircraft prior to their departure from a maintenance sta-
tion to the aircraft’s overnight station. If the oxygen level is less than
1600 PSI, enter the discrepancy in the Aircraft Logbook and notify
Maintenance Control.
hh) Hydraulic Quantity .......................... Checked - C
1) Check the hydraulic reservoir contents gauge. It should be in the

green arc.
ii) QCargo Smoke/Fire Loop Test - C
NOTE: Cargo Smoke Detection system not installed in this simulation.
32
Cockpit Preparation
jj) QTOCWS ....................................... Test - C
1) Position one or both power levers to MAX with either condition

lever set to TAXI and listen for the warning. If this test is being done
after starting one engine, the Captain will accomplish this test by
advancing the power lever for the engine that is not running. The
Captain will verify this is complete by listening for the warning.
kk) QCAP ............................................ Checked - F
1) The First Officer will push the CAP push to test button and note: a
triple chime, illumination of the CAP and remote filaments and the
red attention-getters. The amber attention-getters will test if the CAP
is unmuted.
2) The following lights should illuminate:
(i) Overhead panel — All captions except the STOP buttons and
Fuel Enrich.
(ii) Coaming Panel — Red attention getters and all remote captions
on the coaming panel except FD mode lights and autopilot/trim
warning lights.
(iii) Left instrument panel — All captions. The AHRS controller
lights will also test.
(iv) Center instrument panel — All captions except TTL lights.
(v) Right instrument panel — All captions. The AHRS controller
lights will also test.
(vi) Lower center panel — All captions except autopilot controller
lights, condition lever and fire bottle lights.
(vii) Right side console — Standby battery and standby gear.
(viii) Left side console — None
33
Cockpit Preparation
ll) QCoaming Panel Lights ................. Checked - F
1) Push the CAP push to test button and check that all the remote
captions on the coaming panel light except the FD and autopilot
warning lights, If the previous CAP test was done with the essential
buses powered, this part of the test need not be done again.
2) Push and hold the FD STBY button until the cavalry charge sounds
and the trim warning illuminates. Check the illumination of all the FD
mode lights and Autopilot/trim warning lights on the coaming panel.
Note the illumination of the autopilot controller lights on the lower
center panel The bank limit light will not illuminate during this test.
To test the bank limit light, select heading mode on the FD and then
push the bank limit switch.
mm) QOverheat Detection/Fault ............. Test - F
1) Unmute the CAP, press and hold FIRE SYS L test switch. Check for
the following indications:
(i) Amber attention-getter lights flash.

(ii) L OVHT illuminates on the CAP.
NOTE: The fire system items will also test.
2) Test the right system for the same items.
3) Press and hold the L FAULT test switch. Check for the following
indications:
(i) Amber attention-getter lights flash.

(ii) L OVHT LOOP illuminates on the CAP.
4) Test the right system for the same items.
34
Cockpit Preparation
nn) QGPWS ......................................... Test - F
1) Press and hold the GPWS test switch on the test panel and note the
audio warning and the illumination of the GPWS lights on the coam-
ing panel. The [GPWS FAIL] CAP, amber attention getter and a single
chime should also be noted.
oo) QAutopilot/Electric Trim ................. Checked - F
1) Ensure the Autopilot/Trim power switch is ON and the AHRS has

initialized. Electrically run the trim wheel through its complete range
of travel. The First Officer will remove the gust lock and press the
autopilot button on the central pedestal. Disconnect the autopilot
using the A/P DISC button on the control yoke. Depress the A/P
DISC button once more to disengage the yaw damper Re-engage
the gust lock.
35
Departure Preparation And Planning Duties
E. Departure Preparation And Planning Duties

1. These items are to be completed prior to the Turn Check. The duties are listed
in the most likely chronological order, but it is not required that these duties be
accomplished in the order listed.
2. The Departure Preparation and Planning duties should be completed no later
than 10 minutes prior to departure.
a. Preflight Brief
1) The Captain will conduct the following briefing for the first flight
each day and anytime a member of his crew has changed.
a) Tone
(1) Follow SOP and state how deviations from SOP will be
handled.
b) Crewmember roles
(1) Back each other up with decisions and what is expected.
c) Crew communication
(1) Keep each other in the loop.
d) Teamwork
(1) Call switch movements; both crewmembers visually iden-

tify traffic and airports, PF functions and PNF functions.
e) Assertion
(1) Speak up with questions, doubts and concerns.
f) Operational issues
(1) Low time minimums, DMIs, service check, airworthiness

release, BOW start index, single-engine taxi consider-
ations.
36
g) Flight Attendant Brief
(1) The FA Brief will be conducted lAW the AOM.
b. External Checks
1) The Captain will walk around the aircraft, beginning at the forward
door. Check for damage, leaks, or abnormalities that may exist. En-
sure all appropriate gear pins are removed The post-flight inspection
can serve as the external check during a quick turn. This check may
be delegated to the FO.
c. Aircraft Logbook
1) The aircraft flight log will be checked for discrepancies. The Captain
maintains ultimate responsibility for the flight log.
2) Ensure log is checked in accordance with the AOM.
d. Dispatch Release
1) The Captain will ensure he has at least one copy of the dispatch
release on board as specified by the AOM.
2) Any DMIs or weather that will affect the flight will be coordinated
with all crewmembers.
e. ATC
1) The FO will get the ATIS and clearance and verify the clearance
agrees with the dispatch release.
2) The FO will alert the Captain if the clearance deviates from the filed
route.
37
f. FMS/Navigation/Radios
1) The FO will initialize the FMS.
2) The FO will enter the ATC cleared flight route.
3) The FO will enter the fuel plan data. When entering fuel plan data,
ONLY the actual fuel on board may be entered.
4) Set up the VHF communication and navigation radios for departure.
(1) Put the squawk code in the transponder.

(2) If ground power is available, set the EHSI heading bug to
runway heading and CDIs as required.
(3) Set the initial altitude in the altitude select window.
(4) If desired, the flight number may be set in ADF 2.
g. ACARS
1) The FO will initialize the ACARS.
h. Performance
1) The FO will perform all performance planning calculations required

for departure.
i. Weight and Balance
1) The FO will complete all possible sections of the weight and balance
form.
j. Turn Flows
1) After completing their respective duties listed above, each crew-

member will complete his Turn Flow.
38
k. Clearance Brief
1) When ready, the Captain will call for the Clearance Brief.
a) ATIS
(1) The FO will read the ATIS. Verify and set the altimeter at
this time.
b) NOTAMS
(1) The crew will review the NOTAMS for departure and arrival
airports.
c) Routing
(1) The FO will read the IFR clearance and transponder code
and verify the transponder code is set. State the planned
departure runway. Brief departure SID or anticipated rout-
ing and chart MSAs, along with any other pertinent route
or terrain issues.
(2) The Captain will read the filed route from the release or as
amended by ATC and the FO will verify it agrees with the
active flight plan in the FMS DIRECT page.
(3) The NAV/COM radios will be verified that they are set for
departure.
(4) The route entered into FMS must be verified against pub-
lished charts.
d) Runway/Taxi Conditions
(1) Special conditions will be briefed, including but not limited

to short taxis, contaminated surfaces or crossing run-
ways, etc.
e) Assign PF/PNF Duties
(1) Set the FCS control to the appropriate PF.

39
f) Plan for Abnormals
(1) Coordinate crew duties during an abnormal procedure.

Discuss abort criteria and bottom lines, and backup plans
for the departure. Include situations such as windshear,
icing or turbulence. Specific duties and communication
between ATC, company and the Flight Attendant are im-
portant. The Flight Attendant will be included in this part of
the briefing. This briefing may be abbreviated if the same
crew is flying subsequent legs together.
g) Performance Issues
(1) Brief the type of takeoff planned (e.g., icing, low visibility
or APR). Consider whether the APR will be ARMED or OFF,
torque setting, ice protection requirements and flows 3 or
OFF. Also brief any other important performance issues,
such as climb out speed or crossing restrictions.
h) Bottom Lines for Takeoff
(1) Using specific performance targets, state the minimum ac-

ceptable performance or conditions that will be accepted
during the departure.
i) Backup Plan for Takeoff
(1) Discuss specifically what course of action will be taken if

specific bottom lines are exceeded.
(2) Include any airport specific single engine procedures.
j) Answer questions.
40
l. Jumpseat Briefing
1) Ensure the ACM is briefed lAW with the AOM.
m. Passenger Briefing
1) Accomplish the predeparture passenger briefing per the AOM.
41
Turn Check
F. Turn Check
1. The turn flows are completed during the Departure Preparation and Planning.
a. Captain Turn Flow
a) Cabin Signs
(1) Ensure that the NO SMOKING and FASTEN SEATBELT signs

are ON
b) Cargo Smoke/Fire
NOTE: Cargo Smoke Detection system not installed in this simulation.
42
Turn Check
c) Pressurization
(1) Set destination field elevation.
d) Flows
(1) Verify that the flow selectors are off.
e) Power Levers/Condition Levers
(1) Verify that the power levers are set at the GROUND START
position and the condition levers are set to TAXI.
(2) The proper ground start position for the power levers is found
by moving the levers rearward until the green reverse captions
illuminate, and then moving them forward to the point where
the reverse captions extinguish.
f) Center Trims
(1) Verify the rudder and aileron trims are set to neutral. Center
the elevator trim in the green arc.
g) Parking Brake
(1) The Captain will verify that the parking brake handle is set in
the ON position and that the emergency brake supply pres-
sure is 750 PSI or greater. If boarding passengers, the wheels
must be chocked.
h) Oxygen
(1) Before takeoff, each crewmember shall personally check his

oxygen equipment is there, connected to its terminals, and
that the oxygen supply pressure is adequate for use.
(2) In order to minimize delays, flight crews should verify the
oxygen levels on all aircraft prior to their departure from a
maintenance station to the aircraft’s overnight station. If the
oxygen level is less than 1600 PSI , enter the discrepancy in
the Aircraft Logbook and notify Maintenance Control.
43
Turn Check
b. First Officer’s Turn Flow
a) Oxygen
(1) Before takeoff, each crewmember shall personally check his

oxygen equipment is there, connected to its terminals, and
that the oxygen supply pressure is adequate for use.
b) Weight and Balance
(1) Prepare the weight and balance worksheet. Hand it to the

Flight Attendant prior to boarding passengers.
c. Turn Check
1) Upon completion of the clearance brief, the Captain will call “Turn
Check.”
QPREFLIGHT BRIEF .................. COMPLETE - B

EXTERNAL CHECKS .................. COMPLETE - B
PRESSURIZATION ..................... SET - C
CABIN SIGNS ............................ ON - C
OXYGEN .................................... CHECKED - B
CARGO SMOKE/FIRE ................. TEST - C
PARKING BRAKE ....................... ON - C
CLEARANCE BRIEF ................... COMPLETE - B
FMS/RADIOS ............................. SET - B
d. Turn Check Expanded
1) All items are completed by the Departure Preparation and Turn

Flows.
44
Final Departure Preparation
G. Final Departure Preparation

a. Captain Duties
a) CG Calculator
(1) Determine the final index and elevator trim with the CG calculator,
and advise the FO.
b) Review
(1) The Captain will review all weight and balance figures for accuracy
and verify no limits will be exceeded before handing the papers out
of the cockpit.
b. First Officer Duties
a) Bag Form
(1) Add up items on bag form.
b) Weight and Balance Form
(1) Complete the weight and balance form in accordance with the AOM.
45
Before Start Check
H. Before Start Check

1. The before start check must not be initiated until all paperwork is completed
and the flight attendant has stated Cabin Secure”.
2. Just prior to engine start and/or pushback the Captain calls, “Before Start
Check”.
a. First Officer’s Before Start Flow
a) Cabin Cooling/HeatlRecirc Fan
(1) Verify the vapor cycle air conditioning, auxiliary heat, and
recirculation fan are OFF.
b) Beacon/Navs
(1) Turn the beacon ON and ensure the navigation lights are ON.
The navigation lights should be selected to “tail flood” if it is
nighttime.
c) Avionics Masters
(1) Turn off the avionics master switches.
d) Standby Pumps
(1) Switch both fuel stand-by pumps to ON.
c. First Officer’s Before Start Flow
AIRCRAFT LOG/RELEASE .......... CHECKED - C

GEAR PINS ............................... STOWED - C
BEACONS/NAVS ....................... ON - C
FUEL _________ LBS. ............. CHECKED - B
DOORS/REFUEL ........................ CLOSED - C
BATTERIES ............................... ON - C
46
Before Start Check
b. Captain Before Start Flow
a) Batteries
(1) Ensure that both battery switches are on and proper voltage is
available.
(2) If ground power is available, the GPU switch should be placed
ON as well, if proper voltage is available.
b) Fuel Pressure
(1) Verify that the fuel pressure is in the green arc for engine
start. If ground power is not available, confirm the fuel LO
PRES captions are extinguished.
c) EGT
(1) Verify the EGT is less than 200° C and 770 is in the VRL
window. If the EGT is 200°C or greater, a manual start should
be accomplished.
d) Set the Torque Bug for Takeoff
(1) Based on the calculated takeoff weight, determine and set the
reduced torque setting in the select window. If the torque can
not be reduced, set the maximum scheduled torque setting in
the select window.
e) Elevator Trim
(1) Set the elevator trim to the % SMC (standard mean cord) as
calculated on the CG Calculator or as received on the AFIS.
47
Before Start Check
d. Before Start Checklist Expanded
a) AIRCRAFT LOG/RELEASE ................................ CHECKED - C
(1) The Captain will verify the aircraft log is on board and any
recent maintenance activity is properly logged and signed off.
(2) The Captain will verify that one copy of the flight release is on
board.
b) GEAR PINS ...................................................... STOWED - C
(1) The First Officer will look and verify all three pins are properly
stowed in the rack.
c) BEACONS/NAVS .............................................. ON - C
(1) Accomplished in the FO’s flow.
d) FUEL ___________ LBS. ................................ CHECKED - B
(1) The Captain will reference the flight release and observe the
actual fuel on board from the gauges and state “Released with
____ pounds. ____ pounds fuel on board, Checked.”
(2) The First Officer will read the fuel quantity from the gauges
and state “____ pounds on board, Checked.”
e) DOORS/REFUEL .............................................. CLOSED - C
(1) The Captain will confirm that the PAX DOOR, POD DOOR,
EMER EXIT, and REFUEL captions are extinguished.
(2) The door to the cockpit must be closed and locked.
f) BATTERIES ...................................................... ON-C
(1) See Captain’s flow.
48
Pushback Procedures
I. Pushback Procedures
1. Not applicable.
49
Engine Start
J. Engine Start
1. The FO will normally perform all engine starts.
2. The decision to single-engine taxi will be in accordance with the AOM.
a) Crew Coordination - Single-Engine Taxi
1) The Captain will give, and the ramp will return, the engine
start signal. This will normally be for the left engine.
2) The Captain will look to his left, ascertain the propeller is on
the start locks, the area is clear, the fuel cap is securely in
place, and state, “Clear and Start Left.” If the right engine is
to be started, the Captain will state, “Clear and Start Right”,
and the FO will look to his right, ascertain the propeller is on
the start locks, the area is clear, and the fuel cap is securely
in place.
3) The FO will then perform the FO Start Procedure listed in
paragraph c. below.
4) At 60% RPM, after the FO observes the START MASTER
switch move to AIR, the START switch unlatch and the start
indicator (white back light) extinguish, he will call, “Cut-out”.
5) The First Officer will then call, “Engine Stable” if the start is
normal and the engine is stabilized at 72% RPM.
6) After the FO’s “Engine Stable” call, the After Start Flows will
be completed entirely. Then the Captain will signal for the
removal of the GPU, and state, “After Start Check”.
7) The Captain will signal for the removal of the chocks and
signal ready to taxi to the ramp.
8) At the appropriate time during taxi, the Captain will verify the
generator charging current is less than 300 Amps and will
initiate the engine start by stating, “Clear and Start Right.” If
the left engine is to be started, the Captain will state, “Clear
and Start Left”
50
Engine Start
9) The First Officer will accomplish the normal Before Start Flow
and also ensure the air data and windshield heat switches are
OFF.
10) The FO will look out the window and ascertain the propeller is
on the start locks, the area is clear and the fuel cap is se-
curely in place. The Captain will ascertain the propeller is on
the start locks, the area is clear and the fuel cap is securely in
place if the left engine is to be started.
paragraph c. below.
13) The First Officer will then call, “Engine Stable” if the start is
normal and the engine is stabilized at 72% RPM.
14) After the second engine has been started, the crew will again
complete their after start flows.
15) When the After Start Flows are complete, the Captain will
state, “Taxi Check”.
51
Engine Start
b) Crew Coordination - Two Engine Taxi
1) The Captain will give, and the ramp will return, the engine
start signal. This will normally be for the left engine.
2) The Captain will look to his left, ascertain the propeller is on
the start locks, the area is clear, the fuel cap is securely in
place, and state, “Clear and Start Left.” If the right engine is to
be started, the Captain will state, “Clear and Start Right”, the
FO will look to his right, ascertain the propeller is on the start
locks, the area is clear, and the fuel cap is securely in place.
paragraph c. below.
5) The First Officer will call “Engine Stable” if the start is normal
and the engine is stabilized at 72% RPM.
6) The Captain and FO will complete their after start flows to
Step c.
7) The Captain will then signal for the removal of the GPU.
8) Prior to starting the second engine using internal batteries, the
Captain will verify the generator charging current is less than
300 Amps.
9) When the Captain signals and receives clearance from the
ramp to start the right engine, he will state, “Clear and Start
Right”. The FO will look out the window and ascertain the
propeller is on the start locks, the area is clear and the fuel
cap is securely in place. If the left engine is to be started, the
Captain will look to his left, ascertain the propeller is on the
start locks, the area is clear, the fuel cap is securely in place,
and state, “Clear and Start Left”
52
Engine Start
10) The FO will then perform the FO Start Procedure, listed in

paragraph c. below, for the appropriate engine.
12) The First Officer will call, “Engine Stable” if the start is normal
and the engine is stabilized at 72% RPM.
13) After the FO’s “Engine Stable” call, the After Start Flows will
be completed entirely from the beginning and the Captain will
state, “After Start Check”.
14) The Captain will then signal for the removal of the chocks.
53
Engine Start
c) FO Start Procedure
a) Start Master
(1) Select the Start Master to the appropriate engine.
b) Start
(1) Press the start button.

(2) Guard the condition lever, (two hand method).
(3) At 10%, the appropriate” IGN” CAP light will illuminate and
Fuel Flow will begin.
(4) After 10% and before 20%, light-off should occur and the IEC
should target around 695 EGT for acceleration.
(5) The green “BETA” CAP light will illuminate.
(6) The red “OIL PRESS” CAP will extinguish by 60%.
(7) At 60%, the START MASTER switch should move to AIR, the
START switch should unlatch and the start indicator (white
backlight) should extinguish.
(8) Engine acceleration will be no slower that 1% RPM per sec-
ond with no unusual engine or propeller noise or vibration.
(9) EGT and RPM indications must remain on display throughout
the entire start sequence.
c) Engine Start Malfunctions
(1) If any of the above conditions are not met, the start will be
aborted.
(2) In the case of a start malfunction, the pilot noticing the abnor-
mality shall call, “Abort” and the pilot starting the engine will
move the Condition Lever to Feather Shutoff.
(3) The QRH will be consulted as necessary.
54
After Start
K. After Start
1. The After Start Check must be completed prior to taxi.
a. Captain’s After Start Flow
a) Engine Indications
(1) Verify that engine temperature, fuel pressure, oil pressure,

torque, EGT, RPM, and fuel flow are operating within the normal
range.
b) Flow
(1) To reduce CAU air-bearing wear during pack start-up, turn the
applicable flow to maximum (position 10). Once the maximum
airflow is present (this may take 5-10 seconds), the Captain
will adjust flow selector as required.
c) Hydraulics
(1) Ensure the appropriate engine hydraulic pump light is out, the
system pressure and hydraulic reservoir contents are within the
green arc, and there are no other hydraulic panel fault captions.
d) Left and Center Instrument Panel
(1) Working from left to center, ensure that all flight instruments
have no flags and the engine instruments are Within limits.
e) Spoilers
(1) Arm the spoilers.
f) Radar
NOTE: Weather radar system not installed in this simulation.
55
After Start
g) APR
(1) Arm the APR switch if required by the Airport Analysis.

(2) If it is the first flight of the day, the Captain will test the APR
OVERRIDE, push the APR 0/RIDE caption and note the illumi-
nation of the white APR 0/RIDE light, an increase in fuel flow,
RPM, and EGT. The Captain will then deselect APR 0/RIDE and
note a return to normal fuel flow, RPM, and EGT.
h) Start Locks
(1) Release each start lock individually after the chocks and ground
power are removed and ground personnel are clear of the air-
plane. Remove the start locks by slowly and smoothly bringing
the power lever towards reverse, noting a momentary torque
rise and oil pressure drop, then slowly move the power lever
out of reverse. Full or sustained reverse pitch is to be avoided.
CAUTION: Slamming the power lever(s) into reverse can damage the
engine(s) and/or propeller(s).
CAUTION: The brakes should be applied firmly and all ground per-
sonnel and equipment should be at a safe distance when
the start locks are removed to avoid injury or damage
caused by aircraft movement.
56
After Start
b. First Officers After Start Flow
a) Stand-By Pump
(1) Switch OFF the applicable FUEL STBY pump.
b) Generator
(1) Check the applicable generator output to verify it is between

27.5 - 29 volts; turn the generator ON.
c) Ground Power switch
(1) If used, turn off the ground power.
d) Avionics
(1) Switch the Avionics Master switches to ON.
e) Emergency Lights
(1) Switch the emergency light switch to ARM.
f) Ice Protection
(1) Switch the windshield and air data switches to ON. If single-
engine taxiing, leave the windshield and air data switches OFF
until after the second engine is started.
(2) On the first flight of the day or if anticipating the flight to enter
icing conditions, test the Anti/Deice systems as described in the
First Officer’s First Flight expanded checklist. If icing conditions
exist, the ice protection should be left on after the tests are
complete to prevent ice build-up on the protected surfaces.
g) Right and Center Instrument Panel
(1) Working from right to center, ensure that all flight instruments
have no flags.
57
After Start
h) Stall System
(1) If it is the first flight of the day, test the stall system using the
following procedure:
(i) Unlock the gust lock handle Press and hold the L stall test
switch, note illumination of the left stall light (red) on the
coaming panel in front of each pilot, note operation of the
stick shaker. Repeat for right stall test.
(ii) Press and hold both stall test switches, noting both coam-
ing panel (red) lights illuminate, and that stick shaker
activation is followed by a stick push. After the tests are
concluded, both pilots will verbally confirm the illumi-
nation of the red stall light(s) on the coaming panel by
stating, “lights”. Upon completion of the stall test, engage
the gust lock.
c. After Start Check
EMERGENCY LIGHTS ................ ARMED - F

SPOILERS ................................. ARMED-C
APR __________ ..................... -C
QICE PROTECTION ................... TEST - F
QSTALL SYSTEM ...................... TEST-F
58
After Start
d. After Start Check Expanded
a) EMERGENCY LIGHTS ...................................... CHECKED - C
(1) See flow explanation.
b) SPOILERS ....................................................... ARMED - C
(1) See flow explanation.
c) APR ................................................................ -C
(1) See flow explanation. The calls will be:
(i) “ARMED” if the APR is to be armed for takeoff.

(ii) ‘OFF” if the APR is to be off for takeoff.
(iii) “TEST/ARM” if it is the first flight of the day and the APR
is to be armed for takeoff.
(iv) “TEST/OFF” if it is the first flight of the day and the APR is
to be off for takeoff.
d) QICE PROTECTION ......................................... TEST - F
(1) Select PROPELLER anti-ice switches to SHORT CYCLE for a

minimum period of 35 seconds to ensure proper timer opera-
tion. The crew will confirm that there are no fault captions;
observe an increase in generator amperes. The First Officer will
cycle the ENG/ELEV switches to the ON position and note an
increase in EGT, and no fault captions.
CAUTION: On the ground, the ENGINE/ELEVATOR anti-ice system

test is limited to 10 seconds when the OAT is greater than
100 C.
(2) The First Officer will activate the airframe de-ice system AUTO
CYCLE and note the green annunciators, boots and no fault
captions.
59
After Start
(2) The First Officer will activate the airframe de-ice system AUTO
CYCLE and note the green annunciators, boots and no fault
captions.
NOTE: The AUTO CYCLE takes 36 seconds to complete and

can be used as a guide to ensure the PROPELLER
anti-ice SHORT CYCLE has switched between sets of
mats.
(3) Except for testing or when activating for takeoff, Propeller and
Engine/Elevator anti-icing must be switched OFF on the ground
when the SAT is warmer than 5°C.
(4) The First Officer will switch the ignition system to continuous
and note the L IGN and R IGN captions on the central annuncia-
tion panel. Return IGNITION switches to NORMAL.
NOTE: Although ice protection is marked as a first flight of

the day test, the requirement to test it prior to flight in
icing conditions and on the last flight of the day into a
maintenance base remains.
e) QSTALL SYSTEM ............................................ TEST—F
(1) See after start flow procedure.
60
Taxi Check
L. Taxi Check
a. Captain’s Taxi Flow
1. The taxi flow will be completed during the taxi out after both engines
have been started, the taxi clearance is understood by both pilots,
and the aircraft is clear of congested ramps.
a) Start Locks
(1) See Captain’s after start flow.
b) Brakes
(1) Verify normal brakes are available by gently depressing the

toe brakes.
c) Standby Instruments
(1) Once both engines are running and the Avionics Master has
been turned ON, uncage the standby artificial horizon and
ensure it is erect and no flags are visible.
d) Go-Around Button
(1) Depress the go-around button on the left power lever if the
FD is to be used for takeoff.
b. First Officer Taxi Flow
have been started, the taxi clearance is understood by both pilots,
61
Taxi Check
b. First Officer Taxi Flow
have been started, the taxi clearance is understood by both pilots
a) Flaps 9
(1) Select flaps to 9 degrees. Visually confirm that flaps are

indicating 9 on the flap indicator.
b) Unmute the CAP
(1) Press the mute/unmute button on the CAP to unmute it.
c) Set Speed Bugs/Heading Bug/Altitude Select
(1) The speed bugs will be set according to the speed card,
reference to the appropriate takeoff weight, temperature,
pressure altitude and icing/non-icing conditions. The initial
assigned altitude will be set and verified in the altitude select
window and the heading bug will be set to runway heading.
d) Set Flight Director for Departure
(1) After the Captain has selected GA, set the FD according to
the allowable takeoff settings listed in Section 2, Limitations.
e) Battery Amps
(1) Ensure that the battery charge is indicating 45 amps or less.
f) QRadar
NOTE: Weather radar system not installed in this simulation.
62
Taxi Check
c. Taxi Check
1. After beginning the taxi and both engines have been started, the Captain
will call “Taxi Check” when he is ready. Frequently, the Captain will call
for the Taxi Check before the FO has completed the taxi flow. In this case,
the FO will wait until the Taxi Flow is complete before reading the Check.
START LOCK(S) ....................................... REMOVED - C

FLAPS 9 ................................................ SET AND INDICATING - B
TRIMS ..................................................... GREEN & _______ - B
CAP ........................................................ UNDERSTOOD/UNMUTED - B
INSTRUMENTS _____.____ ................. CHECKED - B
TAKEOFF DATA ........................................ SET - B
TAKEOFF BRIEF ....................................... COMPLETE - B
FLIGHT ATTENDANT ................................ ADVISED - F
RADAR .................................................... TEST-F
63
Taxi Check
d. Taxi Check Expanded
a) START LOCK(S) ................................ REMOVED - C
(1) See flow description.
b) FLAPS 9 ........................................... SET AND INDICATING - B
(1) The Captain and the First Officer will verify that the selector and
the flap position indicator are set to and indicating 9.
c) TRIMS .............................................. Green & ______ - B
(1) The Captain and the First Officer will verify that the selector and
the flap position indicator are set to and indicating 9.
d) CAP .................................................. UNDERSTOOD/UNMUTED - B
(1) Both crewmembers will visually confirm that the illuminated

captions on the central annunciator panel are appropriate for
ground and flight operations and that the CAP warnings are
unmuted
e) INSTRUMENTS ______.______ CHECKED - B
(1) Unless VHF navigation is required for departure, set NAV 1 and NAV
2 to AUTOTUNE.
(2) Check the FMS is in navigation mode by looking in the sub-page
menu or by selecting LNAV, and verifying the absence of the “DR’
warning.
(3) The Captain will check the engine instruments for normal indica-
tions. The Captain will also check his flight instruments for accuracy
and warnings, including the standby attitude indicator. The Captain
will also ensure the local altimeter setting is set in the window and
that the altimeter is within 75’ of airport elevation. He will ensure
all instruments are set and ready for flight. If all looks normal, the
Captain will state, “_._(altimeter setting) Checked”.
64
Taxi Check
(4) The FO will look at his flight instruments to check for accuracy and
warnings. The FO will also ensure the local altimeter setting is set in
the window and that the altimeter is within 75’ of airport elevation
He will verify the FD is set as necessary. If all looks normal the FO
will state “_._(altimeter setting) Checked”.
CAUTION: If the GPS is not in navigation mode, select the”hold” key and
then select the “enter” key twice. If this does not force the unit
into navigation mode, it must to be re-initialized and rechecked
before flight.
f) TAKEOFF DATA .................................. SET - B
(1) The Captain will state the reduced or scheduled torque setting.
(a) Example: CA: “Torque 95%, Set.”
(2) The FO will state which V speeds were set (ICE AOA ON/OFF).
(a) Example: FO: “Ice AOA OFF Speeds, Set.
g) TAKEOFF BRIEF ................................. COMPLETE - B
(1) The crew will check:
(i) The heading bug is set to runway heading.
(ii) The altitude in the preselect window is correct.
(2) The crew will brief any changes to the previous Clearance Brief.
(3) If there are no changes, the PF will state the initial heading, altitude
and then “Complete”. The PNF will state, ‘Complete”.
h) FLIGHT ATTENDANT ......................... ADVISED - F
(1) Announce, “Flight Attendant or (FA’s name), Prepare for Departure.
65
Taxiing
M. Taxiing
1. Single-engine taxis will be lAW the AOM.
2. Advancing the power levers within the ground range should cause
the aircraft to move forward at all operating weights on level
ground. Additional taxi thrust may be achieved by advancing either
power lever forward of FLIGHT IDLE. Once the aircraft is moving,
maintain speed by small power adjustments. Project ahead, utilizing
reverse to slow the aircraft, and avoid riding the brakes.
3. The toe brakes are very powerful, and experience is required to
achieve smooth braking action. With practice, the use of brakes can
be minimized and a smoother ride achieved. Continuous braking
during taxi to maintain taxi speed should be avoided.
4. The nose wheel steering system is rate-limited and some anticipa-
tion of turns is required. Speed should be reduced to a minimum
prior to turning. Turn radius may be minimized with the assistance
of differential braking and differential power. Using normal steer-
ing techniques, obstruction avoidance during turns is ensured by
observing that the wing and the tail of the aircraft remain within the
arc.
5. On contaminated surfaces, keep nosewheel steering angles and taxi
speeds to a minimum. Avoid harsh brake applications and severe
nosewheel angles.
6. Consideration must be given to oil temperature during prolonged
taxi in high ambient temperatures. Increasing RPM with the Condi-
tion Levers in such situations will not help to cool the engines. To
force additional air for cooling through the oil coolers and vents,
advance the Power Levers.
7. In extreme cases, the engine may have to be shut down to avoid
over temperature conditions. Refer to the QRH.
66
Departure
N. Departure
1. After the FA has called ready and when number one for takeoff, the Captain
will call, “Departure Check”.
a. First Officer Departure Flow

1) The FO’s Departure Flow will be started when the Captain calls,
“Departure Check”.
(a) Transponder
(i) Select transponder to T/A ONLY.
2) At this point, the FO picks up and reads the Departure Check to

“THE LINE”.
2) Never continue beyond “THE LINE” unless the takeoff clearance
has been received.
b. Departure Check
1) After completing the Departure Flow, the FO will read the Departure
check to the line and state, “The Line”.
2) The CA will respond, “Hold Short”, “Position and Hold”, or “Cleared
for Takeoff”, as appropriate.
3) The items below The Line will be done as a “read and do” list after
the takeoff clearance is received.
FLIGHT CONTROLS ................................... FREE - B
TOCWS ..................................................... TEST - F
RADAR ..................................................... ON - C
TRANSPONDER ........................................ ON - F
THE LINE _________________ ............... -C
IGNITION/ANTI-ICE ................................... -C
FLOWS ..................................................... -F
CONDITION LEVERS ................................. FREE - B
67
Departure
c. Departure Check Expanded
a) FLIGHT CONTROLS ........................... FREE - B
(1) Ensure that the ailerons and elevator are free. Starting from the
neutral position, turn the control wheel slowly to the full right
stop. While holding full right aileron, pull the control column to
the full nose up position. While holding the control at the full
nose up position, rotate the control wheel to the full left stop
and then push the control column full nose down while holding
full left aileron. Return the control wheel to the neutral position.
b) TOCWS ............................................. TEST - F
(1) Push the TOCWS pre-takeoff test switch and verify no configu-
ration warning sounds. If the warning sounds, the Captain will
stop the aircraft prior to taking the runway and determine the
cause of the warning.
c) RADAR ............................................. ON - C
(1) Turn the radar ON.
d) TRANSPONDER ................................ ON - F
e) THE LINE ___________________ -C
(1) The Captain will respond according to the ATC clearance. For
example:
(i) “Hold Short”, if no clearance onto the runway was re-

ceived.
(ii) “Position and Hold” and turn on the strobe and taxi light if a
position and hold clearance was received.
(iii) “Cleared for Takeoff” and turn on all external lights if a
takeoff clearance has been received.
68
Departure
(2) When a takeoff clearance is received, the FO will continue the

departure Check below the line.
f) IGNITION/ANTI ICE ............................ -C
(1) The calls will be:
(i) “NORMAL/OFF” if the ignition is off and anti-ice is off.

(ii) “Continuous/OFF” if the ignition is continuous and anti-ice
is off.
(iii) “Continuous/ON” will mean ignition is continuous and
anti-ice is ON.
CAUTION: Deicing (deice boots) must be switched off during

takeoff and below 200 ft. AGL on approach to landing.
g) FLOWS ............................................. -F
(1) Based upon predetermined performance criteria, the call will

be either “Flows 3”or “Off”.
h) CONDITION LEVERS ......................... FLIGHT - F
(1) Both condition levers will be advanced to FLIGHT. Note that

the RPM Increases to 96% and that the engine EGT indications
remain within limits.
(2) Adjust the condition lever friction lock as required to hold the
condition levers in the flight position
CAUTION: Movement of the condition levers on takeoff will trigger a

TOCWS warning.
69
Operation Of The SPZ-4500 Flight Director
0. Operation Of The SPZ-4500 Flight Director

1. The following selections are recommended for particular phases of flight:
Phase of Flight Horizontal Mode as Vertical Mode as FMA Display (on

Selected on FD Mode Selected on FD Mode EADI)
Selector Selector
TAKEOFF HDG (ALTSEL) ARM+GA HDG, GA, ASL
VOR, HDG, or LNV,
CLIMB HDG or NAV (ALTSEL) ARM+IAS
IAS, ASL
VOR, HDG, OR LNV,
CRUISE HDG or NAV (ALTSEL) ON
ALT
(ALTSEL) ARM+VS VOR, HDG, OR LNV,
DESCENT HDG OR NAV
or IAS IAS or VS, ASL
(NAV) CAP (APR)
ILS APPROACH -------------------------- LOC, GS
CAP
ILS APPROACH (ALT) (ALTSEL) ARM ALT or ASL+
(NAV) CAP LOC
GS INOP ON +VS or IAS VS OR IAS
LOC BC (ALT) (ALTSEL) ARM ALT or ASL+
(BC) CAP BC
APPROACH ON +VS or IAS VS OR IAS
VOR (NAV) CAP (APR) (ALT) (ALTSEL) ARM ALT or ASL+
VAP
APPROACH CAP ON +VS or IAS VS OR IAS
GA, then call for GA, then call for GA, then call for
vertical and directional vertical and directional vertical and directional
GO-AROUND
mode selections as mode selections as mode selections as
appropriate appropriate appropriate
Chart Of A/P Indications
70
v.1.00.0
PF: Stand the power levers to
Takeoff Profile
12:00 At acceleration height and above VYSE:

If Captain is PF: PF:”Flaps up, After Take-off Check”.
P. Takeoff Profile
CA:”Set power” PNF:Accomplish after takeoff flow.

PF Climbs at
FO sets Takeoff power and calls, If assigned other than runway heading,
170 KIAS
“Power set” PF:”Bug heading _________ “
If FO is PF:
FO sets Takeoff power and calls,
“Power set”. PF:”Positive Rate,

Gear Up”
PNF:”Positive Rate”
After Takeoff check, performed at

FO:”70 knots” and retracts the gear. or above 1500 HAA.
PF:”My column” Both pilots check airspeed
PNF: Scans tapes.
instruments and
indications.

Chart Of Normal Climb Profile
5 knots prior to V1:
PNF:”V1 Rotate”
PF reoves hand from
power levers. Acceleration Height
PF rotates to 7-10°
at 3°/sec.
71
04SEPT09
Takeoff Profile
a. General
1) ACA pilots will use reduced torque, rolling takeoff procedures unless
conditions require otherwise. See the performance chapter.
2) Static takeoffs will be done when performance/weight requirements
dictate.
3) As the aircraft accelerates, use the ailerons to keep the wings level.
b. Types of Takeoffs
1) Normal
(1) APR ARM or OFF, Rolling or Static is determined by the Airport

Analysis tables. See the performance chapter.
(2) STATIC TAKEOFF PROCEDURES
(i) When a static takeoff is required by Airport Analysis, line

up on the runway, and from a stationary start, release the
brakes and then advance the power levers.
(ii) Use the normal takeoff profile.
2) Low visibility takeoffs (visibility less than 2400 RVR or 1/2 statue mile)
(1) Confirm the takeoff alternate is on the release if required.

(2) If a localizer is available, set its frequency in at least one
navigation radio and check the HSI for positive runway and
centerline identification.
(3) Hold brakes until torque is above 30%.
(4) Once brakes are released, use normal procedures.
(5) Verify a positive rate, using both VSI and altimeter.
NOTE: These items should be included in the clearance brief.
72
Takeoff Profile
3) Icing Takeoff:
(1) Flows OFF

(2) APR ARMED
(3) Maximum scheduled takeoff torque using the “APR ARMED/ICING”
data.
(4) At acceleration height (400’ AGL), accelerate to a minimum speed
of V2 + 10 before retracting flaps, then continue acceleration
through 145 kts.
(5) Fourth segment climb will be made at a minimum of 145 kts. until
1600’ AGL.
(6) At 1600’ AGL, normal climb speed may be obtained.
c. Takeoff Profile Expanded
a) Takeoff Roll, Captain (PF)
(1) The Captain will “stand” the power levers to the 12 o’clock
position, steer the aircraft with the tiller and state, “Set Power”.
(2) The First Officer will advance the power levers to set desired
torque by 70 knots and state, “Power Set.” With the right
hand, the First Officer will restrain the column for gusts and
position the ailerons for crosswinds.
(3) When the First Officer states, “Power Set”, the Captain’s hand
takes control of the power levers again.
(4) At 70 knots the First Officer will state, “70 knots”.
(5) When the First Officer calls 70 knots, the Captain will steer
with the rudder pedals and will take control of the column. At
this time the Captain will state, “My column”.
(6) During the takeoff roll, the Captain will be primarily looking
outside.
73
Takeoff Profile
b) Takeoff Roll, First Officer (PF):
(1) While the Captain steers the aircraft with the tiller, the First Of-
ficer will advance the power levers to set desired torque by 70
knots and state, “Power Set.” With the right hand, the First Of-
ficer will restrain the column for gusts and position the ailerons
for crosswinds.
(2) Once the FO calls, “Power Set”, the Captain will position his
right hand directly behind the power levers to permit direct
supervision over continue or abort decisions.
(3) At 70 knots, the First Officer will begin steering with the rudder
pedals, maintain control of the column and state, “70 knots,
my column”.
(4) After 70 knots, during the takeoff roll, the Captain will be pri-
marily looking inside to quickly identify abnormalities.
c) Rotation
(1) 5 Kts prior to V1/VR, the PNF will state, “Vee One Rotate”.
(2) The PF will remove his hand from the power levers and rotate
to the command bars with both hands on the yoke.
d) Initial Climb
(1) At the first indication of a positive rate of climb, the PF will

state, “Positive rate, Gear Up”. The PNF will verify a positive
rate of climb and call, “Positive Rate” and select gear UP.
(2) If the PF delays his call, the PNF will prompt him by stating,
“Positive Rate”, but will not retract the gear until the PF has
actually requested gear up.
(3) The PF will use the TCS button to adjust the pitch to allow the
aircraft to maintain an initial climb speed in the range of V2 +
6 to V2 + 15.

74
Takeoff Profile
e) Acceleration Height
(1) At acceleration height (as specified in airport analysis) and at or

above VYSE (V2 + 10 in icing conditions), the PF will call, “Flaps
Up, After Takeoff Check”.
(2) After flap retraction, a pitch attitude of 7degrees to 10 degrees
nose up will allow the aircraft to accelerate to 170 KIAS.
(3) If a heading other than runway is required for departure, the PF will
call “BUG HEADING_____”.
f) 500 AGL
(1) Autopilot ON if desired.
g) Departure Climb
(1) Climb at 170 KIAS.

(2) At and above 10,000 ft. MSL, use the Enroute Climb Procedure.
75
After Takeoff
Q. After Takeoff
a. PNF After Takeoff Flow
1) The flow is initiated when the PF calls, ‘After Takeoff Check”.
a) Yaw Damper
(1) Turn the yaw damper ON if desired.
b) Flows
(1) If the flows were OFF for takeoff, rotate both flow selectors to
10 until maximum airflow is noted and then set to any desired
setting (0 - 10).
c) Vapor Cycle Off/As Required
(1) Turn off the vapor cycle system as required. See Air Condition-
ing in the Limitations section of this AOM.
b. After Takeoff Check
1) The PNF will begin the After Takeoff Check above 1500’ when workload
allows.
Landing Gear ............................. Up - PNF

Flaps ......................................... Up - PNF
APR .......................................... Off - PNF
Flows ........................................ 5 - PNF
Lights ....................................... Off - PNF
Condition Levers ....................... 96-100% - PNF
Prop Sync ................................. On - PNF
76
After Takeoff
c. Expanded After Takeoff Check
a) Landing Gear ...................... Up - PNF
(1) Verify that the landing gear is in the fully retracted position.
b) Flaps .................................. Up - PNF
(1) Verify the flaps indicate 0.
c) APR ................................... Off -PNF
(1) The APR switch should be selected to the OFF position.
d) Flows ________ ................ - PNF
e) Lights ................................. Off - PNF
(1) Verify the landing, taxi, and ice observe lights are OFF.
f) Condition Levers ................ 96-100% - PNF
(1) Set the engine RPM as operations require. Under no circum-

stances should the RPM be adjusted at a height lower than
1500’ HAA. The recommended climb setting is 98% RPM.
This will be accomplished by reducing the EGT to 50° C below
VRL and the torque below 95%, and then setting RPM to 98%.
If only climbing to a low altitude, 96% RPM may be set at this
time. If better climb performance is legitimately needed, the
engine RPM may be set to 100% until no longer necessary.
g) Prop Sync .......................... On - PNF
(1) The prop sync will be turned ON after manually adjusting both
engine RPM indications to within 0.5%. The best results will be
found by adjusting the right engine to 0.2% less than the left
engine before turning on the prop sync.
77
Enroute Climb
R. Enroute Climb
1. The enroute climb procedure begins at 10,000 ft. MSL.
a. Enroute Climb Profile Expanded

a) 10,000’ MSL
(1) Select the conspicuity lights OFF and the tail flood to NAV ON.
(2) The PNF will notify the flight attendant that sterile cockpit is over
by turning the seat belt sign OFF then ON.
(3) If conditions allow, the seatbelt sign should be selected to OFF.
Make the appropriate announcement per the AOM.
(4) If the cruise altitude is less than 10,000 feet MSL, accomplish
all of the previous items but leave the conspicuity lights ON.
(5) Climb at 170 KIAS until reaching M 0.35, then maintain a speed
of M 0.35 to the desired altitude.
(6) NOTE: The mach meter will not be displayed until an altitude of
15,000’ and above.
(7) The normal climb power is 98% RPM and EGT 10°C below VRL
with the maximum continuous torque limit of 100%. Climbing
at 100% RPM may be warranted if conditions such as heavy
takeoff weight combined with high outside air temperature,
icing conditions or turbulence exist. Manually synchronize the
propellers during climb with a recommended RPM setting of
99-100% before switching the propeller synchrophaser ON.
(8) Before reducing the RPM below 100%, reduce power so the
EGT is 50°C below the VRL and the torque is below 95%.
CAUTION: A rise in torque and EGT occurs when RPM is reduced,
which may result in exceeding EGT and torque limits if
the above procedure is not followed.
(9) A decrease in torque and an increase in EGT toward the VRL
limit will be noted during the climb. The power levers may need
to be adjusted to maintain the required climb power.
78
Enroute Climb
b) 18,000 Ft. MSL
(1) Set the altimeters to 29.92.
79
Cruise
S. Cruise
1. Before setting cruise power, the PNF should adjust both flows to the mini-
mum required to maintain cabin pressurization and environmental comfort.
All cruise operations should be conducted at 96% RPM. Allow the airspeed
to stabilize before setting the cruise torque setting. The cruise torque setting
will be set by the value indicated by the cruise torque chart or 10° below the
EGT limit, whichever is reached first. If engine anti-ice is ON, add 10°C to the
SAT and use the torque setting for that temperature.
2. When level at the cruise altitude, make the appropriate passenger announce-
ment per the AOM.
80
Holding Procedure
T. Holding Procedure
1. Flaps will not be extended in holding.
2. Holding speed will be 170 KIAS.
81
Descent
U. Descent
1. When at or below 10,000 feet during the day, the PNF will turn on the con-
spicuity lights. At night, also turn on the tail floodlights.
a. Descent Procedure
1) The high speed descent technique is planned by Dispatch at VMO.
A prudent buffer of airspeed below VMO should be flown to avoid
exceeding VMO. Appropriate speeds for rough air must be flown.
2) An increase in torque and decrease in EGT will be noted during the
descent. Power lever adjustments may be required to avoid exceed-
ing VMO when using the high speed technique.
82
Descent And Approach Preparation And Planning
V. Descent And Approach Preparation And Planning

1. These items are performed when appropriate, normally 20-30 minutes prior
to arrival. They will be completed prior to the descent and approach check.
a. ATIS
1) The PNF will listen to and write down the arrival airport ATIS. This
should be done as soon as the ATIS is receivable to give the maxi-
mum amount of time to prepare for approach.
b. Flight Attendant Notification

1) The PNF will announce over the PA, “(Flight Attendant’s first name),
Prepare for Arrival”.
c. Landing Data and Fuel

1) The PNF will set the following speeds, using landing fuel + zero
fuel weight to estimate landing weight:
(1) V target = Magenta
(i) The magenta (target) speed should be displayed for the ap-
proach until 200’ AGL.
(2) VREF = Blue

(3) V2 = White
(4) VYSE = Green
2) The PNF will take note of the fuel on board and compare FMS and
aircraft fuel indications. Check that fuel remaining is sufficient for
destination, alternate, and reserve requirements. Check to ensure
normal distribution and balance.
83
d. Arrival Briefing
1) The crew will brief the following information as it relates to the
specific arrival and approach. There should be no “standard” brief,
as every arrival is different.
2) Items that are not specifically relevant to that arrival (i.e., poor brak-
ing action on a dry day) should not be discussed.
a) Descent Profile
(1) Ensure both crewmembers are aware of any crossing

restrictions and arrival procedures.
b) ATIS, Statement of Conditions and Approach Strategy
(1) The PNF will read the ATIS in full to the PF. Ensure both
crewmembers are aware of any abnormal airport condi-
tions.
(2) The PF will prioritize and state the specific airport condi-
tions that are relevant for the arrival (e.g., closed runways,
snow, adverse braking action, LAHSO, crossing depar-
tures, windshear, etc.). The PF will brief the type of ap-
proach planned, and if it will be hand-flown or coupled and
the altitude the autopilot will be turned OFF if coupled. Brief
the desired landing flap setting. Consider the need for ice
protection and ice AOA speeds.
(3) Flap Settings
(i) All normal landings should be made with flaps at 25.
When very turbulent conditions or strong gusty winds
are present, a flap 15 landing may be made at the
Captain’s discretion.
c) Bottom Lines
(1) Using specific performance targets, state what minimum
acceptable performance or conditions will be accepted
during the arrival.
84
d) Back-up Plans
(1) Discuss specifically what course of action will be taken if

specific bottom lines are exceeded. Plan for a go-around
and alternative actions if the approach can not be com-
pleted.
e. PNF Approach Setup

1) The approach setup should be done after the arrival briefing and the
crew knows which approach to expect. The PNF will set all navaids
and instruments for the approach, except those items out of his
reach.
2) Set the inbound course: If navigating on the FMS, select magenta
needle, set the course and select bearing pointers as required. Have
the PF set his own inbound course and bearing pointers.
3) Set the frequency for the approach in #1 and #2 RMU preset.
4) Identify navigation aids whenever possible. Final approach aids

(ILS, VOR, ADF) should be tuned on both receivers so that cross-
monitoring of signals is achieved.
5) All NDB approaches should be flown using the EHSI, eliminating the
need to monitor the station identification.
6) Before beginning the approach, verify the approach frequency is
set and in use, each RMU, LNAV is OFF and VHF/ADF is in use as
required.
7) Let the PF know the approach setup is complete and you are ready
to brief the approach.
85
f. PF Approach Setup
1) Set the inbound course: If navigating on the FMS, select magenta
needle, set the course and select bearing pointers as required.
Reselect green needles.
2) All NDB approaches should be flown using the EHSI, eliminating the
need to monitor the station identification.
3) Before beginning the approach, verify the approach frequency is
set and in use each RMU, LNAV is OFF and VHF/ADF is in use as
required.
g. Approach Brief
1) The PNF will brief the approach.
2) Both pilots will silently double-check the approach setup as the
briefing is conducted.
a) IFR Approach Brief:
(1) Name, number and date of approach chart.

(2) Approach frequency
(3) Inbound final approach course.
(4) Minimum glide slope intercept altitude (ILS), or FAF altitude
(non- precision).
(5) DH or MDA (state if autopilot use at MDA is prohibited).
(6) For non-precision approaches, determine how the missed
approach point is to be identified (timing, DME, navaid
overfly, etc.)
(7) TDZE.
(8) MSA.
(9) The missed approach procedure and altitudes.
(10) Approach lighting configuration.
86
(11) Exit strategy from the runway, including direction of exit

left or right, hold lines, crossing runways, close parallel
runways, or LAHSO procedures if applicable.
(12) Ask for questions.
h. Descent Approach Check
1) The PF will call for the Descent Approach Check once the Approach
Brief is complete.
ALTIMETERS ............................. ____.CHECKED - B

FLIGHT ATTENDANT .................. ADVISED - PNF
PRESSURIZATION ..................... SET - PNF
SPOILERS ................................. ARMED - PNF
FUEL BAL/X-FEED ..................... IN LIMITS/SHUT - PNF
APR .......................................... ARM-PNF
ICE AOA .................................... - PNF
LANDING DATA ......................... SET - PNF
ARRIVAL BRIEF ......................... COMPLETE - B
APPROACH BRIEF ..................... COMPLETE - B
i. Descent Approach Checklist Expanded
a) ALTIMETERS ..................................... ____.- B
(1) The Captain will check the left and standby altimeter; the FO
will check the right altimeter for local altimeter setting.
b) FLIGHT ATTENDANT ......................... ADVISED - PNF
(1) See preparation and planning explanation.
87
c) PRESSURIZATION ............................. SET - PNF

(1) Confirm that the landing field elevation is set and no fault code
is present. Ensure that the cabin is indicating a normal rate of
descent and the cabin differential pressure is within limits.
d) LIGHTS ............................................. ON - PNF

(1) Turn the CONSPIC lights ON below 10,000 and select the NAV
lights to the NAV TAIL FLOOD position if it is night.
e) SPOILERS ......................................... ARM - PNF
(1) Verify the SPOILERS switch is set to ARM.
f) FUEL BAL/X-FEED ............................. IN LIMITS/SHUT - PNF
(1) Ensure the fuel balance permits the landing to occur within
limits.
(2) Verify cross-feeding is complete and the cross-feed valve is
shut.
g) APR .................................................. ARM - PNF
(1) Select the APR switch to ARM.
h) ICE AOA ............................................ - PNF
(1) If ice AOA is not required for the approach and landing, turn
the ICE AOA OFF after the ENG/ELEV and PROPELLER anti-ice
is turned OFF.
i) LANDING DATA ................................. SET - PNF

(1) Verify the landing speeds are set for aircraft weight, ice AOA
ON / OFF and airport conditions.
(2) For a crosswind/gusty approach (except for a tailwind), if the
surface wind speed exceeds 10 kts, VREF may be increased by
up to one third of the total wind speed to a maximum of VREF
+ 15 kt Target speed will be 15 knots above the adjusted VREF.
88
j) ARRIVAL BRIEF ................................. COMPLETE - B
(1) If no changes, both pilots will respond “Complete”. If there are

changes, the changes will be briefed at this time.
k) APPROACH BRIEF ............................ COMPLETE - B
(1) See descent and approach planning and preparation section.
89
General Approach Procedures
W. General Approach Procedures

a. Speed
1) For vectoring the terminal environment, the minimum clean configuration

speed will be 160 knots. See Chapter 2, for additional speed limitations.
b. Stabilized Approaches
1) The AOM contains the stabilized approach criteria.
c. FMS and Navaids
1) The J-41 is not authorized to fly FMS or GPS approaches.

2) All approach Navaids will be positively identified by the PNF. Navaids
may be identified by confirming that the four-letter identifier displayed is
correct.
3) If the approach is coupled, after crossing the FAF, the PF should hold the
control wheel with one hand to monitor the autopilot.
d. Instrument - to - Visual Calls
1) When conducting an instrument approach, if the weather is reported

at or above 1000 feet ceiling and 3 miles visibility, after the PNF calls
“Runway in sight” and the PF responds “Landing”, the crew may use
visual calls.
e. Lights
1) When cleared for the approach, the PNF will turn the taxi light ON. When
cleared to land, the PNF will turn the landing lights ON.
f. Flight Attendant Advisory
1) When cleared for an approach, the PNF will use the PA to announce,
“Flight Attendant __________ (or Flight Attendant’s first name), be
seated”.
90
v.1.00.0
Cleared for approach.
PNF: Turns taxi light ON (on PA)
“Flight Attendant be seated”.
Base/Final
PF: “Flaps 25, Landing Abeam the touchdown point
Visual Approach Profile
Check”. PF: “Gear down”

Follow precision approach PF: “Flaps 15”.
profile for configuring if
X. Visual Approach Profile
using an ILS for guidance

but make visual approach
calls.
Midfield position
PF: “Flaps 9”.
PNF: “1000”
PF: “Set missed
approach altitude”.

Must be stabilized by
Chart Of Visual Approach Phases

500’ above TDZE.
1000’
500’
FAF
91
04SEPT09
X. Visual Approach Profile

a. Navaid Setup
1) If flying a visual approach or visual pattern and a localizer is available,

both pilots will navigate using the localizer as a backup. The FMS will be
used as a backup to identify airport location and distance. If no localizer
is available, then both pilots will monitor position using the FMS.
b. Visual Approach Profile Expanded
a) Modified Visual Approaches
(1) Guidance is given below for a standard downwind, base and final
approach. Since visual approach clearances can be issued to aircraft
in most any position from the landing field, it is not possible to con-
struct a visual approach profile for each circumstance.
(2) Pilot judgment is essential when maneuvering the aircraft under
these circumstances in order to achieve the required configuration
and speed in a defined approach position. For example, base leg,
level with glide path, 160 kts or less with flaps at 15. Once that is
done, the remainder of the published profile is used to complete the
approach.
(3) For straight-in high speed approaches, altitude, airspeed and config-
uring for landing must be planned such that the aircraft is in compli-
ance with stabilized approach criteria.
b) Cleared for Approach
(1) When cleared for the approach, the PNF turns taxi light ON and an-
nounces on the PA, “Flight Attendant be seated”.
92
c) Downwind
(1) Level off at pattern altitude and reduce power to maintain 170 kts.
(2) Call “Flaps Nine” abeam the mid-field.
(3) When abeam touchdown point, call “Gear Down”.
d) 1000’
(1) 1000’ above TDZE, the PNF will state, ‘One Thousand”.
(2) The PF will respond, “Set Missed Approach Altitude.”
e) Base, Final
(1) When established on base leg or as conditions require, the gear is

down and locked and the airspeed is 160 kts. or less, call “Flaps
15°”.
NOTE: If a flaps 15 landing is to be made, call “Landing Checks”

after 15° Flaps.
(2) When established on final or as conditions require, call “Flaps Twenty

Five, Landing Checks”.
(3) When turning onto final, the crew will confirm the landing runway
with the runway they are lined up with.
(4) Final approach to 200’ TDZE should be flown at the Target Speed.
(5) From 200’ TDZE, the airspeed should be reduced to cross the thresh-
old at VREF.
93
v.1.00.0
When the gear is Cleared for approach.
down and locked. PF: Arms approach on the F/D.
PF: “Flaps 15” PNF: Turns taxi light ON and (on PA)
“Flight Attendant, be seated”.
2 to 4 miles
Precision Approach Profile
Start configuring from the FAF At the FAF:

approximately 3 to 5 PF: “Gear PF: “Final
Approach Fix”.
NM from the FAF. Down” Approx. 1 mile from

Y. Precision Approach Profile
PF: “Flaps 9”. the FAF.

PF: “Flaps 25, PNF: “1000”
Landing Check”. PF: “Set Missed
Approach Altitude”
PNF: Sets the missed
approach altitude
selector and calls
“______ feet set”.

PNF: “200”
PNF: “100”
Chart Of Precision Approach Phases

PNF: “Lights”
PF: “Continuing”
PNF: “Runway”
PF: “Landing”
DA
FAF
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04SEPT09
Y. Precision Approach Profile

a. Navaid and ED Setup
1) Ensure the approach frequencies are transferred from standby to in use.
a) FMS Intercept to a VHF Course
(1) LNAV should be selected in the EFlS display controller and NAV
should be armed on the FD Mode Selector.
(2) Tune the approach frequency and push the V/L button once
to display the magenta-colored course needle, and select the
proper inbound course for the approach.
(3) Enter the assigned intercept heading or navigation fix in the FMS.
(4) Push the NAV button on the FD Mode Selector, so ARM and CAP
both illuminate on the NAV selector.
(5) When the VHF course captures, LNAV will disarm and the VHF
course will be displayed with a green needle.
2) Fly the remainder of the approach as described by the profile.
b. Precision Approach Profile Expanded
a) Vectored for Approach
(1) Prior to intercepting the final approach course, LNAV should be dis-
engaged by selecting V/L until LOC 1 and LOC 2 show in green on the
EHSI.
(1) When cleared to intercept the localizer, arm NAV on the FD.
(2) When cleared for the approach, the PF arms the approach on the
FD. The PNF turns the taxi light ON and announces on the PA, “Flight
Attendant be seated”.
(3) After LOC captured, set the heading bug to runway heading (+/-1
wind correction is allowed).
95
c) Configuring for Approach
(1) The initial approach is flown at 170 KIAS.

(2) When the approach is flown in IFR conditions, the aircraft must
be stabilized, configured for landing and on target speed by 1000’
above DH.
(3) If weather conditions are at least 1000’ ceiling and 3 SM visibility,
the initial approach speed may be flown at a maximum of 200 kts.
and the aircraft must be stabilized, configured for landing and on
target speed by 500’ above TDZE.
i. To accomplish this, fly to the FAF with the landing gear and
flaps retracted.
ii. At the FAF, the PF retards the POWER levers to FLIGHT IDLE
and calls, “Condition Levers Flight”.
iii. 200 KIAS - PF “Flaps 9°, Gear Down”.
iv. 160 KIAS - PF “Flaps 15°”.
v. 140 KIAS - PF “Flaps Twenty Five, Landing Check”.
d) Inbound and within 3-5 NM of the FAF (GS alive)
(1) PF will call for “Flaps nine”.
e) 2-4 miles from FAF (2 dots below GS)
(1) The PF will call for “Gear Down”

(2) When the gear is down and locked, call, “Flaps 15°”.
f) 1 Mile (1 dot below GS)
(1) The PF will call for “Flaps Twenty Five, Landing Check”.
96
g) Final Approach Fix
(1) At the FAF the PNF will state, “Final Approach Fix”.
(2) The final approach should by flown at Target Speed to DA.
h) Altitude Call Outs
(1) At 1000’ above DH, the PNF will state, “One Thousand”. The PF will
state, “Set Missed Approach Altitude”.
(2) The PNF sets the missed approach altitude with the altitude selector
and calls, “feet set”.
(3) At 200’ above DH, the PNF will state, “Two Hundred”.
(4) At 100’ above DH, the PNF will state, “One Hundred”.
g) Lights/Runway In Sight
(1) At any point on the approach, if the PNF sees the approach lights
and not the runway, the PNF will state, Lights. The PF will state,
“Continuing”. The flight may continue the approach to 100’ above
TDZE with only the approach lights in sight.
(2) Any time the PNF sees the runway, the PNF will state, “Runway”.
The PF will look outside, see the runway, and state, “Landing’.
97
v.1.00.0
Cleared for approach. Start configuring about 3-5NM from the FAF.
PF: Select NAV. The aircraft must be fully configured and on
PNF: Selects taxi light ON (on PA) “Flight MDA altitude captured
speed by reaching the FAF PNF: “MDA_____(time/distance)
Attendant, be seated”. PF: “Flaps 9“ to go”
PF: “Gear Down“ PF: “Set missed approach
PF: “Flaps 15“ altitude”
PF: “Flaps25, Landing Check“. PNF: Sets the missed approach
altitude with the altitude selector
Non-precision Approach Profile
and calls “_______feet set”.
Step down altitude captured

Z. Non-precision Approach Profile
PF: “Set next altitude”

PNF: Sets the next step down
altitude with the altitude selector
and calls “________feet set”. PNF: “Lights“
PF: “Continuing“

When leaving MDA
At the FAF: PF: “Leaving MDA“
PNF: “Final Approach Fix” PNF: “Runway“
PF: “Note time” PF: “Landing“
Chart Of Non-Precision Approach Phases

PF starts down using Vs
1000 fpm or less. MDA
PNF: “1000”
PNF: “200”
FAF PNF: “100”
(Above MDA)
98
04SEPT09
Z. Non-precision Approach Profile

a. Navaid and FD Setup
a) General
(1) The J-41 is not approved to use FMS as the NAV source on final ap-
proach (from FAF to MAP inclusive). Therefore, on final it is required
to have the approach’s ground-based navaids selected.
(2) We do use FMS for missed approaches and holding.
b) FMS Intercept to a VHF Course
(1) LNAV should be selected in the EFlS display controller, and NAV
should be armed on the FD Mode Selector.
(2) Tune the approach frequency and push the V/L button once to
display the magenta-colored course needle, and select the proper
inbound course for the approach.
(4) Push the NAV button on the FD Mode Selector, so ARM and CAP
both illuminate on the NAV selector.
(5) When the VHF course captures, LNAV will disarm and the VHF
course will be displayed with a green needle.
(6) Fly the remainder of the approach as described by the specific
profile.
c) LOC only approaches
(1) The FD should be set to NAV mode to track the localizer. Do not arm
APR mode on the FD to fly LOC ONLY approaches.
d) VOR approaches
(1) The FD should be set to APR mode to track a VOR approach. The FD
will now apply the gains appropriate for a VOR approach.
99
e) NDB approaches
(1) ADF #1 and #2 should each be tuned to the navigation aid fre-
quency to track the approach.
b. Non-Precision Approach Profile Expanded
(1) Once in heading mode, each pilot will tune the approach frequency,
set the final approach course and set the bearing pointers as re-
quired. The PNF may be asked to identify the navaids.
(1) When approach clearance is received and the aircraft is on a head-

ing to intercept the approach course (current heading within 90 de-
grees of approach course), ensure the FD NAV is armed to capture
the course.
(2) When the FD has captured ALT, the next step-down altitude should
be set with the altitude selector.
(3) When cleared for the approach, the PF arms approach on the FD.
The PNF turns taxi light ON and announces on the PA, “Flight At-
tendant be seated”.
(4) After the LOC is captured, set the heading bug to runway heading
(+/- wind correction is allowed).
(1) The initial approach should be flown at 170 KIAS.

(2) The aircraft should be configured for landing, and on target speed
prior to crossing the FAF.
100
d) Approximately 3 to 5 miles from the FAF
(1) The PF will state, Flaps 9, Gear Down.”

(2) At 160 kts. or less, PF states, “Flaps 15.
(3) At 1 mile from the FAF and 140 kts. or less, PF will state, “Flaps 25,
Landing Check.
e) Approaching FAF
(1) The aircraft should be fully configured, on Target speed, with the
next altitude displayed in the altitude preset and stabilized on the ap-
proach prior to crossing the FAF.
f) Final Approach Fix
(1) At the FAF, the PNF will state, “Final Approach Fix”. The PF will state,
“Note Time”.
g) Descent
(1) Upon crossing any fix where a descent is to be initiated, the PF

will select ALTSEL, VS and set a vertical speed of 1000 fpm down.
Higher descent rates may be used for any portion of the descent
that is above 1000 above MDA.
(2) As the FD displays ALT, the PF will call, “Set Next Altitude.” The PNF
sets the next step-down altitude with the altitude selector and calls,
“ feet set”. Alternatively, the PF may call for ALT to be manually
selected to expedite the process. The call will be, “Altitude Hold, Set
Next Altitude”.
(3) At 1000’ above MDA, the PNF will state, “One Thousand”.
(4) At 200 above MDA, the PNF will state, “Two Hundred”.
(5) At 100 above MDA, the PNF will state, “One Hundred”.
i. These calls will be omitted when descending to step-down
altitudes other than MDA.
101
(6) At MDA, the PNF will call, “MDA, (time/distance) To Go”.

(7) As the FD displays ALT after reaching MDA, the PF will call, “Set
Missed Approach Altitude”.
and calls, “Feet Set”.
(9) Descents should be done at no more than 1000 FPM.
h) Lights/Runway in Sight
and not the runway, the PNF will state, “Lights”. The PF will state,
“Continuing”. If in a position to make a normal descent to the run-
way, the flight may descend to 100’ above the TDZE with only the
approach lights in sight.
(2) Any time the PNF sees the runway, the PNF will state, “Runway”.
The PF will look outside, see the runway, and state, “Landing”.
(3) When in a position to make a normal descent to landing, the PF will
state, “Leaving MDA”.
102
v.1.00.0
At the FAF:
PNF: “Final Approach
Fix“
PF: “Note time“
Start configuring about 3-5NM from the PF starts down using
FAF. The aircraft must be fully PNF: “Lights“
Vs 1000 fpm or less.
configured and on Target speed by PF: “Continuing“
Circling Approach Profile
reaching the FAF. When within 1.7 NM from the

PF: “Flaps 9“ end of any runway, PF starts
PF: “Gear Down“ the circling maneuver by
PF: “Flaps 15“ MDA altitude captured selecting HDG mode and
AA. Circling Approach Profile
PF: “Flaps25, Landing Check“. PNF: “MDA_________ (time/ turning the bug as required.
distance) to go“
PF: “Set Missed Approach

Altitude“
PNF: “_______Feet Set“ In position to land:
PF: “Leaving MDA”
PNF: “Runway”

PF: “Landing”
Chart Of Circling Approach Phases

PNF: “1000”
Cleared for approach. PNF: “200”
PF: Select NAV or APR as PNF: “100”
appropriate. CIRCLING RUNWAY LDG RWY
FAF
PNF: Selects taxi light ON (on PA) “
Flight Attendant, be seated”.
103
04SEPT09
Circling Approach Profile
AA. Circling Approach Profile

a. Circling Approach Profile Expanded
1) Circling maneuvers are not authorized if the ceiling is less than 1000’, or
the visibility is less than 3 miles.
2) The MDA for circling is 1000’ HAA or the published MDA, whichever is
higher.
a) Approach Maneuver
(1) Fly the non-precision profile for the appropriate approach.
b) Circling at MDA
(1) Fly the circle at flaps 25 at Target speed.

(2) When visual reference is obtained and at a point no more then
1.7 miles from the end of any runway, begin the circling maneu-
ver by selecting HDG mode and turning the heading bug to the
appropriate heading.
NOTE: A good technique is to have the PNF control the power levers to
maintain airspeed while the PF diverts his attention outside and
maneuvers the aircraft. Pre-brief this technique if anticipated.
c) Leaving MDA
(1) The descent from 1000’ to touchdown will require approximately

3 flying miles. This may require leaving MDA on downwind or
base leg.
(2) When in a position to make a normal descent to landing, the PF
will state, Leaving MDA”.
(3) When on final, no bank angle greater than 30° bank will be al-
lowed.
104
Landing Check
BB. Landing Check

1. When cleared to land, the PNF will select the landing lights ON.
a. Landing Checklist
LANDING GEAR ........................ DOWN FOR RWY - B

FLAPS ...................................... SET & INDICATING - PNF
CONDITION LEVERS ................. FLIGHT- PNF
FLOWS ..................................... THREE - PNF
FLIGHT ATTENDANT ................. ADVISED - PNF
b. Landing Checklist Expanded
a) LANDING GEAR DOWN FOR RWY____ -B
(1) The crew will verify all gear indicate down and verify they are
approaching the correct runway.
b) FLAPS ......................................... ____SET & INDICATING - PNF
(1) The pilot not flying will confirm the flap selector is in the
15725’ detent and the flap indicator is set to the position for
which the landing performance data was calculated.
c) CONDITION LEVERS .................... FLIGHT - PNF
(1) The pilot not flying will confirm the condition levers are fully
forward and that both engine RPM gauges indicate 100%.
d) FLOWS ........................................ THREE - PNF
(1) The pilot not flying will confirm the flows are set to 3 or less.
e) FLIGHT ATTENDANT .................... ADVISED - PNF
(1) The PNF will verify the Flight Attendant has been notified to be
seated.
105
v.1.00.0
Landing Profile
CC. Landing Profile
At 200’ above TDZE

PNF begins making speed callouts
referencing VREF in 5-knot increments until

touchdown.
PNF: “Yaw damper off, Ref+15, ref+10...“
PNF: “70 knots“ When out of REV

200’ If FO is PF, CA: ”My CA: “Out of reverse,

controls” condition levers taxi”
Chart Of Landing Profile

Runway
106
04SEPT09
Landing Profile
CC. Landing Profile

a. Landing Profile Expanded
a) 2OO’ to touchdown
(1) The PNF will call for the yaw damper to be turned OFF, bring up VREF
speed in the display window and then begin making VREF calls in
five-knot increments. Example:
i. At 200 feet, after calls referencing DH are complete, the next

call should be, “Yaw Damper Off, PIus 15”. “PIus 15” is given
in this example, assuming the approach is exactly on speed.
(2) The PF should ensure the Yaw Damper is OFF by clicking the ICO
switch on the control wheel. Alternatively, the Yaw Damper and FD
can be canceled simultaneously by pressing the GA button on the
left power lever and then pressing the TCS button.
(3) If the Yaw Damper is still on after the “Yaw Damper Off” call is
made, the PNF will turn the Yaw Damper OFF.
(4) Start to reduce power and aim to cross the threshold at VREF.
b) Touchdown and Roll out
(1) Fly a landing attitude and retard the POWER levers to FLIGHT IDLE.
Land using minimum float.
(2) Lower the nose wheel gently to the runway as soon as the main
wheels are firmly on the ground.
(3) The runway centerline should be maintained by steering with the
rudder pedals.
(4) The PF should begin slowing the aircraft when desired by selecting
ground idle.
NOTE: Ground idle is the power lever position that is immediately behind
the flight idle gate. In order to obtain ground idle, the latch levers
must be lifted and the power levers moved aft of the flight idle gate.
107
Landing Profile
(5) Moving the POWER levers further aft of ground idle will deploy the
spoilers. This can be verified by checking the illumination of the
green spoiler light. Reverse and brakes can be used as necessary
for additional stopping performance.
CAUTION: lf spoilers do not deploy, landing distance will be increased by 8%.
(6) The crew should consider runway length and surface conditions,
traffic spacing and ATC instructions for the safest and most expedi-
tious means for slowing the aircraft and exiting the active runway.
WARNING: If minimum landing roll is desired, it is essential to select ground
idle as soon as possible after touchdown. Failure to select
ground idle results in residual propeller thrust that significantly
compromises braking performance and causes landing distanc-
es to exceed those demonstrated by the manufacturer.
WARNING: The illumination of the red beta light after landing merely indi-
cates a switch malfunction It does not represent a hazardous
condition, and normal braking facilities are not affected. It is vital
that timely selection and retention of ground idle be selected un-
der these conditions if design stopping performance is desired.
c) 70 KIAS
(1) The PNF should call, “Seventy knots”. If the FO is the PF, the Captain
will call, “My Controls”.
(2) When the PNF calls, “Seventy knots”, the Captain will begin steer-
ing with the tiller and the First Officer should restrain the column for
gusts and prepare to bring the condition levers to taxi when called
for by the Captain.
(3) When reverse thrust is no longer required, the PF will move the
power levers out of reverse and the Captain will call, “Out of Re-
verse, Condition Levers Taxi”.
(4) When the Captain calls for “Condition levers taxi”, the First Officer
will move the condition levers to the TAXI position.
CAUTION: “Condition levers taxi” should not be called for until the power
levers are out of the reverse position, or engine damage/flameout
could result.
108
After Landing
DD. After Landing

1. When clear of the runway and the taxi clearance is understood by both
pilots, the Captain will call for the After Landing Check.
2. The FO will not commence the After Landing Flow until the Captain calls
for the After Landing Check. The Captain does his flow when clear of the
runway.
a. Captain’s After Landing Flow
a) Lights
(1) After landing, the Captain will turn the strobe, landing and con-
spicuity lights OFF.
b) Spoilers
(1) Switch the spoilers to OFF.
c) Radar
NOTE: Weather radar system not modeled in this simulation.
d) Standby Instruments
(1) Re-cage the standby attitude indicator.
b. First Officer’s After Landing Flow
a) Flaps
(1) Position flap selector to 0° and verify that the flap indicator
shows 0.
b) Gust Locks
(1) Raise the gust lock handle to the locked position and center the
flight controls to engage locks.
109
After Landing
c) Flows
(1) Position the flow selectors as required for cabin cooling or

heating.
d) Transponder
(1) Select the transponder to standby.
e) Cap Panel
(1) Press the audio warning mute button.
f) APR
(1) Select the APR switch to OFF.
g) Ice Protection
(1) Switch the windshield heat and air data switches to OFF.
(2) Switch the PROPELLER and ENG/ELEV ice protection OFF. If
icing conditions exist, leave the ice protection on until ready to
shut down at the gate.
f) Continuous Ignition
(1) Select the ignition to NORMAL.
c. After Landing Check
Spoilers ................................ Off - F

Gust Locks ........................... Engaged - F
Flaps .................................... Up - F
Radar ................................... Off - F
Transponder ......................... Standby - F
110
After Landing
d. After Landing Checklist Expanded
a) Flaps
(1) See FO flow.
b) Gust Locks
(1) See FO flow.
c) Transponder
(1) See FO flow.
d) Radar
(1) See FO flow.
e) Spoilers
(1) See FO flow.
f) Ice Protection
(1) See FO flow.
111
Single-engine Shutdown
EE. Single-engine Shutdown

1. If a lengthy taxi in or delays are anticipated for the gate, a single-engine taxi
in should be considered.
a. Procedure
1) The Captain will state, “Shut Down the (Left/Right) Engine”.

2) The Captain and FO will perform their Single-Engine Shutdown Flow.
b. Captain’s Single-Engine Shutdown Flow
a) Start Lock
(1) Select REV on the engine that was shut down when the RPM
goes below 50%.
c. FO’s Single-Engine Shutdown Flow
a) Right Console
(1) All rocker switches on the right console should be turned OFF. If
cooling is desired and the aircraft is approved for single genera-
tor vapor cycle operation, the CABIN COOLING may be left ON.
b) Flow
(1) Turn the appropriate flow selector OFF.
c) Avionics Masters
(1) Turn both avionics master switches OFF.
d) Generator
(1) Turn the appropriate generator OFF.
112
Single-engine Shutdown
e) Cool Down
(1) The First Officer will confirm that the three-minute cool-down
period is complete.
f) Stop Button
(1) Press the appropriate stop button.
g) Avionics Masters
(1) Turn both avionics master switches ON if needed.
113
Shutdown
FF. Shutdown
1. When stopped at the gate, the Captain will conduct his shutdown flow and
call for the Shutdown Check.
a. Captain Shutdown Flow
a) Parking Brake
(1) Set the parking brake to on, ensure the EMERGENCY BRAKE
pressure gauge indicates the brake is on and call, “Parking
Brake On, Shutdown Check”.
b) Power Levers
(1) The Captain will select full reverse with the power levers as the
engine RPM slows through 50% (after the FO pushes the stop
buttons).
b. FO Shutdown Flow
1) The FO will conduct his shutdown flow after the Captain calls for the
Shutdown Check.
a) Cool Down
(1) Confirm that the three-minute cool-down period is complete.
b) Right Console
(1) Turn all the rocker switches OFF.
c) Flows
(1) Turn the FLOW selectors OFF.
d) Emergency Lights
(1) Switch the EMERGENCY lights OFF.
114
Shutdown
e) Avionics Masters
(1) Turn OFF the AVIONICS MASTER switches.
f) Generators
(1) Turn the GEN switches OFF.
g) Stop Buttons
(1) Simultaneously press the engine stop buttons and hold in
until the oil pressure lights illuminate. This will ensure a
complete purge and that the AFIS in time transmits.
h) Seat Belt Sign
(1) Once the engine stop buttons have been pressed, turn the
FASTEN SEATBELTS sign OFF.
i) Beacons
(1) Once the propellers have stopped, turn the beacons OFF.
j) AFIS Closeout
(1) Transmit the closeout page once the appropriate information
has been entered and the times are noted for the aircraft log.
c. Shutdown Check
Parking Brake ........................ On - F
Right Console ....................... Off - F
Flows .................................... Off - F
Emergency Lights ................. Off - F
Avionics Masters .................. Off - F
Generators ........................... Off - F
Seat Belt Sign ....................... Off - F
Beacons ............................... Off - F
115
Shutdown
1) See flow description.
d. Debrief Items
1) After the shutdown check is complete, review the debrief items.

Debrief items allow crewmembers to bring up issues, not avoid
them. State the problem as you saw it, get the other’s reaction
and perspective, and determine how to make improvements. Both
positive and negative critiques will be discussed. Debrief items are
discussed privately.
116
Post Flight Duties
GG. Post Flight Duties

1. The Captain will ensure the ACARS closeout is transmitted and the aircraft
log is completed, and that any other administrative duties (per AOM) are
complete.
2. Inform Maintenance Control of any mechanical discrepancies not previously
reported.
3. A crewmember will perform a post-flight inspection of the aircraft after
termination of each flight lAW the AOM.
4. Within five minutes after engine shutdown, the props will be turned 20
blades (four revolutions) to help prevent shaft bow caused by thermal ex-
pansion and contraction.
117
Securing
HH. Securing
1. The Secure Check will be performed by a qualified flight crewmember
anytime the aircraft will be left unattended for more than 10 minutes. Leaving
the aircraft for a RON or at the hard stand will be considered the last flight of
the day for the purposes of the Secure check (Last Flight) items.
2. All aircraft doors will be closed whenever the aircraft is left unattended.
a. Secure Check
1) The Secure Check is a read and do check:
Volt/Ammeter Switch ........................ Off - C

Cabin Heat ....................................... Off - C
Batteries and GPU ............................ Off / As Req’d - C
Vestibule Lights ................................ Off - C
Overhead Panel (Last Flight) ............. Off- C
Oxygen (Last Flight) ......................... Off - C
Doors .............................................. Closed - C
b. Secure Checklist Expanded
a) Volt / Ammeter Switch ............ Off - C
(1) Turn the Volts / Ammeter switch to OFF.
b) Cabin Heat .............................. Off - C
(1) Turn the Cabin Heat switch to OFF.

(2) It is not permissible to leave the aircraft unattended with the
ground heater operating.
118
Securing
c) Batteries and GPU ................... OFF/as Req’d - C
(1) If leaving the aircraft overnight, ensure that the batteries and
GPU switches are OFF.
(2) If leaving the Vapor Cycle system ON, turn the battery and volt
ammeter switch OFF.
(3) Do not leave the GPU switch ON if the GPU is not in use or it
is disconnected. Damage could occur if an unchecked GPU is
connected at a later time.
d) Vestibule Lights ...................... Off - C
(1) Turn the vestibule lights in the cabin to OFF.
e) Overhead Panel (Last Flight) ... Off - C
(1) On the last flight of the day, all switches will be OFF with excep-
tion of the left and right inverter switches.
f) Oxygen (Last Flight) ................ Off - C
(1) Turn the crew oxygen bottle rotary knob to OFF.
f) Doors ..................................... Closed - C
(1) Ensure all doors are closed if the aircraft is left unattended.
119
Go-around/Missed Approach
II. Go-around/Missed Approach

1. The crews will execute a missed approach lAW the AOM.
2. The Go-Around/Missed Approach check will be completed any time the
aircraft has gone around on two engines.
3. If the flight will be returning to the same airport, the next check to be read
after the completion of the Go-Around/Missed Approach check will be the
landing check.
4. If the flight is to proceed to a different airport, the Go-Around/Missed Ap-
proach check will be completed and then the Descent/Approach and Landing
checks must be performed.
5. The check will be called for after stating flaps up (Example: “Flaps up go-
around / missed approach check”.)
6. Due to the infrequency of go-arounds, there is no go-around flow.
a. Go-Around/Missed Approach Check
Landing Gear ............................. Up - PNF

Flaps ......................................... Up - PNF
Lights ........................................ Off - PNF
Landing Data ............................. Set - PNF
Condition Levers ........................ 96-100% - PNF
ALTIMETERS ............................. _____.CHECKED
FUEL ......................................... CHECKED - B
ARRIVAL BRIEF ......................... COMPLETE - B
APPROACH BRIEF ..................... COMPLETE - B
PASSENGER BRIEF .................... COMPLETE - PNF
b. Go-Around/Missed Approach Check Expanded
a) Landing Gear .......................... Up - PNF
(1) Verify that the landing gears are in the fully retracted position.
120
b) Flaps ...................................... Up - PNF
(1) Check that the flap selector is at the 0 position and consistent
with the flap position indicator.
c) Lights ..................................... Off - PNF
(1) Verify the landing and taxi lights are OFF.
d) Landing Data .......................... Set - PNF
(1) If returning to the same field without excessive delay, new

speeds need not be recalculated.
e) Condition Levers ..................... 96-100% - PNF
(1) As operational considerations permit, set the engine RPM

between 96-100%. This will be accomplished by reducing the
EGT to 50° C below VRL, and then setting RPM to the desired
RPM.
f) Altimeters ............................... ______Checked - B
(1) Check that the local altimeter is set.
g) FUEL ...................................... CHECKED - B
(1) Check the fuel is sufficient for intended operations and contin-
gencies.
h) ARRIVAL BRIEF ...................... COMPLETE - B
(1) If not returning to the same airport, brief the plan for going to
the next airport.
(2) If returning to the same airport, review the arrival briefing. Brief
any new bottom lines and back-up plans. If conditions have not
changed, both pilots will state, “Complete.”
121
i) APPROACH BRIEF .................. As Required - B
(1) If not returning to the same airport, state, “Not Applicable.”

(2) If returning to the same airport, set up and brief for the next ap-
proach. The response is, “Complete.”
f) PASSENGER BRIEF ................. COMPLETE - PNF
(1) PNF will brief the passengers lAW the AOM.
122
v.1.00.0
In all cases, the PNF will assist the PF as
much as possible to ensure the proper path
is flown.
At Acceleration height and at VYSE

PNF: “Flaps Up, Go Around/
Missed Approach Check”
Two Engine Missed Approach Profile
PNF or PF: “Missed

Approach”
JJ. Two Engine Missed Approach Profile
PF: Press the GA button, set

max power, and pitch to 10°.
PF: “Set Power, Flaps 9” Acceleration Height

PNF: Selects flaps to 9° PNF: “Positive Rate”
At a positive rate of climb, Retracts gear
PF: “Positive Rate Gear Up”
PNF: State the initial actions of
Chart Of Two Engine Missed Approach Profile

the missed approach.
PF: “Heading, ASL, IAS”
123
04SEPT09
JJ. Two Engine Missed Approach Profile

a. General
1) Crews will execute a missed approach lAW the AOM.
2) If executing a go-around from an altitude other than MDA or DH, it may
not be necessary to add full power even though the PF call is set power,
flaps 9, positive rate, gear up. Partial power or a small power increase
may be more appropriate if the aircraft is within 1000 feet of missed ap-
proach altitude or already level at a safe assigned altitude.
3) If visual contact with the airport is lost while circling, the PF will call
“Missed approach’. Initiate the missed approach by doing a climbing
turn toward the landing runway until intercepting the published missed
approach applicable to the approach that was flown. Fly the Missed Ap-
proach Profile.
4) Either crewmember may initiate a missed approach by stating, “Missed
Approach”.
b. Missed Approach Profile Expanded
a) Initial Climb
(1) At the ‘Missed Approach” call, the PF will simultaneously apply full
power, press the go-around button, pitch to the command bars and
call, “Set Power, Flaps Nine”.
i. Initial climb speed should not be less than 120 kt AS, or if
[ICING AOA] caption is on, not less than 130 kt AS.
(2) The PNF will ensure 100% torque or VRL, whichever occurs first, is
set, and then retract the flaps to 9.
(3) At the first indication of a positive rate of climb, the PF will state,
“Positive rate, gear up”. The PNF will verify a positive rate of climb
and call, “Positive rate” and select gear UP.
(4) If the PF delays his call, the PNF will prompt him by stating, “Positive
Rate”, but will not retract the gear until the PF has actually requested
gear up.
124
b) Call ATC
(1) The PNF will report the Missed Approach to ATC and get instruc-
tions.
(2) Until the aircraft is above 600’ AGL, properly configured and under
positive control, the PNF’s sole duties will be to assist the PF in
configuring the aircraft and obtaining ATC instructions.
c) 500’ AGL
(1) The PF may call, “Autopilot ON”.
d) Navigation
(1) If ATC has instructed the flight to fly the published missed approach
or if no word is heard from ATC, the PNF will state the first actions of
the missed approach (e.g., “Climb straight ahead to 2000’, then turn
left to 210).
(2) The PF will call for a horizontal and a vertical mode on the ED, such
as “Heading, Altitude Select, Indicated Airspeed” and fly the missed
approach procedure until the FMS or other NAVAIDS is ready.
(3) The PNF will then prepare the FMS and other NAVAIDS, as neces-
sary, to fly the missed approach.
(1) The acceleration height is 400 above airport elevation.

(2) At a minimum speed of VYSE (V2 + 10 with ice AOA ON), the PE will
state, “Flaps Up, Go Around/Missed Approach Check”.
f) Climb
(1) Climb at 170 KIAS, using the normal Departure Climb procedures.
125
Table of Contents - Emergency/Abnormal Procedures & Profiles
Table of Contents
Emergency/Abnormal Procedures & Profiles
GENERAL 5-1-3
B. Checklists Philosophy 5-1-3
C. Crew Coordination During Emergency/Abnormal 5-1-4
Situations
GROUND FIRE/EVACUATION 5-2-6
A. General 5-2-6
B. Crew Coordination 5-2-6
MEMORY ITEMS 5-3-11
A. General 5-3-11
C. Memory Items 5-3-11
QRC 5-3-14
A. General 5-3-14
C. QRC 5-3-15
QRH 5-4-17
A. General 5-4-17
EMERGENCY/ABNORMAL PROFILES 5-5-19
A. General 5-5-19
B. Aborted Takeoff Profile 5-5-19
C. Engine Failure At Or After V1 5-5-22
D. Engine Fire At Or After V1 5-5-25
E. Engine Failure In Cruise 5-5-25

Table of Contents - Emergency/Abnormal Procedures & Profiles
Table of Contents
Emergency/Abnormal Procedures & Profiles (continued...)
EMERGENCY/ABNORMAL PROFILES 5-5-19
F. Single-engine Precision Approach Profile 5-5-26
G Single-engine Non-precision Approach 5-5-30
H. Engine Failure On Approach 5-5-34
I. Single-engine Missed Approach Profile 5-5-35
J. Emergency Descent 5-5-38
K. Zero Or Partial Flap Landing 5-5-41
L. Ditching 5-5-41
M. Reserved 5-5-42
N. Windshear Recovery 5-5-43
O. GPWS Alerts 5-5-45
P. TCAS Alerts 5-5-46
Q. Reserved 5-5-47
R. Stalls 5-5-48

Chapter 5 - Abnormal Procedures & Profiles
General
General
A. Introduction
1. This chapter contains the EMERGENCY EVACUATION PLACARD, MEMORY
ITEMS and QUICK REFERENCE CHECKLIST (QRC). These items, along with
the QUICK REFERENCE HANDBOOK (QRH), are used to accomplish the
Preparation and Planning, and Checklists and Profiles for EMERGENCY and
ABNORMAL operations.
B. Checklists Philosophy
1. When an emergency or abnormality occurs, crews will determine the
proper action by referencing procedures in the following order of priority:
1) Evacuation Placard
2) Memory Item
3) QRC
4) QRH
5) Other Items
2. During emergency or abnormal conditions, the crew must assess each

situation to determine when or if the Normal Check should be completed.
3. All procedures or checklists must be performed to their completion exactly
as written, unless changing circumstances require an alternate course of
action.
4. The Descent/Approach and Landing checklists located within the QRH
will be performed in the same manner as when performed on the normal
checklist. The PNF reads the checklist items, and the appropriate pilot(s)
will confirm visually and make the required response.
5. Upon completion of a checklist, the crewmember reading it will announce:
“_________ CHECKLIST COMPLETE.”
6. It is appropriate for the PF to assume ATC communication duties while the
PNF performs the QRH/QRC procedures.

Crew Coordination During Emergency/Abnormal Situations
C. Crew Coordination During Emergency/Abnormal Situations

1. The crewmember detecting an existing or impending emergency or ab-
normal condition will call out the condition. A calm, deliberate approach to
adverse conditions and checklist accomplishment is required.
2. Crewmembers shall cancel any aural or visual warning as soon as the
cause of the warning is recognized. Canceling warnings is considered a
normal crew action and is not listed in the procedures. When workload
permits, the crew shall discuss the nature of the warning and the appropri-
ate action.
3. On the ground, the Captain will stop the aircraft and set the parking brake
whenever an emergency / abnormal situation arises.
4. For emergencies or abnormalities that occur below flap retraction height,
the pilot will fly the aircraft to flap retraction height, level off and accelerate
to the flap retraction speed, retract the flaps, pitch the aircraft to a noseup
attitude, start the final climb phase, and then call for the appropriate check-
list.
1) This does not negate the requirement to accomplish memory items

when appropriate.
5. For emergencies or abnormalities that occur above flap retraction height

and flap retraction speed, the pilot flying will call for the appropriate Memo-
ry Item, QRC, or QRH after fully diagnosing the emergency/abnormality.
a. Example:
1) For an engine flame-out, consider the whole scenario and request

the Single-Engine Procedure, not ENG OIL PRESS procedure.
6. The PNF will read aloud all items in the QRC / QRH, so that the PF may
monitor the progress of the checklist.

Crew Coordination During Emergency/Abnormal Situations
7. The flight crew will notify the Flight Attendant of an emergency using the
following means in this order of priority:
1) Use the cabin call button.

2) Turn the seatbelt sign ON and OFF 3 times to sound the chime.
3) Announce “Flight Attendant Able” over the PA.
4) Flash the emergency lights three times and leave them ON.
5) PA: “This is the Captain. We are unable to contact the Flight Atten-
dant. Someone pick up the phone by the cockpit door and press the
I/C button and talk to me.”
6) The FO looks out of viewing window and assesses the situation,
opening the door if the situation is safe.

Ground Fire/Evacuation
Ground Fire/Evacuation
A. General
1. All evacuations will be executed by performing the items on the Ground Fire /
Evacuation placard.
2. The Ground Fire/Evacuation placard need not be read aloud.
3. The Captain will execute the items on the Ground Fire / Evacuation placard.
4. In the event the Captain becomes incapacitated, the First Officer will execute
the evacuation items.
B. Crew Coordination
a. Captain’s Duties
1) Stop the aircraft and set the parking brake.

2) Communicate with the FO the decision to evacuate or not
3) If an evacuation was briefed in flight, and after landing the need to evacu-
ate is not certain, or if the aircraft has come to a rapid stop and you are
still assessing if an evacuation is necessary, make the “Standby, Standby”
PA.
(1) ln these instances, if the FA does not hear from the crew, the FA will
assume incapacitation and begin the evacuation.
4) As soon as practical, call the flight attendant on the intercom and advise
him of the situation.
5) Execute the Ground Fire / Emergency Evacuation placard if evacuating.

Crew Coordination
b. First Officer Duties
1) Notify ATC of intentions.

2) After ATC notification, take the emergency flashlight, crash axe, and/or fire
extinguisher (whichever is appropriate), go into the cabin and assess the
main cabin door for evacuation. If the main cabin door is safe for evacua-
tion, the FO will assist people out of the main cabin door and direct them
away from the aircraft. If the main cabin door is not safe for evacuation,
the FO will cross his arms, block the door and shout, “EXIT BLOCKED, GO
THE OTHER WAY”.
3) If the FA is incapacitated, the FO will lead the evacuation. When appropri-
ate, the FO will leave the aircraft and assist people off and away from the
aircraft.
c. Flight Attendant Duties and Commands
1) The FA’s primary exit on the J-41 is the aft right door. Once the aircraft
comes to its final stop, the Captain will command either EVACUATE or
STAND BY to signal the FA to begin assessment. The FA will use every
available exit during an emergency to expedite passengers out of the
aircraft.
2) Once the FA hears the command, “EVACUATE, EVACUATE, EVACUATE,”
s/he will assign an “on the spot” able bodied passenger (ABP) to block
the aisle at row 10. The FA will then assess conditions out of the window
at seat 10 C and open the aft right door.
3) The FA will shout the egress commands, “RELEASE SEATBELTS” until the
door is open, then, “RELEASE SEATBELTS, LEAVE EVERYTHING, COME
THIS WAY, SIT AND JUMP.” (If unplanned evacuation, the FA will assign
“on the spot” ABPs to assist once outside the aircraft.)
4) If the exit is blocked, the FA will stand in front of the exit and redirect pas-
sengers by shouting, “EXIT BLOCKED, GO THE OTHER WAY”, pointing
toward the over-wing exits and main cabin door.

Crew Coordination
d. Calls During an Emergency Evacuation:
1) If the cockpit crew does not want to begin the evacuation, the Captain will
command over the PA, “Standby, Standby, Standby”.
2) If the Captain determines that an evacuation is required, he will command,
“Evacuate, Evacuate, Evacuate” over the PA. Upon this command, the
flight attendant will commence the evacuation.
e. Ground Fire/Evacuation Placard
Parking Brake ........................ On

FO ......................................... Call ATC
Flight Deck Flood ................... On
Condition Levers ................... Feather/Shutoff
Fuel and HYD LP Valves ........ Check Shut
Fire Extinguisher(s) ............... (If Req’d) Shot 1/2 When RPM less than 15%
Emergency Lights ................. On
When props have stopped or if conditions require:
P/A .......................................... “EVACUATE, EVACUATE, EVACUTE”

Battery Switches ...................... Off
Take Emergency Equipment, Search the Cabin and leave the Aircraft.
f. Ground Fire/Evacuation Placard Expanded
a) Parking Brake ................... On
(1) Set the parking brake.
b) FO ..................................... Call ATC
(1) Captain commands the FO to notify ATC.

Crew Coordination
c) Flight Deck Flood ................ On
(1) At night, turn on the flood light to aid in reading the placards and
finding switches as the aircraft is powered down.
d) Condition Levers ................ Feather/Shutoff
(1) Press the Latch Releases and move the condition levers to FEATHER/
SHUT-OFF.
e) Fuel and HYD LP Valves ...... Check Shut
(1) The Captain will check the hydraulic and fuel LP valves are shut. If
they are not shut, use the secondary [P valve shut switches to shut
the valves.
f) Fire Extinguisher(s) ............. (If Req’d) Shot 1/2
(1) If engine fire indications are present, the Captain will discharge one
fire extinguisher into the appropriate engine when the RPM is less
than 15%. If shot 1 was depleted in flight, use shot 2 at this time.
g) Emergency Lights ............... On
(1) The Captain will turn the emergency lights switch to ON.
h) PA .................................... “EVACUATE, EVACUATE, EVACUATE”
(1) The Captain will make the evacuation command using the PA when it
is safe to begin exiting the aircraft.
i) Batteries ............................. Off
(1) The Captain will turn off the BATTERY switches.

Crew Coordination
j) Take Emergency Equipment, Search the Cabin and leave the Aircraft
(1) There are several pieces of emergency equipment still available to

the Captain: his Emergency Flashlight, the PBE, and whatever the FO
left. The Captain will take whatever is useful to him and then search
the aircraft to ensure all passengers are off. The search should begin
in the lavatory and then work forward. Ensure you look under the
seats, checking especially for young children
10
Memory Items
Memory Items
A. General
1. Memory items require immediate action.
2. Following execution of memory items, refer to the written checklist in the
QRC/QRH to review the memory items and for subsequent action.
3. Memory items are enclosed in a Ibold boxi and must be memorized and per-
formed in the exact order.
1. The pilot noticing the event will call for the memory items. Example:
“Smoke memory items”
2. The pilots will perform the memory items.
3. The PNF will then verify both pilots have completed the required actions
and call, “Memory Items complete”.
4. After completion of the memory items, the PF will call for the appropriate
QRC/QRH procedure.
C. Memory Items
a. Fumes, Smoke or Fire: Flight Deck or Cabin
1) OXYGEN MASKS ....................... DON/SET 100% EMERGENCY

2) PILOT COMMUNICATIONS ......... ESTABLISH
NOTE: Although the Fumes, Smoke or Fire: Flight Deck or Cabin is listed on the
QRC, it must be performed from memory.
a) Fumes, Smoke or Fire: Flight Deck or Cabin Expanded
(1) The Captain should don the oxygen mask first.

(2) If the Captain is the PF, control should be transferred to the First
Officer.
11
Memory Items
(a) OXYGEN MASKS ........... DON/SET 100% EMERGENCY
i. Rotate the mask emergency control to EMERGENCY.

ii. Squeeze the inflation control valves to activate the
inflatable harness.
b. Trim Runaway
1) CONTROLS ...................................................... RESTRAIN

2) AUTOPILOT/TRIM POWER SWITCH .................. OFF
a) Trim Runaway Expanded
(a) CONTROLS ......................................... RESTRAIN
i. The PF should take manual control of the airplane to keep

on assigned altitude and course.
(a) AP/TRIM MASTER POWER SWITCH .... OFF
i. The PNF will turn the Autopilot/Trim Master Power switch

to OFF.
c. Pitch or Roll Control Jam
1) DISCONNECT HANDLE .................................... PULL - PF
(1) Determine who has control of the aircraft
2) PILOT WITH CONTROL .................................... ASSUME PF DUTIES
a) Pitch or Roll Control Jam Expanded
(1) The PF will call out the affected control that is jammed (e.g , “Pitch
Jam Memory Items”).
(2) The PNF will prepare to take control of the aircraft.
12
Memory Items
(a) DISCONNECT HANDLE {CONFIRM} PULL - PNF
i. The PF will place his hand on the affected disconnect

handle and call for confirmation by the PF. After the PF
confirms, the PNF will pull the appropriate disconnect
handle.
(a) PILOT WITH CONTROL ................... ASSUME PF DUTIES
i. Both pilots attempt to fly the aircraft.

ii. Pilot with control takes on PF duties.
d. Spurious Stick Push
1) STALL RECOVERY ........................................... INITIATE IF STALLED
(1) If forward, stick force is not the result of a stall.
2) BOTH STALL CAPTIONS .................................. PRESS
a) Spurious Stick Push Expanded
(a) STALL RECOVERY ............................... INITIATE IF STALLED
i. If the aircraft is actually stalled, initiate the stall recovery

procedure.
ii. If the aircraft is not in an incipient stall and the forward
stick force continues, accomplish the next step.
(a) BOTH STALL CAPTIONS ...................... PRESS
i. Push both Stall captions on the coaming panel, at the

same time.
13
QRC
QRC
A. General
1. QRC items require immediate action without the delay of referencing the QRH.
2. The QRC is stored in the center console, and an additional copy is located
within the QRH.
1. On the ground, QRC procedures will be called for by the Captain and read
aloud and performed by the First Officer.
2. In flight, the PF will call for the QRC (e.g., “Engine Fire, Severe Damage,
QRC”).
3. The PNF will call out the particular checklist items, followed by confirma-
tion by the PF if the item requires confirmation.
1) Checklist items that need to be “confirmed” will be annotated by the word

{confirm} in brackets.
Example: (L/R) POWER LEVER {confirm} FEATHER SHUT-OFF.
2) These items will be confirmed by the PF before the PNF completes the
action.
4. Example of QRC execution:
PF: “ENGINE FIRE, SEVERE DAMAGE, QRC”

PNF: “LEFT POWER LEVER, CONFIRM” (puts hand on left thrust lever)
PF: “CONFIRM” (after visually confirming thrust lever)
PNF: “FEATHER SHUT-OFF” (while moving the lever to idle, then to cutoff)
5. Upon completion, the QRC will direct the PNF to the QRH.
6. QRC items will be listed again in the QRH for reference only.
14
QRC
C. QRC
JETSTREAM 4100 QUICK REFERENCE CHECKLIST
DOUBLE ENGINE FAILURE
PF .............................................................................. DESCEND TO fl 200, THEN GLIDE AT 150 KNOTS
POWER LEVERS {CONFIRM} ....................................................................................... FLIGHT IDLE
If altitude permits or requires:
PF/PNF DUTIES ..................................................................................................................... ASSIGN
OXYGEN MASKS .............................................................................................. (ABOVE 12,000’) DON
PILOT COMMUNICATIONS ............................................................................................... ESTABLISH
FLIGHT ATTENDANT ...................................................................................................... ALERT/BRIEF
ENGINE FIRE OR SEVERE DAMAGE

AUTO PILOT / YAW DAMPER ........................................................................................ DISENGAGE - PF
(L/R) POWER LEVER {CONFIRM} ................................................................................ FLIGHT IDLE
(L/R) CONDITION LEVER {CONFIRM} ................................................................. FEATHER SHUTOFF
FUEL AND HYD LP VALVES .............................................................................................. CHECK SHUT
When RPM less than 15%
FIRE EXTINGUISHER {CONFIRM} ............................................................................................ SHOT1
STOPWATCH ........................................................................................................................... START
IF FIRE INDICATIONS PERSIST AFTER 30 SECONDS.......................................................................
FIRE EXTINGUISHER {CONFIRM} ............................................................................................. SHOT2
ENGINE FAILURE OR IN-FLIGHT SHUTDOWN

AUTO PILOT/YAW DAMPER ........................................................................................ DISENGAGE - PF
(L/R) POWER LEVER {CONFIRM} ................................................................................ FLIGHT IDLE
(L/R) CONDITION LEVER {CONFIRM} ................................................................. FEATHER SHUTOFF
FUEL AND HYD LP VALVES .............................................................................................. CHECK SHUT
ENGINE FAILURE OR IN-FLIGHT SHUTDOWN

PROP SYNC ................................................................................................................................. OFF
CONDITION LEVERS ............................................................................................................... FLIGHT
AFFECTED ENGINE POWER LEVER {CONFIRM} .................................................................... RETARD
AFFECTED ENGINE TTL SWITCH {CONFIRM} ......................................................................... OFF
CABIN/FLIGHT DECK SMOKE, FIRE, OR FUMES

OXYGEN MASKS ................................................................................... DON/SET 100% EMERGENCY
PILOT COMMUNICATIONS ................................................................................................. ESTABLISH
QRC PAGE 01 15
QRC
C. QRC
JETSTREAM 4100 QUICK REFERENCE CHECKLIST
BAG SMOKE and FIRE AFT
For BAG SMOKE FIRE AFT on ground, see QRH XX
FIRE AFT ANNUNCIATOR ........................................................................................................ PRESS
PILOT COMMUNICATIONS ................................................................................................ ESTABLISH
BAG SMOKE and FIRE POD

For BAG SMOKE FIRE POD on ground, see QRH XX
FIRE POD ANNUNCIATOR ........................................................................................................ PRESS
TOILET SMOKE
If smoke or fire is confirmed:
CABIN HIGH ALTITUDE

EMERGENCY DESCENT
OXYGEN MASKS (AS REQUIRED) ...................................................................................... DON 100%
COMMUNICATION ............................................................................................................ ESTABLISH
SEATBELT SIGN .......................................................................................................... CYCLE 3X /ON
TRANSPONDER ......................................................................................................................... 7700
ATC ......................................................................................................................................... NOTIFY
POWER LEVERS ............................................................................................................ FLIGHT IDLE
CONDITION LEVERS ............................................................................................................... FLIGHT
If executing a HIGH SPEED descent:
DESCENT AIRSPEED .................................................................................................................... VMO
P/A .................................................................................................................... PASSENGERS BRIEF
If executing a LOW SPEED descent:

FLAPS ............................................................................................................................................ 9°
LANDING GEAR ....................................................................................................................... DOWN
FLAPS ........................................................................................................................................... 15°
DESCENT AIRSPEED ............................................................................................................ 160 KIAS
P/A ................................................................................................................... PASSENGERS BRIEF
QRC PAGE 02 16
QRH
QRH
A. General
1. The QRH is stowed in the holder on the right side of the center console.
2. The QRH contains procedures that address aircraft malfunctions. The QRH
may also contain conditional operating procedures.
3. In most cases, the QRH does not address compound malfunctions. Crew
knowledge of aircraft systems must be utilized to prioritize multiple malfunc-
tions.
4. When a malfunction is not covered by the QRH, the crew should exercise their
best judgement in dealing with the problem.
5. The ORH is divided into three categories of procedures: Basic, In Flight and On
the Ground.
a. Basic
1) Basic procedures are QRH procedures not identified as “In Flight”

or “On the Ground”.
2) Basic procedures are written assuming the aircraft is in flight.
However, crews will also consult them on the ground.
(1) The use of Basic Procedures on the ground will aid the crew in
securing the aircraft and systems to prevent further danger or
aircraft damage.
(2) When on the ground, specific items in a Basic Procedure that do
not apply will be disregarded. For example, “land at nearest suit-
able airport.”
b. In Flight
1) In-flight procedures are designated by the title “In Flight” in a gray

box. In- flight procedures may only be used in flight.
17
QRH
c. On the Ground
1) On the Ground procedures are designated by the title “On the

Ground” in a gray box On the Ground procedures may only be
used on the ground.
2) Some On the Ground procedures may specify, “Ground Continue
Approved”. Ground Continue Approved means that if the pro-
cedure is successful, the flight may depart without any further
actions (e.g., No MX deferral, MX repairs, operational restrictions
are required).
(1) Ground Continue Approved procedures primarily address the

resetting of systems in an attempt to eliminate spurious faults.
(2) Ground Continue Approved procedures are the only procedures
that allow the flight to continue without MX deferral or a return to
the gate.
1. On the ground, the Captain will call for the QRH.
2. In flight, the PF will call for the QRH (e.g., “Left GEN QRH”). The PNF will read
the procedure.
3. The PNF will call out the particular checklist items, followed by confirma-
tion by the PF if the item requires confirmation. Checklist items that need to
be confirmed will be annotated by the word {confirm} in brackets between
the item and the position selection. These items will be confirmed by the PF
before the PNF completes the action.
4. The crew will follow the QRH until the check states ---END---. The PNF will
then state, “QRH complete” and the crew will revert to the Normal Checklist.
1) Some QRH procedures contain special checklists that will be used in

lieu of the Normal Checklist until the aircraft is safely on the ground.
18
1.
v.1.00.0
At 70 knots:
A. General
PNF: “70 Knots“
If FO is PF, CA: “My Controls”
When out of reverse: and line operations.
Emergency/Abnormal Profiles
B. Aborted Takeoff Profile

Captain PF: At 70 knots: CA: “Out Of Reverse, Condition
CA:”Set power” PNF: ”70 Knots” Levers Taxi”

FO sets takeoff PF: “My Column“ FO: Notify ATC.

power and call
“Power Set”
FO PF:
FO sets takeoff CA or FO: “Abort, Abort!”
power and calls PF: Reduce power to
“Power Set”. IDLE
CA: Apply brakes as

necessary.
Chart Of Aborted Takeoff Profile

This section contains described profiles that are to be performed in training
19
04SEPT09
B. Aborted Takeoff Profile

a. Abnormalities During Takeoff
1) The decision to abort or continue a takeoff is a matter of risk assessment.

Prior to 70 knots, the risk of an aborted takeoff is low Therefore, the deci-
sion to abort or continue a takeoff is weighted toward aborting the takeoff.
2) As the aircraft accelerates past 70 knots and approaches V1, the balance
of risk favors continuing the takeoff for all but the most serious malfunc-
tions. The malfunctions that warrant a high speed abort are limited to
smoke, fire and failures that compromise flight performance or aircraft
control.
3) If the decision to continue the takeoff is made, call “Continue”.
b. Aborted Takeoff Profile Expanded
a) Crew Coordination
(1) If the decision to abort is made, the pilot noticing will call, “Abort,
Abort”.
b) Aborting
(1) Abort the takeoff by retarding both power levers to ground idle and
into reverse as required. Brakes should be applied as required, keep-
ing the aircraft straight by using rudder and nosewheel steering.
(2) Once the aircraft slows below 70 KTS, the PNF will call, “70 Knots”.
(3) The Captain will steer using the tiller and decide if it is safe to clear the
runway.
(4) If FO is the PF, the Captain will call, “My Controls” when he takes
control with the tiller.
(5) When the Power Levers are moved out of the REV range, the Captain
will call, “Out Of Reverse, Condition Levers Taxi”.
(6) As the CA is slowing the aircraft, the First Officer will notify ATC.
20
(7) If it is determined that clearing the runway can be done in a normal

fashion (e.g., no loss of steering or braking, and no emergency
evacuation is required), the flight crew shall clear the runway as soon
as possible. Once clear of the active runway, the crew will address the
reason for the abort. The Captain will bring the aircraft to a full stop
before any drills are initiated.
(8) As soon as practical, the Captain will inform the FA of the situation
using the intercom.
(9) When time permits, brief the passengers lAW the AOM.
CAUTION: After a high speed, heavy weight aborted takeoff, prolonged

taxiing is not recommended as the wheels and tires may be hot.
21
v.1.00.0
In all cases the PNF will assist the PF as much as Acceleration Height Ice AOA OFF
possible to ensure the proper path is flown. The At VYSE:
PNF will also identify the malfunction and state to PF: “Altitude Select, Indicated Airspeed, Flaps
the PF when asked. Up, Engine Failure QRC”
Acceleration Height Ice AOA ON
At V2+10:
PF: “Flaps Up”
At VYSE:
PF: “Altitude Select, Indicated Airspeed, QRH”

C. Engine Failure at or After V1
When airborne, adjust pitch

to maintain V2
PNF: Notify ATC Climb at VYSE
PNF: “V1 Rotate”

PF: Rotate smoothly to the
command bars (3°/sec)
Acceleration Height
PF: “Positive rate, gear up:
PNF: “Positive rate”
Chart Of Engine Failure at or After V1 Profile

Reaching acceleration
height, if the FD is
in use,
PF: “Altitude Hold,
PNF: Cancells bug VYSE”
warning/caution
22
04SEPT09
C. Engine Failure at or After V1

a. Engine Failure at or After V1 Profile Expanded
(1) If a special departure procedure is specified for the departure runway,

the PNF will aid the PF as much as possible to ensure the proper track
is flown.
(2) When the PF is certain the proper departure course is being flown, the
PF will ask the PNF to identify and state the malfunction.
(3) While performing the QRH/QRC procedures, it is appropriate for the
PF to assume ATC communication duties.
b) Takeoff Roll
(1) Normal profile until V1.

c) Rotation
(1) 5 kts. prior to V1 the PNF states, “V1’. The PF will move his hand from
the Power Levers to the yoke.
(2) At VR, the PNF will state, Rotate”, the PF will rotate the aircraft slowly
and smoothly to the command bars (7-10 degrees nose up).
(3) A bank angle of up to 5 degrees into the operating engine can help
maintain directional control and climb performance.
d) Initial Climb
(1) At the first sign of positive rate, the PF will state, “Positive Rate, Gear
Up”. The PNF will then state, “Positive Rate” and select the gear up.
i. Positive rate is defined as vertical speed, indicating a value
greater than 0 FPM.
(2) If the PF delays his call, the PNF will state, “Positive Rate” first.
(3) If APR is not automatically activated, the PNF will press the APR
O/RIDE button.
23
e) V2 Climb
(1) Climb to acceleration height at V2.
i. If the FD is in use, press the TCS button when the correct pitch
for V2 is achieved to adjust the command bars to hold V2.
ii. Alternatively, if the FD is in use, the PF may call, “Indicated
airspeed”, and then press the TCS button when V2 is obtained to
capture V2 as an lAS mode on the FD.
(2) When other duties allow, the PNF will call ATC to declare the emer-
gency, briefly state initial intentions and ask them to stand by.
f) Acceleration Height
(1) The acceleration height is 400’ HAA.
(2) At acceleration height, lower the nose to approximately 5° and main-
tain a zero rate of climb. Allow the Aircraft to accelerate to VYSE.
i. PF will call, “Altitude Hold, Bug VYSE”.
ii. At VYSE, PF calls for a horizontal and vertical mode on the flight
director and for flap retraction (e.g., “Altitude Select, Indicated
Airspeed, Flaps Up.”).
iii. With ice AOA ON at V2 + 10, PF states “Flaps Up”. The PF ac-
celerates to VYSE, then calls for a horizontal and vertical mode on
the flight director such as, “Altitude Select, Indicated Airspeed.”
g) VYSE Climb
(1) At VYSE and after the flaps have been retracted, the PF will pitch the
aircraft to approximately 7° to 10° nose up and climb at VYSE and call
for the QRC procedure by stating, “ QRC”.
(2) Once the engine is shut down and the controls are trimmed, the AP
may be engaged.
(3) Until the crew is able to assure obstruction clearance by some other
means, the crew must continue to comply with the engine failure
departure procedure.
24
D. Engine Fire At Or After V1

1. An engine on fire may still be producing power. Consider current status of the
aircraft, including the status of the other engine before shutdown.
2. Fly a normal vertical takeoff profile until flaps are up, and then perform the
engine fire QRC.
E. Engine Failure In Cruise

a. General
1) In the event of an engine failure during high altitude cruise, the aircraft
may not be able to maintain altitude, and a descent to a lower altitude
must be expected.
2) If it is necessary to preserve altitude after the failed engine has been
secured, set 100% RPM, Max Torque/ Red Line VRL (whichever occurs
first) flows to 2 1/2 and fly at the Single Engine Enroute Climb Speed
(See Chapter X PERFORMANCE for the Single Engine Enroute Climb
Speed).
3) If altitude can not be maintained, descend at the Single-Engine Enroute
Climb Speed until the descent is arrested.
25
v.1.00.0
Cleared for approach:
PF: (A/P On): Selects APR on the Flight Director.
PNF: Turns taxi light ON, on PA:”Flight Attendant,
be seated”.
1 to 3 miles from the FAF:
PF: “Flaps 15”
Start configuring
Approx. at the FAF
approximately 3 to 5 NM
from the FAF (GS intercept)
2 to 4 miles from the FAF:

PF: ”Flaps 9” PF: “Gear Down” At the FAF: PF: “Flaps 25,
PNF: “Final Landing Check”
Approach Fix”
F. Single Engine Precision Approach
PNF: “1000”
PF: “Set missed approach
altitude”
PNF: “_____Feet Set”

PNF: “200”
PNF: “100”
PNF: “Lights”
Chart Of Single Engine Precision Approach Profile

PNF: “Runway”
PF: “Landing”
FAF
26
04SEPT09
F. Single Engine Precision Approach

a) General
(1) The J-41 may use FMS for missed approaches and holding.
(2) Ensure the approach frequencies are transferred from standby to in
use.
(1) LNAV should be selected in the EFIS display controller, and NAV
should be armed on the Flight Director Mode Selector.
(2) Tune the approach frequency and push the V/L button to display the
magenta-colored course needle and select the proper inbound course
for the approach.
(4) Push the NAV button on the Flight Director Mode Selector so ARM and
CAP both illuminate on the NAV selector.
(5) When the VHF course captures, LNAV will disarm and the VHF course
will be displayed with a green needle.
(6) Fly the remainder of the approach as described by the specific profile.
b. Single-Engine Precision Approach Profile Expanded
1) The Single-Engine Precision Approach Profile has the same calls and
final configuration as a Normal Precision Approach Profile. The only dif-
ference is points at which the aircraft is configured for landing.
2) The entire profile is reprinted here for pilot convenience.
3) Timing the selection of the landing gear and each flap setting in coordina-
tion with beginning the descent down the glide slope is critical to prevent
the aircraft from getting behind the power curve.

27
4) For engine failures on approach to landing that occur above 200’ AGL,
the flight crew must consider factors such as weather, terrain, perfor-
mance and emergency procedures to determine the safest course of
action. Emergency checklists should be completed prior to landing.
(1) Prior to intercepting the final approach course, LNAV should be

disengaged by selecting V/L until LOC 1 and LOC 2 are shown in
green on the EHSIs.
(1) When cleared for the approach, the PF selects APR on the FD.
The PNF turns the taxi light ON and announces on the PA, “Flight
Attendant be Seated”.
(2) After LOC captured, set the heading bug to runway heading (+1-
wind correction is allowed).

(2) The aircraft should be configured for landing and on target speed
by 1000’ above DA.
d) Inbound and within 3 to 5 miles of the FAF (GS alive).
(1) PF will call for “Flaps Nine”.
e) 2 -4 miles from the FAF (2 dots below GS)
(1) The PF will call for “Gear Down”.

(2) When the gear is down and locked, call, “Flaps 15°”.
28
f) At FAF (GS intercept)
(1) The PF will call for “Flaps Twenty-Five, Landing Checks”.

(2) The PNF will state, “Final Approach Fix”.
(3) The final approach should by flown at Target Speed to DH.
g) Altitude Call Outs
(1) At 1000’ above DH, the PNF will state, “One Thousand”. The PF
will state, “Set Missed Approach Altitude”.
(2) The PNF sets the missed approach altitude with the altitude selec-
tor and calls, “______ Feet Set”.
(3) At 200’ above DH, the PNF will state, “Two Hundred”.
(4) At 100’ above DH, the PNF will state, “One Hundred”.
h) Lights/Runway In Sight
and not the runway, the PNF will state, “Lights”. The PF will state,
“Continuing”. The flight may continue the approach to 100’ above
TDZE with only the approach lights in sight.
29
v.1.00.0
Cleared for approach:
PF: (AP/ON): Selects NAV
PNF: Selects Taxi Light ON and on PA:
At the FAF:
“Flight Attendant be Seated”.
PNF: “Final Approach Fix”
PF: “Note Time”
PF starts down using VS, 1000 fpm
Start configuring about or less.
3-5NM from the FAF.
PF: “Flaps 9”
Step-down altitude captured:

PF: “Set Next Altitude”
PNF: “_______ Feet Set”. PNF: “Lights”
When leaving MDA

PF: “Leaving MDA, Gear
PF: “1000” Down, Flaps 15/25,
G. Single Engine Non-Precision Approach
PF: “200” Landing Check.”

PF: “100” PNF: “Runway”

(altitudes above MDA) PF: “Landing”
MDA
Chart Of Single Engine Non-Precision Approach Profile

MDA altitude captured:
PNF: “MDA ______(time/distance) to
FAF go”
PF: “Set Missed Approach Altitude”
PNF: “_______ Feet Set”.
30
04SEPT09
G. Single Engine Non-Precision Approach

a) General
(1) The J-41 is not approved to use FMS as the NAV source on final ap-
proach (from FAF to MAP inclusive). Therefore, on final it is required
to have the approach’s ground-based navaids selected, and this is
considered to be how you are navigating.
i. The J-41 may use FMS for missed approaches and holding.
(1) LNAV should be selected in the EFlS display controller and NAV
should be armed on the Flight Director Mode Selector.
(2) Tune the approach frequency and push the V/L button once to display
the magenta-colored course needle and select the proper inbound
course for the approach.
(4) Push the NAV button on the Elight Director Mode Selector, so ARM
and CAP both illuminate on the NAV selector.
(5) When the VHF course captures, LNAV will disarm and the VHF course
will be displayed with a green needle.
(6) Fly the remainder of the approach as described by the specific profile.
c) LOC only approaches
(1) The flight director should be set to NAV mode to track the localizer. Do
not arm APR mode on the FD to fly LOC-only approaches.
d) VOR approaches
(1) The flight director should be set to APR mode to track a VOR ap-
proach. The flight director will now apply the gains appropriate for a
VOR approach.
31
d) NDB approaches
(1) ADF #1 and #2 should each be tuned to the navigation aid frequency
to track the approach.
b. Single-Engine Non-Precision Approach Profile Expanded

(1) Once in heading mode, each pilot will tune the approach frequency,
set the final approach course and set the bearing pointers as required.
The PNF may be asked to identify the navaids.
b) Cleared for the Approach
(1) The PNF will turn the Taxi Light ON when cleared for the approach.
(2) When approach clearance is received and the aircraft is on a heading
to intercept the approach course (current heading within 90 degrees
of approach course), ensure the FD NAV is armed to capture the
course.
(3) The aircraft should be on published approach altitude at target speed
with the next altitude displayed in the altitude preset prior to crossing
the FAF.
c) Configuring for the Approach
(2) If runway conditions permit, it is recommended that the landing be
made with Flaps 15.
d) Approximately 3 to 5 miles from the FAF
(1) PF will state, ‘Flaps 9”.
e) Approaching FAF
(1) The aircraft should be configured, on Target Speed, with the next
altitude displayed in the altitude preset window and stabilized on the
approach prior to crossing the FAF.
32
f) Final Approach Fix

(1) The PNF will state, “Final Approach Fix”. The PF will state, “Note
Time.”
g) Descent
(1) Upon crossing any fix where a descent IS to be initiated, the PF will
select ALTSEL, VS and set a vertical speed of 1000 fpm down. Higher
descent rates my be used for any portion of the descent that is above
1000’ above MDA.
(2) As the FD displays ALT, the PF will call, “Set Next Altitude.” The PNF
sets the next step-down altitude with the altitude selector and calls,
“____ Feet Set”.
i. Alternatively, the PF may call for ALT to be manually selected to

expedite the process. The call will be, “Altitude Hold, Set Next
Altitude”.
(3) At 1000 above MDA, the PNF will state, “One Thousand”.
(4) At 200 above MDA, the PNF will state, “Two Hundred”.
(5) At 100’ above MDA, the PNF will state, “One Hundred”.
i. These calls will be omitted when descending to step-down alti-

tudes other than MDA.
(6) At MDA, the PNF will call, “MDA, (time/distance) To Go”.

(7) As the FD displays ALT after reaching MDA, the PF will call, “Set
Missed Approach Altitude”.
and calls, “____ Feet Set”.
(9) Descents should be done at no more than 1000 FPM.
33
h) Lights/Runway In Sight
(1) At any point on the approach, if the PNF sees the approach lights and
not the runway, the PNF will state, “Lights”. The PF will state, “Con-
tinuing”. If in a position to make a normal descent to the runway, the
flight may descend to 100’ above the TDZE with only the approach
lights in sight.
(2) When the PNF sees the runway, the PNF will state, “Runway”. The PF
will look outside, see the runway, and state, “Landing”.
CAUTION: Due to probable cancellation of the gear warning horn, the crew
must remember to lower the gear when leaving MDA.
(3) When in a position to make a normal descent to landing, the PF will

state, “Leaving MDA, Gear Down, Flaps Fifteen” or “Flaps Twenty
Five”, Landing Checks”.
H. Engine Failure On Approach

1. If an engine failure occurs and all of the following conditions are met, the ap-
proach may continue:
1) Weather at least 1000-3.

2) Within 5NM of the runway.
3) Descending and on final approach.
4) If continwng the approach, advance the power on the operating engine
and maintain a stabilized approach.
2. If at any time the approach becomes unstabilized, execute a missed approach.
34
v.1.00.0
In all cases, the PNF will assist the PF as much as possible
to ensure the proper path is flown. The PNF will also identify Ice AOA OFF
the malfunction and state it to the PF when asked. At accelration height and at VYSE:
PF: “Altitude Select, Indicated Airspeed, Flaps
Up, QRH”
Ice AOA ON
At V2+10:
PF: “Flaps Up”

At VYSE:
PNF: State the initial actions of the PF: “Altitude Select, Indicated Airspeed, QRH”
missed approach.
PF: “Heading, ASL, IAS”
I. Single-engine Missed Approach Profile
PNF or PF: “Missed Approach”

PF: Press the GA button, select max

power, and pitch to the command bars. Acceleration Height
PF: “Set Power, Flaps 9”
PF: Climbs at VYSE
PF: “Positive Rate, Gear Up”
to a safe altitude.
PNF: “Positive Rate”
Acceleration height:
PF: “Altitude Hold,
Chart Of Single Engine Missed Approach Profile

Bug VYSE“
Accelerate in level
flight.
35
04SEPT09
I. Single-engine Missed Approach Profile

a. Single-Engine Missed Approach Profile Expanded
WARNING: This procedure should not be started at a height lower than 200 ft. AGL.
If the decision to discontinue the approach has not been made by the
time ______ft this height has been reached, the aircraft is normally
committed to land.
(1) In the event the engine failed during the missed approach, and when
the PF is certain the proper missed approach course is being flown,
workload permitting, the PF will ask the PNF to identify and state the
exact malfunctions.
b) Initial Climb
(1) At the “Missed Approach” call, the PF will simultaneously advance
the power to max torque/EGT, press the go-around button, pitch to the
command bars and call, “Set Power, Flaps Nine”.
(2) The PNF will ensure 100% torque or VRL, whichever occurs first, is
set and then retract the flaps to 9.
(3) Immediately after flap selection, PF calls, “Positive Rate, Gear Up”. Do
not wait for an actual positive rate.
(4) The PNF will state, “Positive Rate” and retract the gear. If the PF de-
lays his call, the PNF will state, “Positive Rate” first.
(5) Climb at V2 until reaching acceleration height.
(6) A 5° bank into the operating engine can help maintain directional
control and climb performance.
c) Call ATC
(1) When workload permits, the PNF will report the Missed Approach to
ATC and state intentions.
(2) Until the aircraft is above 600’ AGL, properly configured and under
positive control, the PNF’s sole duties will be to assist the PF in con-
figuring the aircraft and obtaining ATC instructions.
36
d) Navigation
(1) The PNF will state the first actions of the missed approach procedure
(e.g., “Climb straight ahead to 2000’, then turn left to 210).
(2) The PF will call for a horizontal and vertical mode on the flight direc-
tor, such as “Heading, Altitude Select, Indicated Airspeed”, and fly the
missed approach procedure until the FMS or other NAVAID is ready.
(3) At 500’ AGL, the AP may be turned ON.
(4) The PNF will then begin to prepare the FMS, and other NAVAIDS as
necessary to fly the missed approach.
(1) The acceleration height is 400’ HAA.
(2) At acceleration height, lower the nose to approximately 5 degrees and
maintain a zero rate of climb. Allow the Aircraft to accelerate to VYSE.
i. PF will call, “Altitude Hold, Bug VYSE”.

ii. At VYSE, the PF calls for a horizontal and vertical mode on the
flight director, and for flap retraction (e g., “Altitude Select, Indi-
cated Airspeed, Flaps Up”). The PF will climb at VYSE until a safe
altitude is reached.
iii. With ice AOA ON at V2 + 10, PF states, “Flaps Up”. The PF ac-
celerates to VYSE, then calls for a horizontal and vertical mode on
the flight director, such as, “Altitude Select, Indicated Airspeed.”
The PF will climb at “Ice AOA ON” VYSE until a safe altitude is
reached.
(3) After a climb at VYSE is established, the PF will call “QRH” and the PNF
will perform the “Single-Engine Configuration” check in the QRH. If
the engine failure occurred during the missed approach, call ”QRC”.
37
J. Emergency Descent
1. The Emergency Descent should be initiated in the event of smoke, fumes,
explosive decompression or an uncontrollable increase in cabin altitude.
1) If the loss of cabin pressure is slow, use the CABIN HI ALT QRC/QRH
to attempt to control the cabin pressurization prior to initiating an emer-
gency descent.
2. Emergency descents must be accomplished in a prompt and timely manner,

but the policy of “Do Not Rush” still applies.
3. Especially from high altitudes, the initiation of an emergency descent must be
a deliberate and controlled maneuver to avoid overspeeding the airplane.
a) Emergency Descent QRC
OXYGEN MASKS ......... (AS REQUIRED) DON 100%

COMMUNICATION ....... ESTABLISH
SEATBELT SIGN .......... CYCLE 3X / ON
TRANSPONDER .......... 7700
ATC ............................ NOTIFY
POWER LEVERS ......... FLIGHT IDLE 15%
CONDITION LEVERS ... FLIGHT IF EXECUTING A HIGH SPEED DESCENT
DESCENT AIRSPEED .. VMO
P/A ............................. PASSENGERS BRIEF
IF EXECUTING A LOW SPEED DESCENT:
FLAPS ......................... 9°
LANDING GEAR ........... DOWN
FLAPS ......................... 15°
DESCENT AIRSPEED ... 160 KIAS
P/A .............................. PASSENGERS BRIEF
38
b) Emergency Descent Check Expanded
a) OXYGEN MASKS(as required) .......... - DON/100%

(1) If required due to decompression or smoke/fumes, both pilots will
simultaneously don their 02 masks.
b) COMMUNICATIONS .......................... - ESTABLISH

(1) After donning the 02 mask, put your headset on over the mask
harness and select MASK on the Audio Control Panel micro-
phone selection switch.
WARNING: Donning Oxygen Masks and Establishing Communications
is listed on the QRC, but due to the short time of useful
consciousness at high altitudes and/or the possibility of
being overcome by fumes, these actions must be done
quickly by memory and simultaneously by both pilots.
c) SEATBELT SIGN ............................... - FLASH-ON
(1) The PNF will cycle the Fasten Seatbelt sign three times to the ON
position.
d) TRANSPONDER ............................... - 7700
(1) The PNF sets 7700 in the transponder.
e) ATC ................................................. - NOTIFY
(1) The PNF will notify ATC of the need to accomplish an Emergency
Descent and request vectors to do so. For example: “Mayday,
Mayday, *CALLSIGN HERE* REQUIRES immediate vectors for an
Emergency Descent”.
(2) Unless there is a delay in communication with ATC, the actual de-
scent should not be started without indication from ATC it is safe
to do so. In the crowded airspace we generally operate in, there is
a real possibility of descending into another aircraft.
39
f) HIGH / LOW SPEED DESCENT .......... - INITIATE
(1) The Captain will determine if a High or Low Speed descent will
be initiated.
i. If structural damage is suspected, accomplish a Low Speed

Descent.
ii. If structural damage is not suspected, accomplish a High
Speed Descent.
(2) Descend to 10,000’ or minimum safe altitude, whichever is

higher.
g) POWER LEVERS .............................. - FLIGHT IDLE
(1) PF moves power levers to flight idle.

(2) If available, use the autopilot to fly the descent. The PF will
select lAS mode and then reduce power to idle. Then reset the
speed bug to the desired airspeed.
(3) If the autopilot is not available, the PF will lower the pitch
smoothly as he reduces power to idle.
h) CONDITION LEVERS ........................ - FLIGHT
(1) PNF will move the condition levers to flight.
i) High / Low Speed ............................ - FLIGHT
(1) Accomplish procedures as described on the QRC.
j) P/A .................................................. - BRIEF PASSENGERS
(1) The PNF will make an announcement over the P/A. For example:
“Ladies and Gentlemen, please remain seated, fasten your seat-
belt and ensure your oxygen mask is on. We will be leveling off
at a safe altitude in a few minutes”.
40
K. Zero Or Partial Flap Landing

1. Assign PF/PNF duties.
2. Select GPWS flaps override.
3. Follow the appropriate profile for the approach flown, except eliminate all calls
for flap settings.
4. Fly a normal 3° glide slope, which will require a higher nose attitude than
normal.
5. Three to five miles from the FAF and at or below 170 kts call, “Gear Down,
Landing Check”.
6. Do not prolong the flare.
7. Use maximum braking and reverse thrust as required.
L. Ditching
1. Complete the QRC and consult QRH as time permits
2. Check that crew and passenger life vests, seat belts, and harnesses secure.
3. Configure the aircraft for a gear up, flaps 25 touchdown.
4. Touchdown should be at a minimum rate of descent, in a flat attitude, at VREF
flap 25 speed.
5. The Captain will direct cabin crew and passengers to start evacuating using
the overwing exits.
CAUTION: The main door and rear emergency exit should not be used.
6. Passengers and crew should not inflate their life vests until they are outside
the aircraft.
41
M. Reserved
42
N. Windshear Recovery
a. Windshear During Takeoff Roll Prior To V1.
1) The primary indication of windshear during takeoff roll is stagnation or

abnormal acceleration of lAS.
2) The pilot noticing the windshear will call, “Abort, Abort”.
3) The PF will abort the takeoff.
b. Windshear After V1
1) The primary indications of windshear after liftoff include:
(1) Uncommanded gain or loss of lAS.

(2) Uncommanded gain or loss of vertical speed.
2) Pilot noticing windshear calls, “Windshear”.

3) The PF will call “Max Power” and will advance the power levers full
forward.
4) PNF sets/ensures maximum (firewall) power.
5) PF will initially rotate to 15° nose up or until intermittent stickshaker,
6) Make smooth, steady adjustments to pitch attitude to maintain airspeed
Just above the shaker (EFlS lAS turns red).
7) Intermittent activation of the stickshaker may be necessary to maintain a
positive rate of climb. Always respect the stickshaker.
8) Maintain current aircraft configuration.
9) Maintain wings level.
10) The PNF will monitor flight instruments and frequently call out airspeed,
airspeed trend, vertical speed and altitude (e.g., “Altitude 200’,
climbing”)
11) The recovery procedure will continue until clear of windshear and clear of
all obstacles.
43
12) When the windshear recovery is complete, accomplish normal takeoff

calls and procedures to configure the aircraft.
c. Windshear on Approach
1) The primary indications of windshear on approach are:
(1) Uncommanded gain or loss of lAS.

(2) Uncommanded gain or loss of vertical speed.
2) If a windshear is noted during an approach, the pilot noticing will call,

“Windshear”.
3) The PF will simultaneously call, ‘Max Power” and advance the power
levers full forward.
4) PNF will ensure maximum (firewall) power.
5) PF will initially pitch to 15° nose up or until intermittent stickshaker,
6) Make smooth, steady adjustments to pitch attitude to maintain airspeed
just above the shaker (EFIS lAS turns red).
7) Intermittent activation of the shaker may be necessary to maintain a posi-
tive rate of climb. Always respect the stickshaker.
8) Maintain the current aircraft configuration.
9) Maintain wings level.
10) The PNF will monitor flight instruments and frequently call out airspeed,
airspeed trend, vertical speed and altitude.
11) The recovery procedure will continue until clear of windshear and clear of
all obstacles.
12) When the windshear recovery is complete, accomplish normal go-around
calls and procedures to configure the aircraft.
44
0. GPWS Alerts
1. GPWS alerts require an immediate and positive response by the crew with an
acknowledgement (e.g., “Correcting”, “Missed Approach” or “Windshear”),
and when required, an immediate correction by the PF.
2. In clear visual meteorological conditions when the flight crew can immediately
confirm a false GPWS warning, the warning may be disregarded.
3. ATC should be notified as soon as possible after a GPWS alert that results in a
deviation from the clearance.
4. GPWS alerts and responses:
Simultaneously call ‘Max Power”, disconnect the A/P, advance the power
levers fully forward and pitch 15° nose up or until stickshaker, whichever oc-
curs first.
ALERT RESPONSE
“Pull up, Pull Up” or Continue the recovery procedure until all alerts cease
“Terrain, Terrain” and it is confirmed that ground clearance exists.
Respect the stickshaker.
“Sink Rate” Decrease the rate of descent until the warning
ceases.
“Don’t Sink” Immediately establish level flight or a positive rate of
climb.
“Too Low Terrain” Confirm a positive rate of climb, cross-check terrain
clearance visually and with ATC, climb as necessary
to avoid terrain.
“Too Low Gear” Execute a missed approach if gear position cannot be
immediately verified.
“Too Low, Flaps” Activate the flap override if landing with flaps up.
Execute a missed approach if flap position cannot be
immediately verified.
“Glideslope” Return to glideslope or execute a missed approach.
“Bank Angle” Shallow out rate bank angle until warning ceases.
45
P. TCAS Alerts
1. The TCAS will give a (TA) warning audio and amber circle on the display when
traffic is within 20 to 48 seconds of the closest point of approach.
a. Traffic Advisory (TA)
AURAL ALERT RESPONSE

‘Traffic, Traffic” Attempt to visually see and avoid the traffic. If
unable to establish visual contact, query ATC.
WARNING: Do not carry out maneuvers based solely on traffic advisories (TA)
without visual contact of the traffic.
46
Q. Reserved
47
R. Stalls
a. Stall Recovery
1) The hierarchy of stall recovery:

(1) Maintain aircraft control
(2) Minimization of altitude loss
(3) Recovery of airspeed
2) All stall recoveries use the same procedures and calls, regardless of cur-
rent aircraft configuration. The PF will make all flap calls, even if the flaps
are UP. If the flaps are in a position less than what was called, the PNF will
disregard the flap call.
3) At the first indication of a stall, simultaneously apply maximum power,
pitch to 8° up and call, “Max Power Flaps 9°”.
4) Adjust pitch to maintain at or just above stickshaker until the altitude
begins to increase.
5) When a positive rate of climb is established, the PF will state, “Positive
rate, Gear Up”. PNF will verify a positive rate of climb and call,
“Positive Rate” and select gear UP.
(1) If the PF delays his positive rate call, the PNF will call, “Positive
Rate” first.
6) At VYSE and above acceleration height, the PF will call, “Flaps Up”.
7) Resume normal flight.
b. Demonstrating Stall Recovery Procedures
1) The purpose of demonstrating stall recovery is to prove mastery of air-

craft control through a full range of airspeed and configuration changes.
(1) When training and checking stalls, the demonstration is considered
complete when the aircraft has returned to stable flight at the altitude
and airspeed at which it began.
48
2) Entries and recoveries will be performed as described below:
(1) PF begins the maneuver at 170 knots and calls “Maneuvering

Check”. PNF performs the maneuvering check items.
i. Set 100% RPM.

ii. Brief the stall speed.
(2) Reduce power to 20% torque for the Landing Configuration Stall and
10% for all other stalls.
(3) Configure the airplane:
i. Cruise Configuration Stall — Gear and Flaps Up.

ii. Takeoff Configuration Stall — Flaps 9, enter a 15° bank at
120 knots.
iii. Landing Configuration Stall — Gear Down, Flaps 25.
(4) Once the aircraft slows to 120 kts, stop elevator trim inputs.
(5) At the first indication of a stall, simultaneously apply full power, pitch
to 8°, level the wings and call, “Max Power Flaps 90°”.
(6) When a positive rate of climb is established the PF will state, “Posi-
tive rate, Gear Up”.
(7) PNF “Positive Rate” - PNF will confirm a positive rate of climb, then
retract the landing gear.
(8) At acceleration height and VYSE:
i. PF: “Flaps Up, Climb power” — PNF retracts flaps and ensures
the power is set within EGT and Torque limits.
ii. Allow aircraft to accelerate to climb speed.
(9) At 140 kts. the PF calls, “Cruise Power”.
49
Table of Contents - Non-Routine Procedures
Table of Contents
Non-Routine Procedures
GENERAL 6-1-3
COLD WEATHER OPERATIONS 6-2-4
A. General 6-2-4
B. Preflight 6-2-4
C. Deicing Procedures 6-2-5
D. Ground Operations 6-2-5
E. Takeoff 6-2-6
F. Flight 6-2-7
G. Inadvertent Flight In Severe Icing Conditions 6-2-9
H. Landing 6-2-11
I. Post Flight 6-2-12
HOT WEATHER OPERATIONS 6-3-13
A. General 6-3-13
B. Ramp Operations 6-3-13
C. Taxi 6-3-13
D. Takeoff 6-3-14
E. Landing 6-3-14
FMS INOPERATIVE 6-4-15
A. General 6-4-15
B. Navigation/Flight Planning Inop. 6-4-15
C. Communication Inop. 6-4-16

Table of Contents - Non-Routine Procedures
Table of Contents
Non-Routine Procedures (continued...)
PRESSURIZATION 6-5-17
A. Unpressurized Flight 6-5-17
B. Manual Pressurization 6-5-18
C. Cabin Differential Pressure Table 6-5-18
FERRY WITH THE GEAR EXTENDED 6-6-20
A. Ferry Flights 6-6-20
START LOCKS 6-7-21
A. Start Locks Not Engaged 6-7-21

Chapter 6 - Non-Routine Procedures
General
General
A. Introduction
1. This chapter contains procedures, guidance and data to aid flight crews
dealing with:
1) Adverse weather
2) Unusual aircraft configurations
3) Inoperative equipment

Cold Weather Operations

A. General
1. This chapter contains procedures, guidance and data to aid flight crews
dealing with:
1) The winter season presents additional problems to airplane opera-

tions resulting from low temperatures, and the potentially hazardous
effects of precipitation and contamination on the airplane and aircraft
movement areas.
2) Cold weather operations refer to ground handling, takeoffs and
landings conducted on surface conditions where frozen moisture is
present. These conditions are commonly encountered when the sur-
face temperature is at or below 0°C, although frozen moisture may
be present and persist for a significant time at higher temperatures.
B. Preflight
1. In addition to the normal preflight actions, look for the following items:
1) Winterization kit removed.

2) Water drains in the pressurized fuselage are clear.
3) Static vents have no frost, snow, or ice.
4) Pitot heads have no frost, snow and ice.
5) Water drains in the tailcone are not blocked.
6) Ensure the engines are clear of ice and snow. Do not start an engine if
there is ice on the propeller, air inlet, spinner, or damage could result.
7) For the landing gear and the landing gear bays, make sure:
(1) The uplock and downlock mechanisms and gear microswitch as-
semblies are free of ice and snow.
(2) Wheel brakes are clean and are free of ice and snow.
(3) Landing gear legs and bay are clean and are free of ice and snow.

8) Closely inspect the condition of the deice boots and propeller deice mats.
9) The ice observation lights should operate for night operations.
C. Deicing Procedures
1. See Ground Deicing and Anti-Icing Procedures for the most current general
procedures.
a) Deicing preparation
1) Before fluid is applied:

a) FMS Close out page ........... Select Deice - YES
b) Engines ............................. Shutdown
c) Battery Voltage .................. Monitor
b) Post Deicing Procedures:
a) Turn Check ............................... Complete
(1) Resume normal operations beginning with the Turn Check.

(2) Delay turning the flows ON until clear of the glycol area to avoid
ingesting glycol fumes into the cabin.
(3) Do not single-engine taxi in icing conditions.
D. Ground Operations
1. During ground operations in icing conditions, it is very important to use the ic-
ing protection. If the OAT is 5°C or less, the igniters will be turned on, followed
by the engine/elevator heat, then the propeller heat. Propeller and Engine/El-
evator anti- icing must be switched OFF on the ground when the applicable
engine is not running.
2. Extreme care should be taken during ground operations in the vicinity of heavy
snow accumulations (snow berms, etc.), due to a propeller clearance of only
13 inches.

a) Taxiing
1) Taxi speed should be minimized when standing water or slush is to

be encountered. Liquid displaced by the nosewheel could be ingest-
ed by an engine and cause a flameout.
2) If an engine flameout does occur, do not attempt a relight during the
rundown. Use the following procedure for relight:
CONDITION LEVER (Affected Engine) FEATHER/SHUTOFF

When the engine has stopped
CONDITION LEVER TAXI

When the engine has stopped
PROPELLER RETURN TO START LOCK

NORMAL START PROCEDURES ACCOMPLISH
E. Takeoff
1. Takeoffs in Icing conditions require that the engine/elevator heat and propeller
heat be ON, flows OFF, APR armed and ignition CONTINUOUS.
2. For performance considerations, see Chapter 6. DO NOT take off with any
deposits of snow, ice, or slush adhering to the airframe.
3. “Takeoff in Icing” speeds will be set for takeoff.
4. If Type II and or Type IV fluids are used, the following is required:
1) Aircraft must use ICE ON speeds for V1, VR, V2 and VYSE, irrespective of
ambient conditions.
2) This means that whenever the aircraft is de/anti-iced with Type II or IV
fluids, you must use the icing ON speeds during takeoff even when the
weather is clear and environmental conditions would not warrant the use
of icing speeds.
5. After the application of Type II or IV fluid, control movement remains normal,

but control forces required for rotation or takeoff may be higher than normal.

F. Flight
1. See Chapter 3 for definition of icing conditions in the air.
2. With the Engine/Elevator heat selected on, the lcing/AOA light will come
on once the aircraft accelerates through 145 kts, adjusting the Low Speed
Awareness tape upwards. You will note a decrease in performance with the
engine elevator heat selected ON.
3. During flight in icing conditions, monitor the aircraft for ice accumulation. The
ICE DETECT light is a good indication that the aircraft is accumulating ice on
some parts of the airframe.
4. Ice accumulates on the sharpest leading edges first Use the windshield wipers
and the wings to get an idea of the rate of accumulation. Fly at altitudes that
minimize icing conditions.
5. Periodically disconnect the autopilot, and gently exercise the flying controls in
all 3 axes to ensure that no hinge freezing has occurred.
6. Because of the location of the horizontal stabilizer, it is possible for the tail to
accrete ice at a higher rate than the wings.
a. Turning ice protection ON in flight
1) When using ice protection, it is good a practice to turn it on in the
following sequence:
(1) Continuous Ignition - ON
(2) L Eng / EIev anti-ice and L PROP heat - ON
(3) R Eng / Elev anti-ice and R PROP heat - ON

b. Operating airframe deice

1) The greatest degradation in aerodynamic characteristics occurs
during formation of the first 0.5 in. to 0.75 in. thickness of ice. When
operating airframe deice, use this procedure:
(1) Use the .5 in. ice depth fence to judge the thickness of ice on the
wings. Optimum thickness for ice shedding will vary according
to the nature of the ice, but a depth of at least 0.25 in. to 0.5 in.
should be allowed to accumulate on the wings before the boots
are operated.
c. Turning OFF Engine/Elevator Anti-Ice and ICE AOA

1) Upon leaving icing conditions with no further icing expected and
when the engines and propellers are clear of ice accretion:
(1) PROPELLER ICE PROTECTION switches select OFF.

(2) ENG/ELEV ICE PROTECTION switches select OFF.
(3) IGNITION switches select NORMAL.
2) When the airframe is observed to be clear of ice accretion on both
protected and unprotected parts:
(1) Operate ICING AOA CANCEL switch.

(2) Confirm the [ICING AOA] caption goes off.

G. Inadvertent Flight In Severe Icing Conditions

1. It has been determined that it is possible for aircraft to encounter icing condi-
tions that are greater than the aircraft was originally designed for. The purpose
of the AD is to minimize the potential hazards associated with operating the
airplane in severe icing conditions, by providing more clearly defined proce-
dures and limitations associated with such conditions.
WARNING: Severe icing may result from environmental conditions outside those for
which the airplane is certified. Flight in freezing rain, freezing drizzle,
or mixed Icing conditions (super-cooled liquid water and ice crystals)
may result in ice build-up on protected surfaces, exceeding the capabil-
ity of the ice protection system, or may result in ice forming aft of the
protected surfaces. This ice may not be shed using the ice protection
systems, and may seriously degrade the performance and controllability
of the airplane.
a. Detection
1) During flight, severe icing conditions that exceed those for which the
airplane is certificated shall be determined by the following visual
clues. If one or more of these visual clues exist, immediately request
priority handling from Air Traffic Control to facilitate a route or an
altitude change to exit the icing conditions.
(1) Unusually extensive ice accreted on the airframe in areas not

normally observed to collect ice.
(2) Accumulation of ice on the upper surface of the wing, aft of the
protected area.
(3) Accumulation of ice on the propeller spinner, farther aft than
normally observed.
2) The following weather conditions may be conducive to severe in-flight
icing:
(1) Visible rain at temperatures below 0° C ambient air temperature.
(2) Droplets that splash or splatter on impact at temperatures below
0°C ambient air temperature.

b. Operation
1) Since the autopilot may mask tactile cues that indicate adverse
changes in handling characteristics, use of the autopilot is prohibited
when any of the visual cues specified above exist, or when unusual
lateral trim requirements or autopilot trim warnings are encountered
while the airplane is in icing conditions.
2) All icing detection lights must be operative prior to flight into icing
conditions at night.
NOTE: This supersedes any relief provided by the Master Minimum Equip-
ment List (MMEL).
c. Exiting
1) These procedures are applicable to all flight phases from takeoff to

landing. Monitor the ambient air temperature. While severe icing may
form at temperatures as cold as -18°C, increased vigilance is war-
ranted around freezing with visible moisture present. If the visual cues
specified previously, or as specified in the Limitations Section of the
AFM for identity of severe icing conditions, are observed, accomplish
the following:
(1) Immediately request priority handling from Air Traffic Control to

facilitate a route or an altitude change to exit the severe icing
conditions, in order to avoid extended exposure to flight condi-
tions more severe than those for which the airplane has been
certificated.
(2) Avoid abrupt and excessive maneuvering that may exacerbate
control difficulties.
(3) Do not engage the autopilot.
(4) If the autopilot is engaged, hold the control wheel firmly and
disengage the autopilot.
(5) If an unusual roll response or uncommanded roll control move-
ment is observed, reduce the angle-of-attack.
10
(6) Do not extend flaps during extended operation in icing conditions.

Operations with flaps extended can result in a reduced wing angle
of attack, with the possibility of ice forming on the upper surface
further aft on the wing than normal, possibly aft of the protected
area
(7) If the flaps are extended, do not retract them until the airframe is
clear of ice.
(8) Report these weather conditions to Air Traffic Control and Dis-
patch.
H. Landing
1. Landing in icing conditions requires the use of “lcing/AOA On” speeds.
(1) Magenta - “Ice AOA ON”, Target “lce/AOA on” VYSE

(2) White - “Ice AOA ON”, V2 “Ice/AOA on” V2
(3) Blue - “Ice AOA ON”, VREF “Ice/AOA on” VREF flaps 15° or 25°
(4) Green - “Ice AOA ON”, VYSE
a. Flaps
(1) Normal landings with all deicing systems operational are flaps
25°. If ice is still adhering to the wings, 15° flaps is recommend-
ed. If airframe deicing is inoperative, 15° flaps is the maximum
authorized flap setting.
(2) High landing weights can result in the flap 25 target speed being
very close to the 140 knot, flap 25 limitation It is recommended
that a flap 15 approach be flown to widen the gap between target
and the flap 15 speed limitation. Airport Analysis should be
checked for maximum flap 15 landing weight.
NOTE: Performance data must be considered for flaps 15° landing.
2. “lce/AOA on” VREF lcing/AOA on + 15 (Target Speed).
11
3. Airframe deicing systems must be switched off below 200 ft. AGL on the ap-
proach to landing.
4. For landing in icing conditions, consider landing performance-reducing fac-
tors, such as slippery runways, poor braking issues and crosswinds. Effective
use of reverse and care on high-speed turnoffs should also be considered.
I. Post Flight
1. Winterization kits must be installed lAW the AOM The following items of the
winterization kit must be installed when conditions require:
1) Pitot / TAT probe covers.

2) AOA vane covers.
3) Static vent plugs.
4) Engine and oil cooler intake bungs.
5) Engine exhaust covers.
6) CAU (ECS) exhaust bungs.
2. The water system for the toilet compartment must be drained, and freezable
fluids removed from the galley if the aircraft is to be parked in freezing condi-
tions.
3. In addition to a normal post flight, pay particular attention to:
1) Compressor blades for possible ice damage.

2) Condition of deice boots.
3) Contaminants on wheels, wheel wells and microswitches.
4) Ice observation lights for night operations.
4. Type IV deicing fluids may dry out in aerodynamically quiet areas and then
rehydrate and freeze on subsequent flights. Check in the aileron and flap gaps
and seals for any evidence of dried fluid buildup. If any buildup is found, it
must be removed by washing with hot water or type I fluid.

12
Hot Weather Operations

A. General
1. Extreme high temperatures present problems to aircraft operations of a dif-
ferent nature than those associated with cold weather operations. The most
notable concern is the significant decrease in aircraft performance, with
flight crew and passenger comfort also as a concern.
B. Ramp Operations
1. The crew should make every effort to reduce the heat buildup within the
cockpit and cabin by using the following:
1) Prior to boarding, use a cold air unit to cool the cabin.
(1) The ONLY correct placement of the cooling unit hose is through the
main cabin entry door. Any other placement of the cooling hose is
unsatisfactory, as it exposes the aircraft to risk of damage.
2) If ground power is available, use the vapor cycle machine in between
flights to keep the cabin cool.
(1) If no GPU is available or the vapor cycle machine is deferred, coordi-
nate with ramp to run the engine driven ECS to cool the cabin prior to
boarding.
3) Turn OFF any unnecessary avionics and lights.
4) Use the window shades and cockpit sun shields to limit solar heating.
2. Before departing, see Chapter 6 for performance considerations related to
maximum landing weight and go-around climb limitations at the destina-
tion.
C. Taxi
1. Due to high temperatures within the cabin, it may be required to taxi with both
engines running. Use the vapor cycle machine as necessary.
2. Oil temperatures may rise quickly when facing downwind. It is preferable to
turn into the wind, if possible, to allow air to move across the oil cooler. Ad-
ditional engine cooling may be achieved by adding a small amount of power
using the Power Levers. This should move air across the oil cooler.
13
D. Takeoff
1. See Chapter 7 for performance considerations related to the use of flows for
takeoff.
2. The use of 100% RPM during climb out may be used if required for climb
performance considerations.
E. Landing
1. The touchdown zone may be slick due to heavy deposits of rubber and oil that
can melt in hot weather. Hydroplaning is a possibility even though the runway
appears dry.
14
FMS Inoperative
FMS Inoperative
A. General
1. The J-41 FMS provides two distinct functions, navigation/flight planning and
communication Either one or both of these functions can be inoperative.
2. Flight with the FMS inoperative places additional work on flight crews, such
as manual navigating and communicating, special coordinating with air traffic
control and increased flight planning responsibilities. To ensure these addition-
al requirements, flight crews should review and brief this section accordingly.
B. Navigation/Flight Planning Inop

1. The dispatch release should have the proper suffix on flight plan For example:
1) /A for non-RNAV aircraft

2) /G for RNAV-equipped aircraft with a functional GPS
3) /I for RNAV-equipped aircraft with no operable GPS
2. Prior to dispatch, review the dispatch release against charts to verify the filed
routing does not require RNAV.
3. ATC expects we are RNAV-equipped since that is the norm. Since you will not
be RNAV-equipped, check that you can comply with your clearance.
4. Departure and arrival procedures should be either vector or pilot nay. Be sure
that you do not file or get assigned an RNAV procedure.
5. Plan ahead in order to check for navigation compliance. Example: fix identifi-
cation with crossing radials, DME distances, or station passage.
6. Observe and comply with airway dimensions, radials, fixes, and changeover
points.
7. Tune and identify navaids manually.
8. Plan ahead for holding patterns, as manual procedures will have to be used
for entry, holding, and exit.
9. Watch your speeds in holding and below 10000; the FMS will not be available
to remind you if you are fast.
15
FMS Inoperative
10. While enroute, manually calculate ETAs and advise ATC and Dispatch lAW
the AOM.
11. While enroute, manually calculate landing fuel and advise Dispatch if neces-
sary.
12. The FMS will not be available for descent planning, so review the 3 to 1 rule
(300/NM).
C. Communication Inop
1. Where PDCs are available, call clearance delivery and advise them that you
are negative PDC.
2. Monitor appropriate VHF frequencies for communications with the company.
3. Call in the 000I times lAW the AOM.
16
Pressurization
Pressurization
A. Unpressurized Flight
1. In accordance with the MEL, the J-41 can be dispatched with the pressuriza-
tion system inoperative. The guidance below is given to ensure that unpres-
surized flight is accomplished safely.
a. Pre-departure
1) Ensure that the fuel loading is adequate for operation at the chosen
altitude.
2) On the pressurization control panel, select the DUMP switch to ON.
(The DUMP switch must remain ON throughout the flight.)
3) Rotate the pressurization manual control selector to UP.
4) Select the flow selectors and air conditioning controls as per normal
operation to maintain the cabin ventilation.
b. Climb and cruise
1) Do not exceed 10,000 ft. pressure altitude for more than 30 minutes
and do not exceed 12,000 ft. pressure altitude. Above 10,000 ft. for
more than 30 minutes, the crew must use oxygen.
2) Ensure that adequate terrain clearance can be maintained at the
chosen altitude.
3) Limit the rate of climb to suit passenger comfort. However, Airport
Analysis requires that the aircraft climb at normal profile speeds and
rates until 1500’ AGL and as described in the DP as applicable to
ensure obstacle clearance is achieved.
c. Descent and landing

1) Limit the rate of descent to suit passenger comfort.
17
Pressurization
B. Manual Pressurization
1. In accordance with the MEL, the J-41 can be dispatched with the auto pres-
surization system inoperative. The guidance below is given for manually
pressurized flight.
a. Pre-departure
1) Set the AUTO/MAN switch to MAN on the cabin pressure controller.

2) Rotate the pressurization manual control selector to UP.
b. Climb and cruise
1) Slowly and carefully adjust the cabin pressurization UP/DN control to

a comfortable climb rate.
2) When the desired cabin altitude is reached, set the manual UP I DN
control to a zero rate of change on the rate of climb indicator.
3) Do not let the cabin exceed maximum differential pressure. The Pres-
sure Differential Table on the next page indicates maximum differential
pressures for each altitude.
c. Descent and landing
1) Use the QRH Manual Pressurization Control Descent/Approach and

Landing checks in place of the Normal Descent/Approach and Land-
ing checks.
2) Monitor cabin altitude to ensure the cabin is pressurized to 1000’
above landing elevation.
C. Cabin Differential Pressure Table

1. Table is to be used when operating under a (Cabin Altitude Indicator inop.)
MEL or a (Differential Pressure Indicator inop.) MEL to ensure the cabin dif-
ferential limit (5.7 PSID) is not exceeded.
2. To determine the pressure differential, follow the correct aircraft altitude row
until it meets the correct cabin altitude column.
18
Pressurization
NOTE: This chart shows the actual differential pressure when the correct cabin and aircraft
altitudes are used; therefore, if your indications do not approximately agree with this
chart, then one or more of your indications is in error.
Pressure Differential Table

Aircraft
Altitude Cabin Altitude / 1000 ft.
MSL SL 1 2 3 4 5 6 7 8 9 10
1000 0.5 0.0
2000 1.0 0.5 0.0
3000 1.5 1.0 0.5 0.0
4000 2.0 1.5 1.0 0.5 0.0
5000 2.5 1.9 1.4 0.9 0.5 0.0
6000 2.9 2.4 1.9 1.4 0.9 0.5 0.0
7000 3.4 2.8 2.3 1.8 1.4 0.9 0.4 0.0
8000 3.8 3.3 2.7 2.3 1.8 1.4 0.9 0.4 0.0
9000 4.2 3.7 3.2 2.7 2.2 1.7 1.3 0.8 0.4 0.0
10000 4.6 4.1 3.6 3.1 2.6 2.1 1.7 1.2 0.8 0.4 0.0
11000 5.0 4.5 3.9 3.5 3.0 2.5 2.1 1.6 1.2 0.8 0.4
12000 5.3 4.8 4.3 3.8 3.3 2.9 2.4 2.0 1.6 1.2 0.8
13000 5.7 5.2 4.7 4.2 3.7 3.2 2.8 2.4 1.9 1.5 1.1
14000 6.1 5.5 5.0 4.5 4.1 3.6 3.1 2.7 2.3 1.9 1.5
15000 6.4 5.9 5.4 4.9 4.4 3.9 3.5 3.0 2.6 2.2 1.8
16000 6.7 6.2 5.7 5.2 4.7 4.3 3.8 3.4 3.0 2.5 2.1
17000 7.0 6.5 6.0 5.5 5.0 4.6 4.1 3.7 3.3 2.9 2.5
18000 7.4 6.8 6.3 5.8 5.4 4.9 4.4 4.0 3.6 3.2 2.8
19000 7.7 7.1 6.6 6.1 5.7 5.2 4.7 4.3 3.9 3.5 3.1
20000 7.9 7.4 6.9 6.4 5.9 5.5 5.0 4.6 4.2 3.8 3.4
21000 8.2 7.7 7.2 6.7 6.2 5.8 5.3 4.9 4.4 4.0 3.6
22000 8.5 7.9 7.5 7.0 6.5 6.0 5.6 5.1 4.7 4.3 3.9
23000 8.7 8.2 7.7 7.2 6.7 6.3 5.8 5.4 5.0 4.6 4.2
24000 9.0 8.5 8.0 7.5 7.0 6.5 6.1 5.6 5.2 4.8 4.4
25000 9.2 8.7 8.2 7.7 7.2 6.8 6.3 5.9 5.5 5.1 4.7
19
Ferry With The Gear Extended
Ferry With The Gear Extended

A. Ferry Flights
1. Ferry flights with the landing gear locked down are permitted (refer to Flight
Manual J41.01 Chapter 8 supplements for specific instructions and perfor-
mance data).
2. The listed conditions apply for operations with the gear locked down.
1) Flight is only permitted for the purpose of reaching an airfield where

repairs to the landing gear can be carried out. The aircraft must not
depart an airfield where repairs or replacements can be made.
2) Flight into known or forecast icing conditions is prohibited.
3) The aircraft must not be operated over water at a horizontal distance
from the nearest shoreline greater than 50 NM.
4) The aircraft must be flown with all landing gear ground lock pins
inserted.
(1) Landing gear ground lock pin warning flags must be securely fastened
to the gear or removed. If the flag is removed, it must be refitted after
landing.
5) A placard must be fitted to the flight deck in clear view of both pilots,
stating: LANDING GEAR SECURED DOWN.
3. A reduced torque takeoff is not permitted.
20
Start Locks
Start Locks
A. Start Locks Not Engaged
1. Follow the procedures below for returning the propeller to the locks for a
ground start.
a. POWER LEVER ...................................... REVERSE
(1) Set the appropriate power lever to reverse.
b. L/R UNFEATHER SWITCH ....................... OPERATE
(1) Hold the UNFEATHER switch at L or R as appropriate, until propeller

blades stop moving.
c. POWER LEVER ...................................... GROUND START
(1) Check the appropriate POWER lever is at GROUND START.
21
Table of Contents - Performance
Table of Contents
Performance
GENERAL 7-1-1
A. Speed Cards 7-1-1
B. Load Sheet 7-1-19

Chapter 7 - Performance
Speed Cards
TAKEOFF
V1 VR V2 VYSE VY
FLAPS 9 93 93 103 112 136
TAKEOFF IN ICING
V1 VR V2 FLAP VYSE
RETRACT
FLAPS 9 93 93 103 113 145
Add to V1 and VR for corrections based upon pressure altitude and temperature.
Temp Sea Level 2000 ft. 4000 ft. 6000 ft. 8000 ft.
-20 C NA NA NA NA 0
-10 C 0 0 0 1 2
0C 0 0 1 1 3
10 C 0 0 1 2 4
20 C 0 1 2 4 6
30 C 0 2 4 5 7
40 C 2 4 6 8 NA
50 C 4 6 NA NA NA
LANDING
TARGET VREF V2 VYSE
FLAPS 25 114 99 103 112
FLAPS 15 119 104 103 112
FLAPS 0 129 114 112 112
“ICE AOA ON” LANDING
TARGET VREF V2 VYSE
FLAPS 25 122 107 111 145
FLAPS 15 134 119 111 145
FLAPS 0 137 122 120 145
16000 lbs

Speed Cards
TAKEOFF
V1 VR V2 VYSE VY
FLAPS 9 93 93 103 112 136
TAKEOFF IN ICING
V1 VR V2 FLAP VYSE
RETRACT
FLAPS 9 93 93 103 113 145
-20 C NA NA NA NA 0
-10 C 0 0 0 1 2
0C 0 0 1 1 3
10 C 0 0 1 2 4
20 C 0 1 2 4 6
30 C 0 2 4 5 7
40 C 2 4 6 8 NA
50 C 4 6 NA NA NA
LANDING
TARGET VREF V2 VYSE
FLAPS 25 115 100 103 112
FLAPS 15 120 105 103 112
FLAPS 0 130 115 112 112
TARGET VREF V2 VYSE
FLAPS 25 123 108 111 145
FLAPS 15 135 120 111 145
FLAPS 0 138 123 120 145
16500 lbs

Speed Cards
TAKEOFF
V1 VR V2 VYSE VY
FLAPS 9 93 93 103 112 136
TAKEOFF IN ICING
V1 VR V2 FLAP VYSE
RETRACT
FLAPS 9 93 93 103 113 145
-20 C NA NA NA NA 0
-10 C 0 0 0 1 2
0C 0 0 1 1 3
10 C 0 0 1 2 4
20 C 0 1 2 4 6
30 C 0 2 4 5 7
40 C 2 4 6 8 NA
50 C 4 6 NA NA NA
LANDING
TARGET VREF V2 VYSE
FLAPS 25 116 101 103 112
FLAPS 15 121 106 103 112
FLAPS 0 131 116 112 112
TARGET VREF V2 VYSE
FLAPS 25 124 109 111 145
FLAPS 15 137 122 111 145
FLAPS 0 139 124 120 145
17000 lbs

Speed Cards
TAKEOFF
V1 VR V2 VYSE VY
FLAPS 9 93 93 103 117 137
TAKEOFF IN ICING
V1 VR V2 FLAP VYSE
RETRACT
FLAPS 9 93 93 103 113 145
-20 C NA NA NA NA 0
-10 C 0 0 0 1 2
0C 0 0 1 1 3
10 C 0 0 1 2 4
20 C 0 1 2 4 6
30 C 0 2 4 5 7
40 C 2 4 6 8 NA
50 C 4 6 NA NA NA
LANDING
TARGET VREF V2 VYSE
FLAPS 25 117 102 103 117
FLAPS 15 123 108 103 117
FLAPS 0 132 117 113 117
TARGET VREF V2 VYSE
FLAPS 25 125 110 111 145
FLAPS 15 138 123 111 145
FLAPS 0 140 125 121 145
17500 lbs

Speed Cards
TAKEOFF
V1 VR V2 VYSE VY
FLAPS 9 95 95 104 118 138
TAKEOFF IN ICING
V1 VR V2 FLAP VYSE
RETRACT
FLAPS 9 95 95 104 114 145
-20 C NA NA NA NA 0
-10 C 0 0 0 1 2
0C 0 0 1 1 3
10 C 0 0 1 2 4
20 C 0 1 2 4 6
30 C 0 2 4 5 6
40 C 2 4 6 6 NA
50 C 4 6 NA NA NA
LANDING
TARGET VREF V2 VYSE
FLAPS 25 118 103 104 118
FLAPS 15 124 109 104 118
FLAPS 0 133 118 115 118
TARGET VREF V2 VYSE
FLAPS 25 127 112 112 145
FLAPS 15 139 124 112 145
FLAPS 0 142 127 123 145
18000 lbs

Speed Cards
TAKEOFF
V1 VR V2 VYSE VY
FLAPS 9 97 97 106 120 140
TAKEOFF IN ICING
V1 VR V2 FLAP VYSE
RETRACT
FLAPS 9 97 97 106 116 145
-20 C NA NA NA NA 0
-10 C 0 0 0 1 2
0C 0 0 1 1 3
10 C 0 0 1 2 4
20 C 0 1 2 4 6
30 C 0 2 4 5 6
40 C 2 4 6 6 NA
50 C 4 6 NA NA NA
LANDING
TARGET VREF V2 VYSE
FLAPS 25 119 104 106 120
FLAPS 15 125 110 106 120
FLAPS 0 134 119 116 120
TARGET VREF V2 VYSE
FLAPS 25 128 113 114 145
FLAPS 15 140 125 114 145
FLAPS 0 143 128 124 145
18500 lbs

Speed Cards
TAKEOFF
V1 VR V2 VYSE VY
FLAPS 9 99 99 107 121 141
TAKEOFF IN ICING
V1 VR V2 FLAP VYSE
RETRACT
FLAPS 9 99 99 107 117 145
-20 C NA NA NA NA 0
-10 C 0 0 0 1 2
0C 0 0 1 1 3
10 C 0 0 1 2 4
20 C 0 1 2 4 5
30 C 0 2 4 5 5
40 C 2 4 5 5 NA
50 C 4 5 NA NA NA
LANDING
TARGET VREF V2 VYSE
FLAPS 25 121 106 107 121
FLAPS 15 126 111 107 121
FLAPS 0 136 121 118 121
TARGET VREF V2 VYSE
FLAPS 25 129 114 115 145
FLAPS 15 142 127 115 145
FLAPS 0 144 129 126 145
19000 lbs

Speed Cards
TAKEOFF
V1 VR V2 VYSE VY
FLAPS 9 101 101 109 123 143
TAKEOFF IN ICING
V1 VR V2 FLAP VYSE
RETRACT
FLAPS 9 101 101 109 119 145
-20 C NA NA NA NA 0
-10 C 0 0 0 1 2
0C 0 0 1 1 3
10 C 0 0 1 2 4
20 C 0 1 2 4 5
30 C 0 2 4 4 4
40 C 2 4 4 4 NA
50 C 4 5 NA NA NA
LANDING
TARGET VREF V2 VYSE
FLAPS 25 122 107 109 123
FLAPS 15 128 113 109 123
FLAPS 0 137 122 119 123
TARGET VREF V2 VYSE
FLAPS 25 130 115 117 145
FLAPS 15 143 128 117 145
FLAPS 0 145 130 127 145
19500 lbs

Speed Cards
TAKEOFF
V1 VR V2 VYSE VY
FLAPS 9 103 103 110 125 145
TAKEOFF IN ICING
V1 VR V2 FLAP VYSE
RETRACT
FLAPS 9 103 103 110 120 145
-20 C NA NA NA NA NA
-10 C 0 0 0 1 2
0C 0 0 1 1 3
10 C 0 0 1 2 4
20 C 0 1 2 4 4
30 C 0 2 4 4 4
40 C 2 4 4 4 NA
50 C 4 4 NA NA NA
LANDING
TARGET VREF V2 VYSE
FLAPS 25 123 108 110 125
FLAPS 15 129 114 110 125
FLAPS 0 138 123 121 125
TARGET VREF V2 VYSE
FLAPS 25 131 116 118 145
FLAPS 15 144 129 118 145
FLAPS 0 146 131 129 145
20000 lbs
10
Speed Cards
TAKEOFF
V1 VR V2 VYSE VY
FLAPS 9 105 105 111 126 145
TAKEOFF IN ICING
V1 VR V2 FLAP VYSE
RETRACT
FLAPS 9 105 105 111 121 145
-20 C NA NA NA NA 0
-10 C 0 0 0 1 2
0C 0 0 1 1 3
10 C 0 0 1 2 4
20 C 0 1 2 4 4
30 C 0 2 4 4 4
40 C 2 4 4 4 NA
50 C 4 4 NA NA NA
LANDING
TARGET VREF V2 VYSE
FLAPS 25 124 109 111 126
FLAPS 15 130 115 111 126
FLAPS 0 139 124 122 126
TARGET VREF V2 VYSE
FLAPS 25 132 117 119 145
FLAPS 15 145 130 119 145
FLAPS 0 147 132 130 145
20500 lbs
11
Speed Cards
TAKEOFF
V1 VR V2 VYSE VY
FLAPS 9 107 107 113 128 145
TAKEOFF IN ICING
V1 VR V2 FLAP VYSE
RETRACT
FLAPS 9 107 107 113 123 145
-20 C NA NA NA NA 0
-10 C 0 0 0 1 2
0C 0 0 1 1 3
10 C 0 0 1 2 3
20 C 0 1 2 3 3
30 C 0 2 3 3 3
40 C 2 3 3 3 NA
50 C 3 3 NA NA NA
LANDING
TARGET VREF V2 VYSE
FLAPS 25 125 110 113 128
FLAPS 15 131 116 113 128
FLAPS 0 140 125 121 128
TARGET VREF V2 VYSE
FLAPS 25 133 118 121 145
FLAPS 15 147 132 121 145
FLAPS 0 148 133 131 145
21000 lbs
12
Speed Cards
TAKEOFF
V1 VR V2 VYSE VY
FLAPS 9 109 109 114 129 145
TAKEOFF IN ICING
V1 VR V2 FLAP VYSE
RETRACT
FLAPS 9 109 109 114 124 145
-20 C NA NA NA NA 0
-10 C 0 0 0 1 2
0C 0 0 1 1 3
10 C 0 0 1 2 3
20 C 0 1 2 3 3
30 C 0 2 3 3 3
40 C 2 3 3 3 NA
50 C 3 3 NA NA NA
LANDING
TARGET VREF V2 VYSE
FLAPS 25 126 111 114 129
FLAPS 15 133 118 114 129
FLAPS 0 141 126 125 129
TARGET VREF V2 VYSE
FLAPS 25 134 119 122 145
FLAPS 15 148 133 122 145
FLAPS 0 149 134 133 145
21500 lbs
13
Speed Cards
TAKEOFF
V1 VR V2 VYSE VY
FLAPS 9 111 111 115 131 145
TAKEOFF IN ICING
V1 VR V2 FLAP VYSE
RETRACT
FLAPS 9 111 111 115 125 145
-20 C NA NA NA NA 0
-10 C 0 0 0 1 2
0C 0 0 1 1 2
10 C 0 0 1 2 2
20 C 0 1 2 2 2
30 C 0 2 2 2 2
40 C 2 2 2 2 NA
50 C 2 2 NA NA NA
LANDING
TARGET VREF V2 VYSE
FLAPS 25 128 113 115 131
FLAPS 15 134 119 115 131
FLAPS 0 143 128 126 131
TARGET VREF V2 VYSE
FLAPS 25 136 121 123 145
FLAPS 15 149 134 123 145
FLAPS 0 151 136 134 145
22000 lbs
14
Speed Cards
TAKEOFF
V1 VR V2 VYSE VY
FLAPS 9 113 113 117 132 145
TAKEOFF IN ICING
V1 VR V2 FLAP VYSE
RETRACT
FLAPS 9 113 113 117 127 146
-20 C NA NA NA NA 0
-10 C 0 0 0 1 2
0C 0 0 1 1 2
10 C 0 0 1 2 2
20 C 0 1 2 2 2
30 C 0 2 2 2 2
40 C 2 2 2 2 NA
50 C 2 2 NA NA NA
LANDING
TARGET VREF V2 VYSE
FLAPS 25 129 114 117 132
FLAPS 15 135 120 117 132
FLAPS 0 144 129 128 132
TARGET VREF V2 VYSE
FLAPS 25 137 122 125 146
FLAPS 15 150 135 125 146
FLAPS 0 152 137 136 146
22500 lbs
15
Speed Cards
TAKEOFF
V1 VR V2 VYSE VY
FLAPS 9 115 115 118 134 145
TAKEOFF IN ICING
V1 VR V2 FLAP VYSE
RETRACT
FLAPS 9 115 115 118 128 147
-20 C NA NA NA NA 0
-10 C 0 0 0 1 1
0C 0 0 1 1 1
10 C 0 0 1 1 1
20 C 0 1 1 1 1
30 C 0 1 1 1 1
40 C 1 1 1 1 NA
50 C 1 1 NA NA NA
LANDING
TARGET VREF V2 VYSE
FLAPS 25 130 115 118 134
FLAPS 15 136 121 118 134
FLAPS 0 145 130 129 134
TARGET VREF V2 VYSE
FLAPS 25 138 123 126 147
FLAPS 15 152 137 126 147
FLAPS 0 153 138 137 147
23000 lbs
16
Speed Cards
TAKEOFF
V1 VR V2 VYSE VY
FLAPS 9 117 117 120 135 145
TAKEOFF IN ICING
V1 VR V2 FLAP VYSE
RETRACT
FLAPS 9 117 117 120 130 148
-20 C NA NA NA NA 0
-10 C 0 0 0 1 1
0C 0 0 1 1 1
10 C 0 0 1 1 1
20 C 0 1 1 1 1
30 C 0 1 1 1 1
40 C 1 1 1 1 NA
50 C 1 1 NA NA NA
LANDING
TARGET VREF V2 VYSE
FLAPS 25 131 116 120 135
FLAPS 15 137 122 120 135
FLAPS 0 146 131 131 135
TARGET VREF V2 VYSE
FLAPS 25 139 124 128 148
FLAPS 15 153 138 128 148
FLAPS 0 154 139 139 148
23500 lbs
17
Speed Cards
TAKEOFF
V1 VR V2 VYSE VY
FLAPS 9 120 120 121 137 145
TAKEOFF IN ICING
V1 VR V2 FLAP VYSE
RETRACT
FLAPS 9 120 120 121 131 150
-20 C NA NA NA NA 0
-10 C 0 0 0 0 0
0C 0 0 0 0 0
10 C 0 0 0 0 0
20 C 0 0 0 0 0
30 C 0 0 0 0 0
40 C 0 0 0 0 NA
50 C 0 0 NA NA NA
LANDING
TARGET VREF V2 VYSE
FLAPS 25 132 117 121 137
FLAPS 15 139 124 121 137
FLAPS 0 147 132 132 137
TARGET VREF V2 VYSE
FLAPS 25 140 125 129 150
FLAPS 15 154 139 129 150
FLAPS 0 155 140 140 150
24000 lbs
18
Load Sheet
Flight#:_______________ Airline:
Date: ____/_____/_____ Weight & Balance Worksheet
Total by Row Section A BOW
Row # of Pax Pax
ACM
1
Full wt.
2 Section B Aft
3 Pax
4 Pod
5 Closet
Section C
6 ZFW
Pax
7 Fuel (-taxi)
8 Takeoff wt.
Totals
9
Pax
10 Max T/O Weight (lowest of the following)
Structural wt.
ACM in Jumpseat Carry ons
in closet Performance
Yes No
ZFW+fuel on board
CG Calculation
Flight Duration
Start Index
Final Index/Trim
Landing
ZFW
Landing Fuel
Landing wt.
19
Table of Contents - Systems
Table of Contents
Systems
Aircraft General ...................................................................... 8-1-2
Airframe and Flying Controls .................................................. 8-2-1
Air Conditioning and Pressurization ........................................ 8-3-1
Emergency Equipment ........................................................... 8-4-1
Electrical System ................................................................... 8-5-1
Engines and Propellers ........................................................... 8-6-1
Fuel System ........................................................................... 8-7-1
Fire Protection ........................................................................ 8-8-1
Hydraulics System and Landing Gear ...................................... 8-9-1
Ice and Rain Protection ........................................................... 8-10-1
Avionics ................................................................................. 8-11-1

Chapter 8.1 - Aircraft General

List of Contents
1. GENERAL 8-1-3
A. Accommodation 8-1-3
B. Fuselage 8-1-4
C. Stabilizers 8-1-4
D. Wings 8-1-4
2. FLIGHT DECK 8-1-8
A. General 8-1-8
B. Instrument and Control Panels 8-1-8
3. VISUAL, AUDIO AND TACTILE WARNING 8-1-17
A. General 8-1-17
B. Visual 8-1-17
C. Aural 8-1-21
D. Tactile 8-1-21
E. Take-Off Configuration Warning System (TOCWS) 8-1-22
F. CAP Visual Warnings 8-1-23
G. Remote Caption Indicators 8-1-28
H. Indication Lights 8-1-32
I. Audio Warning System 8-1-32
4. LIGHTING 8-1-33
A. External Lighting 8-1-33
B. Flight Deck Lighting 8-1-35
C. Emergency Lighting 8-1-36
D. Cabin Lighting 8-1-38
E. Additional Lighting 8-1-38

General
1. General
The Jetstream Series 4100 aircraft (Jetstream 41) is a derivative of the 18/19 seat
Jetstream 3200 commuter airliner (Jetstream Super 31). It has accommodation for
up to thirty passengers and baggage, and a crew of three or four. The Jetstream 41
is capable of worldwide day and night operations.
The aircraft is a low wing monoplane. It has a predominantly metal stressed skin
construction, with cantilever wings and tail. It has retractable tricycle landing gear
with and dual manual flight controls with stall protection. The aircraft’s electrical
power system is predominantly dc, with ac provided for the avionics and instru-
ments. A hydraulic power system is provided for operation of the wing flaps,
ground spoilers, landing gear, wheel-brakes, nose wheel steering and the stick
pusher.
The Jetstream 41 is powered by two Garret TPE 331-14 turbo-prop engines. The
left engine is a -14 GR which turns a McCauley five bladed propeller clockwise
(CW) when viewed from the rear. The right engine is a -14 HR which turns the
propeller counter-clockwise (CCW) when viewed from the rear.
A. Accommodation
1. Passenger Cabin:
The passenger cabin is designed to seat up to thirty passengers with toilet and
baggage facilities. The passenger seating is arranged with ten double seats on
the right side and ten single seats on the left side of the cabin.
A cabin attendant seat and attendant panel are provided in the rear vestibule area.
2. Flight Deck:
The flight deck is designed for operation by two crew members. There is a jump
seat available at the rear of the flight deck for a flight observer.

General
3. Baggage Accommodation:
Stowage areas for baggage are provided at the front of the passenger cabin, in
the rear baggage compartment and in an unpressurized ventral baggage pod.
Access to the rear baggage compartment is through a door in the rear left side of
the aircraft.
B. Fuselage
The fuselage is manufactured from aluminium alloy. The skin line with propel-
ler rotation is reinforced to give protection against ice shed from the propeller
blades.
The forward fuselage includes a forward pressure bulkhead, canopy and wind-
shield. The rear pressure bulkhead is aft of the rear baggage bay.
The main entrance door is located at the forward left side of the fuselage. The
main baggage door is located at the rear left side of the fuselage. Emergency
escape hatches are installed each side of the fuselage above the wing.
C. Stabilizers
The tail group (empennage) consists of a vertical stabilizer, on which a rudder is

mounted, as well as a horizontal stabilizer with split elevators and fairings. The
leading edges of the vertical and horizontal stabilizers are fitted with pneumati-
cally operated de-icing boots.
Vortex generators are bonded to the port and starboard surfaces of the vertical
stabilizer to improve the airflow over the stabilizer and the rudder.
D. Wings
The wings consists of two semi-spans spliced at the fuselage centre line to form
a 60ft 5.3in wing span assembly, with a wing dihedral angle of 7 deg. The wings
are connected to the fuselage by links bolted to fittings mounted on the front and
rear spar frames. The structural box of each semi-span forms an integral fuel
tank.

General
D. Wings (continued...)
A fuel standby pump is installed in the bottom of each wing near the lowest point.
A NACA vent is located at the fuel vent tank in the outboard section of the wing.
The fuel filler cap is located near the wing tip on the top surface, to provide grav-
ity refuelling if pressure refuelling is not available.
The leading edge of the wing has pneumatically operated de-icing boots fitted.
Vortex generators are bonded to the top skin of the port and starboard wings to
improve inner wing flow and flow over the aileron.
A manually controlled aileron is mounted on the outboard section of the rear wing
spar and a hydraulically operated flap on the inboard section. A hydraulically
operated ground spoiler is fitted to the upper inboard wing surface.

General
60 ft 5.3 in (18.422m)
21 ft 11 in (6.68m)
20 ft 0 in (6.096m)
2m n
.9 i
)
(2 ft 6
9
18 ft 5 in (5.613m)
24 ft 0 in (7.315m)
63 ft 5 in (19.329m)
Aircraft Dimensions
General
General characteristics
* Crew: 3 (2 Pilots + Flight Attendant)

* Capacity: 29 or 30 passengers
* Length: 19.25 m (63 ft 2 in)
* Wingspan: 18.42 m (60 ft 5 in)
* Height: 5.74 m (18 ft 10 in)
* Wing area: 32.4 m² (349 ft²)
* Airfoil: NACA 63A418, 63A412 (root/tip)
* Empty weight: 6,416 kg (14,144 lb)
* Max takeoff weight: 10,886 kg (24,000 lb)
* Powerplant: 2× AlliedSignal TPE331-14GR/HR turboprop, 1,250 kW (1,650 shp) each
* Propeller diameter: 2.9 m (114 in)
Performance
* Maximum speed: 546 km/h (295 knots, 340 mph)

* Range: 1,433 km (774 nm, 891 mi)
* Service ceiling: 7,925 m (26,000 ft)
* Rate of climb: 11.2 m/s (2,200 ft/min)
* Wing loading: 336 kg/m² (68.8 lb/ft²)
* Power/mass: 230 W/kg (0.138 hp/lb)

Flight Deck
2. Flight Deck
A. General
The flight deck is designed for operation by two flight crew members. The flight
crew seats are mounted on rails. Both seats can be adjusted forward, aft and
vertical. During aircraft maintenance, the seats can be removed from the rails if
required.
Each seat is equipped with back and base cushions, armrests, life jacket stow-
age and a five strap lockable inertia-reel type seat belt.
Two folding coat hooks are provided and are located on the forward face of the
respective flight deck bulkheads.
Both sides of the flight deck are equipped with a sun visor mounted on a rail.
The sun visor can be adjusted along the rail (laterally) and can swivel about it’s
attachment to the rail (vertically).
An illuminated chart holder is fitted to each control column. Each chart holder
is fitted with a light that can be switched on/off as well as dimmed. The on/off
switch and dimmer is fitted to the control column. Illuminated writing pads are
fitted on the left and right sidewalls, and there are pencil holders fitted on the
glareshield.
A jumpseat is provided for use by a flight observer and is located at the rear of
the flight deck. The pilot’s seat provides stowage for the flight observer’s life
jacket.
B. Instrument and Control Panels
The layout of the flight deck instrument and control panels are shown on the fol-
lowing pages.

Chapter 1 - Aircraft General
Flight Deck
Coaming Panel Central Annunciator Panel

Centre Instrument Panel
Left Instrument Roof Panel

Right Instrument
Panel
Panel
Left Console Lower Centre Panel Centre Console Right Console
Flight Deck Layout

Flight Deck
Roof Panel
10
Flight Deck
Windshield Flight System

Wiper Control Mode Selectors
Windshield AP Trim
Wash Switch Indicators
AP Trim
GPWS Switch/ Spoilers
Annunciators Red Attention
Getter
Panel Flood
Amber Attention
Getter Instrument SAT/TAS/TAT
Display Control Remote Controller
Coaming Panel Stall Unit Indicator
Indicators
Left Side
Reversionary Windshield Cabin Connect
Selector Switches Wiper Control Disconnect
Windshield
Wash Switch
Red Attention
Getter GPWS Switch/
Annunciators
Display Control Stall

Unit Amber Attention
Instrument Indicators Getter
Remote Controller
Right Side
Coaming Panel
11
Flight Deck
Electronic Attitude
Director Indicator
Inclinometer
Clearance Delivery
Control Display Unit
AFCS Couple
Pilot/Copilot Switch
Digital Clock
Emergency Locator
Transmitter
Audio Select Panel Radio Magnetic Electronic Horizontal

Indicator Situation Indicator
AHRS Controller DME Indicator
Left Instrument Panel

12
Flight Deck
Standby Standby Ice Mode Oil Pressure Landing Gear

Artificial Airspeed Push To Cancell Oil Temperature Selector
Horizon Indicator Switch Indicator Fuel Pressure and Indicators
Gauges
Altimeter Standby Central Flap
A.P.R. Annunciator Position
Altimeter Switch Panel Indicator
Weather Standby Engine Fuel

Radar Instrument Instrument Temperature
Indicator Power Supply Panel Gauge
Cargo Fire Radio Radio Flight
and Smoke Management Management Management
Detection Panel Unit Unit System
Centre Instrument Panel

13
Flight Deck
Electronic Attitude Inclinometer

Director Indicator Altimeter
AFCS Couple
Pilot/Copilot Switch
Digital Clock
TOCW
Test Switch
Electronic Horizontal Radio Magnetic Audio Select Panel

Situation Indicator Indicator
DME Indicator AHRS Controller
Right Instrument Panel

14
Flight Deck
Hydraulic Cabin Altitude Cabin

System Pressure Differential Pressure Temperature
and Main Tank Indicator Indicator
Contents
Emergency/Normal Rate of Climb

Brake Pressure Indicator
Lower Centre Panel

15
Flight Deck
Centre Console Panel

16
Visual, Audio and Tactile Warning
3. Visual, Audio and Tactile Warning
A. General
The annunciation of system and equipment function state is in visual, aural and
tactile form. Warning information alerts the crew to unsafe system operating
conditions and enables them to take the appropriate corrective action.
B. Visual
Visual annunciation of system state is with:
- Captions or lights which come on

- Magnetic indication
- Switch or position and/or a light in the switch which comes on.
Warning and advisory annunciators are installed:
- In the Central Annunciator Panel (CAP)

- On the glareshield/coaming panel
- Adjacent to, or installed in, the controls or the indicators of the related
system.
1. Colour Coding Captions (lights) which come on to give warning, caution or

advisory annunciations are identified as follows:
- Red = Warning caption indicating a system malfunction or flight

condition which requires corrective action immediately.
- Amber = Caution caption indicating a system malfunction or flight
condition which may require future corrective actions
- Green = Caption that indicates normal system operation or a
select system condition
- White = Caption that indicates an armed, reversionary or abnormal
system condition.
The captions come on against a black background.

17
Central Annunciator Panel

18
2. CAP
a. Captions
Caption annunciators installed in the CAP are as specified in the relevant

chapters of this document.
b. Attention Getters (Master Warning and Master Caution)
Red or amber attention-getter lights flash and a dedicated aural warning

sounds to alert the crew to a system malfunction. The red and amber atten-
tion-getter lights are installed on the coaming panel.
The attention-getter lights are push-to-cancel. To cancel the attention-getter,

and the associated single or triple chimes, push the applicable light. When
the red attention-getter light is pushed, it will also cancel the fire warning
bell (if the fire warning system is in operation).
c. Dimming
The CAP has a facility to dim the intensity of the CAP captions. Dimming
is controlled through the DIM switch which is located in the center of and
just below the CAP. All remote captions and indicators on the flight deck are
dimmed when the DIM switch on the CAP is adjusted.
NOTE:
The red and amber attention-getters cannot be dimmed.
The relevant red or amber caption will illuminate at maximum intensity

when activated by a system. Any dimmed caption of the same colour will
also revert to maximum intensity.
d. Test
The CAP has a press-to-TEST button. This permits all the filaments of the
CAP captions, attention-getter lights, remote captions and lights and the
audio warning to be tested.
19
e. Mute/Unmute
The CAP has a warning mute facility. This facility is used to inhibit nuisance
warnings which may occur when the aircraft is on the ground.
The mute facility is activated by the MUTE/UNMUTE switch and will only
activate when the aircraft is on the ground. The mute facility will de-activate
when either the MUTE/UNMUTE switch is pressed again or the aircraft
takes off. During landing the mute facility will always be de-activated,
regardless of its previous state.
Operating the mute facility will:
1. Inhibit all amber CAP caption outputs to the amber attention-getter and
the associated single chime.
2. Inhibit the following red CAP caption outputs to the red attention-getter
and the associated triple chime:
a. L OIL PRESS, R OIL PRESS, and ELECT
NOTE: All other red CAP captions, their associated red attention-getter
and audio outputs will NOT be inhibited.
3. Illuminate the applicable CAP caption at the preselected intensity.
4. Illuminate the indicator adjacent to the MUTE/UNMUTE switch.
20
3. Remote Caption Indicators
Remote caption indicators provide caption annunciations located adjacent to

operating control or indicators. These are specified in the relevant chapters of
this document.
C. Aural
Aural annunciation provides the audio alert for warning and caution conditions.
1. Audio Warning System (AWS)
The AWS supplies an audio tone input to the pilots’ headsets and flight deck
loudspeakers.
The audio warnings are generated from the appropriate systems warning
and caution signals. If a RED caption comes on it is accompanied by a triple
chime. An AMBER caption is accompanied by a single chime.
NOTE:
The audio warning is repeated every 5 seconds until cancelled by pressing the
appropriate attention-getter.
D. Tactile (not modeled)
Tactile annunciation of stall warning is provided by the stick shaker. Stick shaker
sound will be audible in simulator in the event of a stall.
21
E. Take Off Configuration Warning System (TOCWS)
The TOCWS is designed to warn the crew when selected aircraft controls or fly-
ing surfaces are in a position that will not allow for a safe take-off.
TOCWS automatically activates the visual and aural warnings if any of the follow-
ing conditions are present during the take-off roll:
- Either condition lever is set to below the maximum take-off setting.

- Either spoiler is not fully retracted
- The spoiler control switch is set to OFF
- The elevator trim position is not within the take-off range
- The parking brake is not released.
- A take-off flap setting has not been selected or achieved
- The gust lock control handle is not in the disengaged position
The warnings will stop if any of the following conditions are met:
- The configuration is changed to allow for a safe take-off

- Both power levers are reduced below the minimum take-off power setting
(take-off abandoned)
- The aircraft is rotated so that the nosewheel leaves the ground
- Electrical power failure occurs
1. TOCWS Power Supplies
The TOCWS system is fully functional whenever the 28v dc Left Essential
Busbar is powered.
2. TOCWS Indication
If the selected aircraft controls or flying surfaces are in a position that will not
allow a safe take-off, a horn sounds intermittently and a red CAP CONFIG
caption illuminates.
22
3. Take-Off Configuration Test Switch (TOCTS)
The TOCTS is installed on the right instrument panel and enables all TOCW
parameters to be tested prior to advancing the power levers.
The condition lever input signal to the TOCWA is inhibited while the TOCTS is
selected. This enables the TOCWS test function when maneuvering the aircraft
to the runway for a take-off
F. CAP Visual Warnings
NOTE: Indications marked * have separate indicators for left and right systems.
The indicator for the left system is shown.
1. Red Captions
Caption Condition
L FIRE * Zone 1 Powerplant excess temperature
L BETA * Propeller in BETA mode in flight
L OIL
PRESS
* Low oil pressure
L OIL
HI TEMP
* High oil temperature
ELECT Double generator failure
TOILET Smoke detector in toilet activated

SMOKE
BAG Smoke detector in main baggage bay activated

SMOKE
CONFIG TOCWS (Take-Off Configuration Warning System)
CABIN Cabin altitude higher than 10,000 ft.

HI ALT
23
2. Amber Captions
Caption Condition
L FIRE
LOOP
* Fault in fire sensing system
L OVHT
LOOP
* Fault in overheat detection system
L OVHT * Zone 2 powerplant excess temperature
POD Smoke detector in baggage pod activated

SMOKE
L IEC * IEC Failure (Integrated Engine Computer)
L OIL
CONTAM
* Contaminated engine oil filter
A-SKID Anti-skid selected OFF, or, selected ON and failure detected
AUDIO Failure detected in audio warning system

WARN
FDR Failure of FDR or FDAU
EMER Emergency lights selected OFF with both generators on-line

LTS
AV FAN Fan failure in nose bay avionics compartment
L SPLR * Spoiler unlocked when selector retracted
L STALL * Stall warning failure or stick pusher disarmed
FLAP Flap control failure

FAULT
FLAP Flap asymmetry detected

ASYM
24
2. Amber Captions (continued...)
Caption Condition
PRESS Pressurization system failure - directs to lower centre panel
ICE De-icing system failure - directs to roof panel
ELECT Electrical system failure - directs to roof panel
FUEL Fuel system failure - directs to roof panel
AIR Air conditioning system - directs to lower centre panel
HYD Hydraulic failure - directs to lower centre panel
PAX Forward passenger door unlocked

DOOR
EMER An overwing or rear right emergency exit unlocked

EXIT
BAG Rear baggage door unlocked

DOOR
POD Ventral baggage pod door(s) unlocked

DOOR
CONT Elevator or aileron control manual disconnect operated

DISC
ICE Ice build-up or failure of the ice detector

DETECT
25
3. Green Captions
Caption Condition
L IGN * Engine ignition system operating
L BETA * Propeller in BETA mode on ground
L REV * Propeller selected in reverse pitch on ground
X-FEED Crossfeed valve is open as selected

OPEN
PROP Either propeller or engine anti-ice selected ON

ENG ICE
L OIL
FLAP
* Oil cooler flaps actuated
CABIN Cabin cooling system is in operation

COOLING
26
4. White Captions
NOTE: In the simulator (as well as in the real aircraft), the lettering of the white cap-
tions will be white, and will be displayed against a black background.
Caption Condition
CABIN Oxygen supplied to the passenger system

OXYGEN
SP INHB Spoiler deployment inhibited
L APR
ARM
* APR system (automatic performance reserve) armed prior
to take-off
27
G. Remote Caption Indicators
1. Red Captions
Caption Location Condition
STALL Coaming panel Stall Protection System Warning
2. X-Hatched Captions
Roof Panel Fuel Fuel LP valve in motion

SHUT Management
REFUEL Roof Panel Fuel X-FEED valve in motion
Management
Lower Centre Panel Hydraulic LP valve in motion
SHUT Hydraulics
3. Amber Captions
Roof Panel Fuel Low Fuel Quantity

LO QTY Management
Roof Panel Fuel Low fuel temperature in filter
LO TEMP Management
FILTER Roof Panel Fuel Fuel filter blocked
Management
REFUEL Roof Panel Fuel Power selected ON at the refuel
Management panel
LO PRES Roof Panel Fuel Low fuel pressure
Management
28
Roof Panel Generator undervoltage condition

U/VOLT DC Control sensed
NON ESS Roof Panel Non-essential busbar contactor
BUS
DC Control open
L ESS * Roof Panel Non-essential busbar contactor
BUS
DC Control open
HI TEMP Roof Panel Battery overtemperature warning
DC Control
* Roof Panel Battery contactor open
BATT DC Control
GEN * Roof Panel Generator line contactor open
DC Control
EMERG Roof Panel Emergency busbar selected OFF
BUS
DC Control
P1 P2 Roof Panel Overcurrent sensor tripped in ADC
L STAT R STAT
Ice Protection heater circuit
P3
TAT
LO PRES Roof Panel Low pressure in airframe de-icing

Ice Protection system
L PROP * Roof Panel Failure of prop de-icing
Ice Protection
* Roof Panel Failure of engine de-icing
L ENG Ice Protection
ELEV Roof Panel Failure of elevator horn de-icing
Ice Protection
INBD * Roof Panel Fault on inboard windshield heat
Ice Protection
29
* Roof Panel Fault on outboard windshield heat

OUTBD Ice Protection
L FAIL * Roof Panel Inverter failed
AC Control
Lower Centre Panel Hydraulic system high temperature
HI TEMP Hydraulics
Lower Centre Panel Emergency cell low quantity
EMERG
QTY Hydraulics
LO PRES Lower Centre Panel Hydraulic system pump low
Hydraulics pressure
LO MAIN Lower Centre Panel Main brake system low
Hydraulics pressure
Lower Centre Panel Emergency brake system low
LO EMERG Hydraulics pressure
* Lower Centre Panel Air conditioning duct overtempera-

DUCT
O TEMP Air Conditioning ture
AIR OFF * Lower Centre Panel Engine bleed air valve shut
Air Conditioning
* Lower Centre Panel Air conditioning (ECS) fault

ECS
FAULT Air Conditioning
DUCT
FAIL * Lower Centre Panel Air conditioning duct fail
Air Conditioning
30
4. Green Captions
APR Centre Instrument APR operating on live engine after

O/RIDE Panel engine failure on take-off
CCT1 CCT2
Roof Panel Manual airframe de-icing selected
Ice Protection
CCT3
GPU Roof Panel Ground power contactor closed

ON
DC Control
BUS TIE Roof Panel Bus-tie contactors are closed

CLOSED
DC Control
NOSE Right Side Console Standby landing gear indicators
L R System Test Panel
ICING Centre Instrument Stall protection system - ice mode

AOA
Panel active
5. White Captions
NOTE: In the simulator (as well as in the real aircraft), the lettering of the white cap-
tions will be white, and will be displayed against a black background.
* Roof Panel Fuel LP valves shut

SHUT Fuel Management
* Lower Centre Panel Hydraulics LP valves shut

SHUT Hydraulics
NOTE: Captions marked * have separate warnings for the left and the right systems.
31
H. Indication Lights
Remote indication lights give annunciation. They are installed adjacent to operat-
ing controls or indicators specified in the relevant chapters of this document.
Two red indication lights are located on the center console. The lights are marked
FIRE, for both the left and the right systems. There is also a remote indication
light on each condition lever that indicates a fire warning for the associated left or
right engine.
Two small green indication lights are located on top of the engine display panel.
The lights are marked TTL and show the normal operation of the by-pass torque
motor in the left and the right systems.
I. Audio Warning System
Tone Warning Condition
Bell Fire Powerplant fire

Clacker Overspeed VMO exceeded
Continuous horn Landing gear Gear not locked down
Intermittent horn TOCWS Unsafe take-off configuration
2-second cavalry Autopilot disconnect Autopilot failure/disconnect
charge
Musical ‘C’ Chord Altitude alert Selected altitude exceeded
(climb or descent)
Triple low chime Master warning Red CAP caption
Single chime Master caution Amber CAP caption
32
Lighting
4. Lighting
A. External Lighting
1. Navigation lighting is provided by dual navigation lights installed in each

wing tip and in the rear tail cone.
2. Anti-collision lighting is provided by a white and a red strobe light on the

top of the vertical stabilizer, and a white strobe light on the fuselage ventral
pod.
3. Landing lights are installed on the nose landing-gear leg and the beams
angled to give the required lighting on the approach. A taxi light on the nose
landing-gear leg gives a wide beam of light for taxiing.
4. An ice observation light is installed in the outboard cowling of each engine

nacelle. These lights allow observation of ice build up on the leading edge
of the wings.
5. Conspicuity lighting is fitted to each wing tip. This lighting allows the air-
craft to be seen whilst in flight with the landing gear up.
33
Lighting
6. Switches for external lighting are installed on the flight deck roof panel and
are labelled as follows:
Legend Switch Label Lights
BEACON ON/OFF Red vertical stabilizer strobe

NAV ON/OFF/NAV Navigation lights
STROBE ON/OFF White vertical stabilizer and
lower fuselage strobes
ICE OBS ON/OFF/SERVICE ON Ice observation lights or
service lighting in the avionics
bay
CONSPIC ON/OFF Wingtip conspicuity lights
LAND LEFT ON/OFF Left landing gear light (nose
landing gear leg)
LAND RIGHT ON/OFF Right landing gear light (nose
landing gear leg)
TAXI ON/OFF Taxi light (nose landing gear
leg)
34
Lighting
B. Flight Deck Lighting
A flood light is provided for the flight deck and is installed on the left bulkhead be-
hind the first pilot (left side). Each flight crew member is provided with a reading
light. The reading lights are installed at either side of the flight deck roof panel,
directly above the seats.
The flood light is controlled by a F/DECK FLOOD switch on the roof panel which
can be set to ON or OFF. Power to the flood light is from the left battery busbar.
A PANEL FLOOD switch on the coaming panel controls a flood light in each of
the side consoles and in the left and right instrument panels. The switch can be
set to ON or OFF. Four other flood lights, two in each of the left and right side
consoles, are controlled via the CONSOLES switch on the INST LIGHTING panel,
which is situated on the roof panel.
Instrument and panel lights are controlled by rotary switches on the INST LIGHT-
ING panel on the roof panel. There are separate controls for ROOF, G/SHIELD,
MAIN PANEL (LEFT and RIGHT) and CONSOLES.
35
Lighting
C. Emergency Lighting
External emergency lights are provided to elliminate the:
- Overwing escape route (below each overwing emergency exit)

- Bottom of the fuselage (adjacent to each wing trailing edge)
- Passenger-door step area (on the left forward galley)
The cabin emergency lighting consists of the following:
- Exit marking signs

- Exit locating signs
- Illuminated floor proximity escape path marking
- General cabin illumination
- Vestibule lighting
The illuminated floor proximity lighting consists of floor track lights along the left
side of the passenger cabin.
The emergency lights and all the cabin exit signs are powered by batteries
charged from, but independent of the main electrical system. The batteries will
provide power for a period of 10 minutes when activated.
The emergency lights are controlled by switches on the flight deck roof panel and
at the cabin attendant’s position. The flight deck switch is labelled EMERGENCY
ON/ARM/OFF and is guarded with a spring loaded guard.
36
Lighting
Caption Condition
ON Emergency lights on, powered from their own batteries which

remain on charge when a generator is on-line.
ARM The emergency lights come on automatically when the power
supply to the emergency lighting power pack is disconnected.
OFF Emergency lights off. If the switch is in the OFF position, and
both generators are on-line, a CAP EMER (amber) caption
LTS
will come on.
The EMERGENCY LIGHTS switch at the rear flight attendant panel is labelled
NORMAL/ON and if switched ON causes the CAP EMER (amber) caption to
LTS
come on as described above.
37
Lighting
D. Cabin Lighting
The passenger cabin lighting consists of the following:
- Overhead fluorescent lighting controlled from the rear flight attendant panel
- Window wash lighting controlled from the rear flight attendant panel
- NO SMOKE signs controlled by a switch on the flight deck roof panel
labelled NO SMOKE ON/OFF.
- FASTEN SEATBELTS signs are controlled by a switch on the flight deck
roof panel labelled FASTEN SEATBELTS ON/OFF.
- Return-to-seat indicator, installed in the toilet, controlled by the FASTEN
SEATBELTS switch on the flight deck roof panel.
- Passenger reading lights controlled by individual switches at the passen-
ger service units.
- Vestibule lights on the forward, centre and rear areas of the cabin con-
trolled by a VESTIBULE LIGHTS switch at the forward attendant panel.
E. Additional Lighting
Lighting is also provided for:
- Main baggage compartment, controlled by a switch in the compartment.

A five minute time delay is incorporated into this switch to prevent a drain
on the aircraft batteries.
- Ventral pod baggage compartment, controlled by a switch in the compart-
ment. This switch also has a five minute time delay.
- Refuel panel, controlled by a micro switch which is activated when the
refuel panel access door is opened.
38
Chapter 2 - Flying Controls
Chapter 2 - Flying Controls

List of Contents
1. FLYING CONTROLS 8-2-2
A. General 8-2-2
B. Ailerons and Aileron Trim 8-2-2
C. Elevators and Elevator Trim 8-2-3
D. Rudder and Rudder Trim 8-2-4
E. Failure Protection 8-2-5
F. Gust Locks 8-2-6
2. STALL WARNING AND PROTECTION 8-2-7
A. General 8-2-7
B. Angle of Attack (AOA Sensor) 8-2-7
C. Signal Processor 8-2-7
D. Power Supplies 8-2-8
E. Flight Data Aquisition Unit (FDAU) 8-2-8
F. BITE (built-in test equipment) 8-2-9
G. Self Test 8-2-9
H. Stick Shaker 8-2-9
I. Stick Push 8-2-9
J. Air Data Computers (ADC) 8-2-10
K. Modes of Operation 8-2-10

Chapter 8.2 - Flying Controls
Flying Controls
1. Flying Controls
A. General
The primary flying controls consist of manually operated ailerons, elevators and
rudder. A conventional control column and adjustable rudder pedals at each
pilot’s position operate the control surfaces by cable and lever systems.
Secondary control is provided by the aileron, elevator and rudder trim systems.
A gust lock system is also provided. The wing flap and spoiler system are de-
scribed in Chapter 9 (Hydraulics System).
The elevator and aileron primary control circuits are duplicated so that in the
event of a primary control disconnection, half the primary control will be avail-
able plus the trim circuits.
Adjustment of the geared tabs is by cable and chain driven non-reversable

screw jacks. All tabs are connected to their jacks with dual rods to avoid flutter if
a rod becomes disconnected.
B. Ailerons and Aileron Trim
Ailerons: Two separate cable and rod systems connect the two control hand
wheels to the opposite ailerons. The two systems act together to provide dif-
ferential aileron movement. This is achieved by interconnecting the two systems
with a push rod.
The cable systems are seperated in the fuselage and terminate at operating
quadrants on the wing rear spar. A system of push rods along the rear spar con-
nect the quadrants to the ailerons. Each system has fixed stops at the control
surface and adjustable stops at the control column.
The chain and sprocket mechanisms are totally enclosed within the control col-
umns to prevent damage by foreign objects. All other mechanisms in the flight
deck and cabin are covered by secured floor panels.

Flying Controls
B. Ailerons and Aileron Trim (continued...)
The interconnecting push rod between the two control columns is fitted with a
disconnect device which is normally engaged. If the aileron system fails to move
freely or does not operate within limits, the disconnect device is operated by a
pull handgrip on the center console. Operating the disconnect device separates
the two cable and rod systems of the aileron, making control available through
half the aileron system.
Once operated, the disconnect device cannot be reset without maintenance ac-
tion on the ground.
Aileron Trim: A geared balance tab mechanism is fitted on the left aileron, con-
nected to the wing structure through a dual load path non-reversable screw jack.
The screw jack is controlled through chain and sprocket, and cable and pulley
systems from a hand wheel at the rear of the center console.
A trim position indicator is provided on the centre console.
C. Elevators and Elevator Trim
Elevators: Two separate cable and rod systems connect the two floor mounted
control systems to their respective elevator. The two control systems act to-
gether because the columns are mounted on a common torque tube.
The cable systems are seperated in the fuselage and terminate at an operating
quadrant at the base of the vertical stabiliser. Separate systems connect push
rods to their associated elevator torque tubes. Each system is fitted with primary
stops at the control surface and secondary stops at the control columns.
The two aft quadrants are spring loaded to give an elevator down bias. In flight
the spring loads are balanced by trim application.
The torque tube between the control columns is fitted with a disconnect device
which is normally engaged.

Flying Controls
C. Elevators and Elevator Trim (continued...)
If the elevator system fails to move freely or does not operate within limits, the
disconnect device is operated by a pull hand grip on the center console. Oper-
ating the clutch separates the two cable and rod systems of the elevator and
allows control of one elevator and trim to be maintained.
Once operated, the disconnect device cannot be reset without maintenance ac-
tion on the ground.
Elevator Trim: Geared trim tabs are fitted to each elevator. Dual load path trim
screw jacks are controlled by chain and sprocket and cable and pulley systems
from handwheels on each side of the centre console.
A trim position indicator, with the take-off setting clearly marked, is provided on
the centre console.
D. Rudder and Rudder Trim
Rudder: A cable system connects the output from both sets of floor mounted
rudder pedals to the rudder drive quadrant at the base of the rudder post.
In the event of a single cable system becoming disconnected in the duplicated

part of the system, the remaining part of the system gives 100% control.
In the event of a cable becoming disconnected other than in the duplicated part
of the system, aircraft control is by use of trim and ailerons.
If the rudder is jammed, aircraft control can be maintained by using the ailerons
and differential engine power.
Rudder Trim: The rudder trim system is controlled from a handwheel at the rear
of the centre console, through a chain and sprocket, and, a cable and pulley
system.
A trim position indicator is provided on the centre console.

Flying Controls
E. Failure Protection
The aileron and elevator primary control systems are provided with disconnect
devices to protect the aircraft against failure of either system. When activated,
in the event of a primary control restriction, the functioning half of the relevant
system continues to operate. Maintenance action, on the ground, is required to
reset an activated disconnect device.
The rudder remains fixed if it becomes jammed. Compensation for yaw can be
achieved by the use of the ailerons and differential engine power.
The decoupling handles for the elevator and aileron control systems are on the
lower centre panel and are marked PITCH and ROLL respectively. The handles
are pulled outwards to arm the system, and twisted clockwise to decouple either
control system.
If either handle is pulled out but not turned clockwise, it can be pushed back
(forward) and the system will be de-armed.
CONT
When a decoupling action has taken place, a CAP DISC
(amber) caption will
illuminate on the CAP.
The system ensures that no single failure will prevent continued safe flight and
landing. The aileron and elevator primary control circuits are duplicated. Half the
primary circuit and full trimming are still available following a disconnection. The
aileron surfaces are protected against up-float to allow the remaining aileron to
be fully effective. Although the rudder primary control is not duplicated, the trim
circuit is still available if the rudder jams.

Flying Controls
F. Gust Locks
Internal mechanical locks are provided for each primary control circuit. The
aileron lock is located on the flight deck. The elevator lock is located in the rear
equipment bay. The rudder lock is located in the base of the rudder.
The gust lock system is connected to a control lever mounted on the right side
of the centre console. The lever position indicates the position of the locks. With
the lock IN, the lever is clearly visible to both pilots.
Each lock is spring loaded to the OUT position and can be withdrawn by gravity,
as an additional safeguard, after the gust lock lever has been set to the
UNLOCKED position.
A mechanical interlock provides a baulk to prevent simultaneous advancement

of the power levers into the POWER range unless the control locks are fully out.
This interlock also prevents selection of the control locks to the LOCK position
with both POWER levers in the flight range.

Stall Warning and Protection
2. Stall Warning and Protection
A. General
The stall warning and protection system consists of two analogue signal proces-
sors, two angle-of-attack (AOA) sensors, two stick shakers operating on the
control columns and a stick push acting on the left-elevator operating quadrant.
These form two independent identical systems, left and right, each monitoring
airflow angle and providing warnings to the crew.
B. Angle of Attack (AOA) Sensor
The AOA sensors are mounted symmetrically on either side of the fuselage.
Each AOA sensor provides local airflow angle and sends the information to both
signal processors. The BITE in the processors cross monitor the AOA sensors.
The AOA sensors have integral vane and case heaters to prevent icing and
condensation.
C. Signal Processor
The signal processors are installed under the flight deck floor.
The signal processors get input from both AOA indicators and a fault warning is
given if the local airflow angles differ by more than 6 degrees. The local airflow
angle is then compared with a preset value dependent on the aircraft configura-
tion. If the airflow angle exceeds the preset value (equivalent to the local angle
at 1.07 Vs) a stall shaker warning output is generated which operates the stick
shaker, providing audible and tactile warnings to the crew.
NOTE: When either the left or right stall warning system detects a stall condition, a
stick shaker slave-relay in the autopilot system is energised. This activates the
GPWS audio suppression circuit, which disconnects the autopilot and inhibits
the GPWS audio call-outs.
If the airflow angle exceeds a second preset value (equivalent to the local angle
at Vs), a stall ident/stick push function is generated. This provides a visual warn-
ing (STALL caption on coaming panel for each processor) and a stick push to 8°
elevator down position.

C. Signal Processor (continued...)
Each signal processor has a 0.5 ‘g’ switch which disables the stick push func-
tion when the aircraft experiences a negative vertical acceleration increment of
0.5 ‘g’ or greater. This prevents excessive pitch rates in the landing flap configu-
ration.
Inputs from the weight-on-wheels (WOW) switches disable the system on the
ground. A time delay disables the system until three seconds after take-off.
The stick push function is disabled if either pilot presses one of the four il-
luminated switch indicators mounted on the coaming panel. Stall warning will
continue to operate but the stall identification/stick push system cannot be reset
until the aircraft is on the ground. The reset switch, on the flight deck mainte-
nance test panel, is not accessible to the pilots.
When the stick push is disabled, the stall identification light on the coaming
panel goes out and the CAP L STALL or R STALL caption comes on
(dependent on which stall identification output from the signal processor has
been disabled).
D. Power Supplies
The left signal processor is powered from the 28v DC left essential busbar and
the right processor from the 28v DC right essential busbar.
E. Flight Data Acquisition Unit (FDAU)
Both signal processors send data of local airflow angle to the FDAU.

F. BITE (Built-In Test Equipment)
The signal processor contains the following BITE:
- AOA sensor signal failure

- AOA sensor heater failure
- Flap input invalid
- Power supply failure
- Comparator valid
If a failure is detected the CAP L STALL and R STALL (amber) captions come
on.
G. Self Test
Each signal processor and its associated AOA sensor can be tested by spring-
loaded switches on the systems test panel of the right side console. Labelled
L STALL and R STALL the switches induce stick shaker and audio indications
through the signal processor. To operate the stick push, both systems must be
tested together and the hydraulic pressure must be normal.
H. Stick Shaker
Independent stick shakers, one mounted on each control column, give tactile
warning when stall warning output is received from the associated signal proces-
sor.
I. Stick Push
The stick push is a hydraulic ram controlled by two electric solenoids connected
in series. The solenoids are independently controlled by the left and right signal
processor stall identification outputs. Both solenoids must be energised to allow
the flow of hydraulic fluid to activate the stick push. Hydraulic power is provided
by the normal hydraulic power system at 2000 psi.
Visual warning is provided by STALL (red) switch indicators on the coaming

panel when a stall identified signal is received from the associated signal proces-
sor.

I. Stick Push (continued...)
When activated, the stick push operates on the left elevator operating quadrant to
push the elevator down to the nose down 8° position (8 degrees down from the
mean aerodynamic chord).
The right elevator is also driven down because the left and right elevator control
circuits are connected through the control column.
The stick push can be overpowered by pulling back on the control column with a
stick force of approximately 75 lb.
J. Air Data Computers (ADC)
The left and right signal processors provide outputs to the left and right ADCs.
The data is used by the ADC to calculate 1.07 Vs for display on the IAS tape of
the EFIS EADI as a low speed awareness red band below 1.07 Vs.
K. Modes of Operation
1. Ground Mode
The system is in the ground mode when the weight-on-wheels (WOW)

switches indicate the aircraft is on the ground. In this mode the stall warn-
ing and identification functions are disabled and the test functions are
enabled.
2. Air Mode
The system enters the air mode three seconds after the weight-on-wheels
switches indicate that the aircraft is off the ground. The stall warning and
identification functions are enabled and the test mode disabled for flight.
10
K. Modes of Operation (continued...)
3. Ice Mode
The ice mode can only be enabled with the system in the air mode and the
left or the right engine intake anti-ice system active. When the system is in
the ice mode the stall warning angles at which stick shake and stick push
occur are reduced.
The system is in the ice mode when the left or the right ADC generates a
speed signal of more than 145 kt IAS to the signal processors, and the left
or the right ENG/ELEV ANTI-ICE switch is set to the ON position.
A STALL ICE MODE PUSH TO CANCEL switch/indicator is installed on the

center instrument panel, the indicator caption reads ICING AOA. When the
ice mode is active the switch/indicator ICING (green) caption comes on.
AOA
The ice mode stays active at all aircraft configurations and airspeeds, pro-
vided that an airspeed of more than 145 kt IAS has been attained during the
flight.
The ice mode is disabled and the system reverts to normal (no ice) opera-
tion if the pilot sets the left and the right ENG/ELEV ANTI-ICE switches to
OFF and presses the STALL ICE MODE TO CANCEL switch/indicator. The
ice mode is disabled automatically when the engines stop at the end of the
flight.
4. Test Mode
The mode can only be enabled with the system in the ground mode. By
operation of the L and R STALL TEST switches on the right side console the
systems can be checked independently, to give stall warning stick shaker
and audio indications, or together, to give stall identification stick push indi-
cations. The stick push will not operate without normal hydraulic pressure.
11
K. Modes of Operation (continued...)
5. Fail Mode
The system is in the fail mode when a failure is detected by the BITE. In this
mode the CAP L STALL or R STALL (amber) captions are illuminated
and the associated stall identification outputs are disabled.
12
Chapter 3 - Air Conditioning and Pressurization
Chapter 3 - Air Conditioning and Pressurization

List of Contents
1. AIR CONDITIONING
A. General 8-3-2
B. Control and Indication 8-3-2
2. CABIN TEMPERATURE SENSORS AND INDICATION 8-3-4
A. General 8-3-4
3. AIR CONDITIONING SYSTEM PERFORMANCE 8-3-5
A. Cooling 8-3-5
B. Heating 8-3-5
4. RECIRCULATING FAN 8-3-6
A. General 8-3-6
B. Control 8-3-6
5. PRESSURIZATION 8-3-7
A. General 8-3-7
B. Components 8-3-7
C. Indications and Warnings 8-3-8
6. PRESSURIZATION MODES OF OPERATION 8-3-9
A. Normal Operation (AUTO mode) 8-3-9
B. Automatic Pre-Pressurization on the ground 8-3-9
C. Flight Sequence 8-3-9
D. Automatic Depressurization on the ground 8-3-10
E. Automatic Mode Test 8-3-10
F. Reversionary Operation (Manual Mode) 8-3-10
7. PRESSURIZATION SYSTEM PROTECTION 8-3-11
A. Cabin Altitude Limitation 8-3-11
B. Rapid Depressurization 8-3-11
C. System Inputs 8-3-11

Chapter 8.3 - Air Conditioning and Pressurization
Air Conditioning
1. Air Conditioning
A. General
The aircraft has an environmental control system (ECS) installed. The ECS sup-
plies all the necessary heating, cooling and ventilation for the aircraft. The pas-
senger cabin and flight deck temperatures are set independently from controls
on the flight deck.
Air for cabin air conditioning and pressurization is provided by engine High
Pressure (HP) and Low Pressure (LP) bleed air. Bleed air from both engines is
independently regulated for pressure and flow, then ducted to two Air Condition-
ing Packs (ACP) in the forward end of the ventral pod.
Each ACP conditions the bleed air to the correct temperature, pressure and
humidity for distribution. Conditioned air is distributed along the length of the
passenger cabin, and to the flight deck at each pilot station.
B. Control and Indication
1. Flow Control
Flow control is achieved by the PRSOVs (Pressure Regulating and Shut-Off
Valve) and an independent FLOW selector for each valve. There is a PRSOV
installed in each engine nacelle. The flow selector is installed on the lower
centre console.
When a flow selector is turned fully clockwise, the related PRSOV regu-
lates the output pressure to 33 psi (±3). This is the maximum flow condi-
tion. Counter-clockwise rotation of the FLOW selector gradually closes the
PRSOV. The system has independent mass flow control to the FLIGHT DECK
(right control) and CABIN (left control).
2. Temperature Control
Control of the cabin and flight deck temperature is through a three-way
Temperature Control Valve (TCV). The TCV regulates the flow of hot air to
by-pass the CAU (Cold Air Unit).

Air Conditioning
2. Temperature Control (continued...)

This hot air is then mixed with cool air at the CAU turbine outlet. Temperature
adjustment can be set to automatic or manual.
Automatic control is by the operation of an independent AUTO ON/OFF/RE-

SET switch for both CABIN and FLIGHT DECK. The switches are installed in
the AIR CONDITIONING control panel on the lower centre panel (console) of
the flight deck.
When AUTO ON is selected, the cabin or flight deck temperature is deter-

mined by the position of the TEMPERATURE controller. The temperature is
controllable within the +18°C (max DEC) to +27°C (max INC). A tempera-
ture controller, installed in the flight deck, compares this set temperature
with signals from the duct temperature sensor and cabin or flight deck
sensors.
If the AUTO control fails, a MANUAL control is available. Set the AUTO
switch to OFF and the temperature is now controlled with the MANUAL
INCrease/OFF/DECrease switch. The switch gives direct manual control of
the TCV and is spring loaded to the OFF position.

Cabin Temperature Sensors and Indication
2. Cabin Temperature Sensors and Indication
A. General
Temperature sensors are installed in the passenger cabin roof and flight deck
roof. A jet pump is provided to give a continuous flow of air over the sensors.
A cabin temperature indicator is installed on the lower centre panel, graduated in

increments of 2°C up to 40°C. The indicator receives a signal from the tempera-
ture sensor in the passenger cabin. Temperature is shown on the indicator when
the cabin temperature control system is in either AUTO or MANUAL mode.

Air Conditioning System Performance
3. Air Conditioning System Performance
A. Cooling
With the aircraft on the ground and under the following conditions:
- Engines at TAXI RPM

- An ambient air temperature of ISA +25°C
- 30 passengers and 3 crew
it is possible to set a system minimum inlet temperature of 3°C and obtain a

maximum flight deck/passenger cabin temperature of 18°C. This is with both
systems in operation.
B. Heating
When the aircraft is in flight and under the following conditions:
- An ambient air temperature of ISA -25°C

- 30 passengers and 3 crew
it is possible to set a system minimum inlet temperature of 75°C and obtain a

maximum flight deck/passenger cabin temperature of +27°C. This is with both
systems in operation.

Recirculation Fan
4. Recirculation Fan
A. General
The recirculation fan can be used to recirculate the air in the cabin when the ECS
is not operating. The recirculation fan provides a continuous air flow through the
punkah louvre (adjustable air vent) outlets in the cabin.
The recirculation fan can be used on the ground and in all conditions of flight.
The recirculation fan assembly consists of a ducted fan which is driven by an

electric motor. A check valve is situated in the outlet duct of the fan enclosure.
The recirculation fan is installed in the main baggage compartment.
B. Control
The recirculation fan is controlled by the RECIRCulation FAN switch mounted on

the control panel on the right console of the flight deck.
The RECIRCulation FAN switch is used to select the recirculation fan to HIgh (full
flow), LOW (50% flow) or OFF.
The RECIRCulation FAN switch power supply is from the 28V dc non-essential
busbar.

Pressurization
5. Pressurization
A. General
The aircraft has a Cabin Pressurization Control System (CPCS) installed. Cabin
pressure is controlled by regulating the outflow of passenger cabin air through
an electro-pneumatic outflow valve installed on the rear pressure bulkhead.
The normal operating differential pressure is controlled at 5.7 psi to permit a
maximum cabin altitude of 8,000 ft at the maximum aircraft operating altitude of
25,000 ft.
B. Components
The CPCS includes the following components:
- Electro-pneumatic outflow valve

- Pneumatic outflow valve
- Electro-pneumatic controller
- Jetpump
- Cabin air filter
1. Electro-Pneumatic Outflow Valve

This valve is installed on the rear pressure bulkhead. It regulates the cabin
pressure in the AUTO mode of operation. In addition to the normal differen-
tial pressure of 5.7 psi the valve also includes an overpressure relief at 6.0
psi, negative pressure relief at minus 0.3 psi and a cabin altitude limit of
14,500 ft. (±500).
2. Pneumatic Outflow Valve
This valve is installed on the forward pressure bulkhead. It regulates the
cabin pressure in the MANUAL mode of operation. The valve also provides
overpressure relief at 6.0 psi and negative pressure relief at 0.3 psi.
3. Electro-Pneumatic Controller
Installed in the flight deck lower centre panel the controller includes AUTO
and MANual controllers.

Pressurization
4. Jetpump
Installed in the ventral pod, it supplies a negative pressure for both outflow
valves and the cabin pressure controller. The jetpump is fed with HP (High
Pressure) bleed air, regulated at 21.5 psi, from the airframe de-ice low-pres-
sure manifold.
5. Cabin Air Filter

Installed forward of the rear pressure bulkhead, it filters cabin air supply to
the electro-pneumatic outflow valve.
C. Indications and Warnings
1. Indication Gauges
Two gauges are installed in the lower centre panel. A combined gauge to
show:
- Cabin altitude
- Cabin pressure differential
A rate of climb gauge is also provided.
2. Pressure Warning System
If the pressure in the cabin falls and the altitude exceeds 10,000 ft (±500),
a low cabin pressure warning switch will operate and a CAP CABIN
HI ALT
(red) caption will come on. A signal is also sent to the flight
data acquisition unit.

Pressurization Modes of Operation
6. Pressurization Modes of Operation
A. Normal Operation (AUTO mode)

For the normal (AUTO mode) operation, the guarded AUTO/MAN switch on the
electro-pneumatic controller must be set to AUTO and the AUTO caption must be
on.
The controller, when in AUTO mode, controls the passenger cabin altitude and
rate of change. The destination altitude must be set before take-off, except when
the destination altitude is greater than 8,000 ft. In this case the altitude must
be set to 8,000 ft before take-off and the actual destination altitude set during
descent. This will prevent the in-flight cabin altitude exceeding 8,000 ft. The
electro-pneumatic outflow valve is controlled automatically.
B. Automatic Pre-Pressurization On the Ground

The function of this sequence is to prevent cabin pressure surges and the need
for pressure adjustment during take-off. The sequence is started through the
weight-on-wheels (WOW) switches and when the POWER levers are advanced
to the take-off position.
With air-conditioning ON for take-off, the cabin altitude descends at 400 ft/min to
300 ft differential altitude. With the airconditioning OFF, both pneumatic outflow
valves will close.
C. Flight Sequence
At the end of the take-off sequence and when the weight-on-wheels switches in-
dicate that the aircraft has left the ground, the normal flight sequence is started.
The pressurization system will give minimum cabin altitude based on a maxi-
mum pressure differential of 5.7 psi. The cabin maximum altitude is 8,000 ft un-
less a higher landing altitude is set on the controller. The maximum rate of climb
of the cabin is 620 ft/min and maximum rate of descent is 400 ft/min.
If there is an emergency descent, indicated by a high aircraft rate of descent, the

system increases the cabin rate of descent but to no more than 1,100 ft/min.

Pressurization Modes of Operation
D. Automatic Depressurization on the ground

To prevent changes in cabin pressure during landing, the aircraft will land with a
differential cabin altitude of minus 300 ft.
When the aircraft is on the ground with the POWER levers moved behind FLIGHT
IDLE, the automatic depressurization sequence is started. The cabin is depres-
surized at a rate of climb of 620 ft/min and, when no residual pressure exists,
both outflow valves are fully open.
E. Automatic Mode Test

A test of the automatic mode is done with the aircraft electrical power set to ON.
If a system fault is found, a CAP PRESS (amber) caption comes on and a
fault code appears on the cabin pressure controller LCD display. The
test and indication system operates continuously during operation in the auto-
matic mode.
If a fault code is present on the display it should be recorded for technical de-
brief. To reset the display, cycle the controller to MAN and back to AUTO.
F. Reversionary Operation (Manual Mode)

If the automatic mode fails then manual operation of the pressurization system is
available. The guarded AUTO/MAN switch on the cabin pressure controller must
be set to MAN. This is indicated by a MAN caption on the switch.
In MANUAL mode the pneumatic outflow valve is opened pneumatically by the

manual controller. The controller will allow the pilot to select any cabin altitude
rate of change between a descent of 1,500 ft/min and a climb of 2,500 ft/min.
The controller must be slowly adjusted to achieve the desired rate of change of
cabin height. When the required cabin altitude is reached a zero rate of change
should be set. During operation in the manual mode the electro-pneumatic out-
flow valve will remain closed.
10
Pressurization System Protection
7. Pressurization System Protection
A. Cabin Altitude Limitation

If the cabin altitude reaches 14,500 ft the opening of the electro-pneumatic
outflow valve decreases to maintain the cabin altitude at this value.
NOTE: If the cabin altitude reaches an abnormal reading (especially when the 10,000 ft
indication illuminates) check that the manual control knob is correctly set.
B. Rapid Depressurization
If it is necessary to dump the cabin pressure whilst in either automatic or manual
modes then the guarded DUMP switch must be set to ON. This will be indicated
by the caption on the switch.
The dump selection activates the electro-pneumatic outflow valve to the fully
open position. However, when the cabin reaches an altitude of 14,500 ft
(±500) the cabin altitude limitation device will override the dump function and
the cabin will be held at this altitude. With an aircraft altitude of 26,000 ft the
cabin will rise from 8,000 ft to 14,500 ft in 20 seconds.
If further rapid depressurization is required the manual control can be used,

whilst in the manual mode, to completely dump pressurization. This will raise the
cabin altitude at a rate of 2,500 ft/min.
C. System Inputs
1. Automatic Mode Discreet Inputs

The automatic mode controller has discrete inputs of:
- Door open signal
- POWER lever switch position
- Weight-on-wheels (WOW) switch position
The door open signal prevents the aircraft being pressurized unless the
door is closed and locked. The POWER lever and weight-on-wheels inputs
identify the correct mode of operation for the controller.
11
Chapter 4 - Emergency Equipment
Chapter 4 - Emergency Equipment

List of Contents
1. EMERGENCY EQUIPMENT 8-4-2
A. Emergency Hydraulic Hand Pump Handle 8-4-2

Chapter 8.4 - Emergency Equipment
Emergency Hydraulic Hand Pump Handle
1. Emergency Equipment
A. Emergency Hydraulic Hand Pump Handle

An emergency hydraulic hand pump handle is located on the inboard side of the
co-pilot’s seat support.

Chapter 5 - Electrical System

List of Contents
1. DC ELECTRICAL SYSTEM 8-5-3
A. Battery System 8-5-3
B. Standby DC Power Supply 8-5-5
C. External Power System 8-5-6
D. Generator System 8-5-7
2. DC DISTRIBUTION SYSTEM 8-5-9
A. Busbar System 8-5-9
3. DISTRIBUTION CONTROL 8-5-13
A. Contactors 8-5-13
B. Remote Control Circuit Breakers (RCCBs) 8-5-15
C. Switches 8-5-15
D. Warnings 8-5-16
4. DC SYSTEM OPERATION 8-5-17
A. Normal 8-5-17
B. External Power 8-5-17
C. Internal Battery Power 8-5-17
D. Generator Power 8-5-18
E. Abnormal Operation (Single Generator Failure) 8-5-18
F. Abnormal Operation (Double Generator Failure) 8-5-19
G. Generator Reset 8-5-19
H. Busbar Earth Faults 8-5-20
5. PROCEDURES 8-5-21
A. On the Ground - Energising Busbar 8-5-21
B. Ground Engine Starting - External Power 8-5-21
C. Ground Engine Starting - Internal Power 8-5-22
D. Emergency Procedures 8-5-23


List of Contents (continued...)
6. AC POWER 8-5-24
A. Inverters 8-5-24
B. AC Distribution System 8-5-24
C. Control 8-5-24
D. Protection and Fault Warning 8-5-25

Chapter 8.5 - Electrical System
DC Electrical System
1. DC Electrical System
The aircraft electrical power system is predominantly dc, with ac used only for
the avionics and instruments. The internal dc electrical power is supplied by two
engine-driven starter/generators and two batteries.
A Ground Power Unit (GPU) can be used to supply the aircraft with dc power whilst
it is stationary on the ground. Two static inverters, which are powered from the dc
system, supply ac power at a set frequency.
Power distribution is through a busbar system which groups the loads as crash,
emergency, essential and non-essential. Crash loads are connected directly to the
battery busbars.
Control of the electrical power supply is through switches installed in the dc and
ac control panels in the flight deck roof panel. Normal, abnormal and emergency
operation, and failure indications are shown on the Central Annunciator Panel (CAP)
and flight deck roof panel.
The aircraft electrical bay is located in the ventral pod aft of the hydraulic bay.
A. Battery System
Two 24 Volt nickel-cadmium (NiCad) batteries are installed in the electrical bay
of the aircraft. The batteries have sufficient capacity to supply all emergency
loads for 30 minutes IMC, and 30 minutes VMC, following a failure of all gener-
ated power.
1. Battery Contactors
Each battery is connected to its battery busbar though a Remote Control

Circuit Breaker (RCCB). A battery contactor connects each battery to
the relevant dc distribution system. The RCCB and battery contactor are
installed in a Power Distribution Unit (PDU).

1. Battery Contactors (continued...)
Each battery has a related BATT ON/OFF switch and BATT (amber)
caption. The switches and captions are installed in the roof panel and are
labelled LEFT and RIGHT.
If the battery system is serviceable and there is no GPU connected, the bat-
tery contactors close when the BATT switches are set to ON.
When the GPU is connected and set to ON the battery contactors are
opened automatically. This disconnects the batteries from the system and
the BATT (amber) captions in the roof panel come on regardless of the
BATT switches position.
2. Battery Overheat
Installed in each battery are two thermal sensors. These sensors control the
battery overtemperature warning and automatic disconnect function.
The overtemperature warning circuit causes a HI TEMP (amber) caption in the

roof panel to come on if the battery temperature reaches 60 °C. If corrective
action is not taken and the battery temperature reaches 71°C the battery
contactor is opened automatically. This disconnects the battery and the
related BATT (amber) caption in the roof panel comes on.
If a HI TEMP (amber) caption comes on, set the applicable BATT switch in
the roof panel to OFF. The caption will go off when the battery temperature
decreases to less than 39°C.
Do not set the battery to ON unless it is necessary for flight safety following
a total failure of all generated power.

3. Battery Charging
The batteries are charged from the engine-driven generators. They cannot
be charged from a GPU. The on-line generators charge the batteries when
the BATT switches are ON and the BATT (amber) captions are off. The
battery charging current, controlled by the Generator Control Unit (GCU), is
shown as part of the generator load.
4. Battery Voltage and Current
To check the battery voltage and current: set the four position rotary switch
in the roof panel to BATT. The voltage and current are shown digitally on the
meters above the switch. Do not use the battery for internal power starts if
the battery voltage is less than 24.0V dc.
When the current is displayed on the meter a:
- positive figures indicates the batteries are being charged

- a - (minus) before the digits indicates the batteries are being dis-
charged: i.e. supplying an electrical load.
B. Standby DC Power Supply
A standby dc power supply is provided by a nicad battery to maintain the AHRS

(see Avionics, Chapter 11) supply voltage above 18V dc during an internal
battery engine start. It is also used to maintain the energisation of some PDU
contactor coils during certain fault conditions. The standby dc power supply is
installed under the flight deck floor.
A STBY INST PWR SUPPLY switch is located on the centre instrument panel.
When the switch is set to NORM, power for the standby instruments is supplied
by the 28V dc emergency avionic busbar. When the switch is set to STBY, 24V
dc is enabled from the standby battery busbar to the standby instruments.

B. Standby DC Power Supply (continued...)
A standby dc power supply (STBY PWR) PTT indicator/switch is provided on

the SYSTEM TEST panel (right side console). When the switch is pressed, an
indication of the output voltage of the standby dc power supply internal battery
is given. The TEST indicator (white) will come on when the output voltage is 24V
dc or more. The NO CHARGE indicator (amber) will come on when the battery
output voltage is at OV dc.
C. External Power System
A standard three pin external power socket is installed on the right side of the
aircraft in the wing to fuselage aft fairing.
1. External Power Contactor
The external power contactor connects the GPU output to the electrical
power distribution system. The contactor is installed in the left PDU and is
operated by the GND PWR ON/OFF switch in the roof panel.
Undervoltage and overvoltage detection relays are situated in the left PDU.
The relays disconnect the GPU if an undervoltage or overvoltage condition
is detected.
When a GPU is connected and set to ON the external power contactor is

closed and the GPU (green) caption in the roof panel comes on.
ON
The GPU output is then supplied to the distribution system through the
cross-tie busbar and the busbar-tie contactors. The cross-tie busbar is nor-
mally isolated in-flight by the open bus-tie contactors. Whenever the bus-tie
contactors are closed a BUS TIE (green) caption in the roof panel comes on.
CLOSED
While the GPU is ON the battery contactors are open, the batteries are iso-
lated and the (amber) captions in the roof panel are on.
BATT

2. GPU Voltage
To check the GPU output voltage, set the four position rotary switch in the
roof panel to EMERG/GND VOLTS. The voltage showing digitally on the ap-
plicable meter above the rotary switch must not be less than 28.0V dc.
NOTE: This check should be carried out before the GND PWR switch is
selected ON.
A GPU with a minimum current rating of 550 Amperes continuous, 1500

Amperes intermittently and current limited in the range of 1500-2000 Am-
peres should be used for engine starting.
D. Generator System
Two engine-driven starter/generators supply the generated dc power. Each

starter/generator has a related GCU and an engine-start Generator Line Contrac-
tor (GLC).
1. Starter Generator
A 28V dc starter/generator is installed on each engine. Each generator is

rated at 550 Amperes continuous output, and 760 amps for five minutes.
During the engine start cycle the starter turns the engine from 0% to 60%
engine speed.
In the event of a single generator failure the remaining generator will supply
all the aircraft’s emergency and essential electrical loads.
2. Generator Control Unit
A GCU is provided for each starter/generator to control and monitor the

output of the generator. The functions monitored include load and voltage. If
a fault in the generator is indicated the GCU causes the appropriate GLC to
open.

2. Generator Control Unit (continued...)
An undervoltage detection circuit is installed in the GCU, and detects a

generator undervoltage condition (not charging or discharging the batteries.
When an undervoltage condition occurs a (amber) caption in the roof
panel comes on. U/VOLT
3. Engine Starter/Generator Line Contactor
A generator line contactor (GLC) is provided for each starter/generator. Each

GLC is installed in a related PDU and has two functions:
- To connect internal or external power to the starter to turn the engine

during a ground start.
- To connect the generator to the distribution system when the voltage
is more than the busbar load minus 0.5V dc.
When either GLC is open the following captions come on:
- A CAP ELECT (amber) caption.

GEN
- A (amber) caption in the roof panel.
This occurs before engine start, or as a result of a generator or engine

failure.
If a double generator failure occurs the CAP ELECT (red) caption comes
on. This is to show that the aircraft is supplied with electrical power only
from the batteries.
4. Generator Voltage and Current
To check the generator voltage and current, set the four position rotary
switch in the roof panel to GEN. The voltage (normally 28.5V dc) and the
current are shown digitally on the applicable meters above the switch.

DC Distribution System
2. DC Distribution System
A split two-channel dc system is provided. This gives mechanical and electrical
isolation of the two generated systems. Mechanical and electrical isolation of the
two systems ensures that no single active fault combined with a single dormant
fault results in a failure of thew two generator systems.
A. Busbar Systems
Distribution of dc power is through twelve busbars as follows:
1. Left Essential Busbar
The left essential busbar is supplied from the left generator through the left
GLC, or from the GPU through the cross-tie busbar. If a left generator failure
occurs, the busbar is supplied from the right generator through the cross-tie
busbar.
2. Right Essential Busbar
The right essential busbar is supplied from the right generator through the
right GLC, or from the GPU through the cross-tie busbar. If a right genera-
tor failure occurs, the busbar is supplied from the left generator through the
cross-tie busbar.
3. Non-Essential Busbar
When the two generators are on-line the non-essential busbar is supplied
from the right generator. The non-essential busbar is also supplied through
the cross-tie busbar from a GPU. If a generator failure occurs the non-es-
sential busbar is shed automatically.

4. Emergency Busbar
The emergency busbar is supplied from:
- Left generator through the left GLC

- Right generator though the right GLC
- Left battery through the left battery contactor
- Right battery through the right battery contactor.
If a double generator failure occurs the essential contactors are opened

automatically to disconnect the essential busbars. The emergency busbar
will then supply the electrical loads, sufficient for safe flight and landing,
from battery power.
5. Left Battery Busbar
The left battery busbar is connected to the left battery through a Remote
Control Circuit Breaker (RCCB). Crash loads related to the left engine (e.g.
fire extinguishers) are supplied with the power from this busbar.
6. Right Battery Busbar
The right battery busbar is connected to the right battery through a Remote
Control Circuit Breaker. Crash loads related to the left engine are supplied
with the power from this busbar.
With batteries installed and the RCCBs closed the battery busbars are
always live.
7. Standby Battery Busbar
The standby battery busbar is connected to the standby power supply by

either of the battery master switches. This busbar supplies power to the
AHRS during internal battery engine starts.
10
8. Cross-Tie Busbar
The cross-tie busbar is used to connect the output from a GPU to the dis-
tribution system. It is also used to parallel the two batteries or the two bat-
teries and one generator for internal power starts. During the start cycle the
cross-tie busbar supplies power through the bus-tie contactors to the GLCs.
In normal flight conditions the cross-tie busbar is isolated by the open bus-
tie contactors. In the event of a single generator failure the bus-tie contac-
tors are closed automatically. This connects the remaining generator to the
opposite essential busbar through the closed bus-tie contactors and the
cross-tie busbar.
9. 28V dc Avionic Essential Busbars (Left and Right)
The two essential avionic busbars are supplied with power from the left and
right essential busbars respectively. The power supplies to these busbars
are controlled by switches in the roof panel labelled AVIONICS MASTER
ON/OFF LEFT/RIGHT.
The left essential avionic busbar supplies the no. 1 avionics system compo-
nents and the right supplies the no. 2 avionics system components.
10. 28V dc Emergency Switched Avionic Busbar
The emergency switched avionic busbar is supplied with power from the
emergency busbar through the emergency avionics bus relay. The relay
is made when the emergency busbar is powered and the LEFT AVIONICS
MASTER switch is set to ON.
Supplies from this busbar are, primarily, to the no. 1 navigation system and
standby instruments.
11
11. 28V dc Emergency Unswitched Avionic Busbar
The emergency unswitched avionic busbar is connected direct to the emer-

gency busbar. It is energised whenever the emergency busbar is energised.
This busbar supplies emergency services to the no. 1 radio system.
12
Distribution Control
3. Distribution Control
Contactors, RCCBs and switches control the distribution of dc electrical power.
A. Contactors
The distribution control contactors are as follows:
1. Generator Line Contactors

The GLC function is explained in section 1.D.3 (pg. 8) of this chapter.
2. Load-Shed (Non-Essential) Contactor

The load-shed contactor connects the right PDU internal busbar to the
non-essential busbar. The contactor is closed automatically when the two
generators or a GPU come online. If a generator failure occurs the contac-
tor is opened automatically to shed the non-essential busbar. The contactor
can also be opened manually by selecting the roof panel switch labelled
NON-ESS SHED/NORMAL to SHED. When the load-shed contactor is open
the non-essential busbar is shed and the NON ESS (amber) caption above the
BUS
switch comes on.
3. Busbar Tie Contactors
The busbar tie contactors connect the left and right PDU internal busbars
to the cross-tie busbar. In the normal operating condition the busbar tie
contactors are open.
The contactors are closed automatically when a GPU is connected and the
GND PWR switch is set to ON. The GPU output is then supplied through the
closed busbar tie contactors to the emergency, essential and non-essential
busbars.
If a generator failure occurs during flight the busbar tie contactors are
automatically closed to couple the essential busbars through the cross-tie
busbar. The BUS TIE (green) caption in the roof panel comes on to show the
CLOSED
busbar tie contactors are closed.

13
4. Battery Contactors
The battery contactors connect the batteries to their common bus points.
The contactors are opened automatically when a GPU is set to ON.
Whenever a battery contactor is open a BATT (amber) caption in the roof

panel comes on.
5. External Power Contactor

The external power contactor connects the output from a GPU to the cross-
tie busbar. With the two generators off-line the contactor is closed when
the GND PWR switch is set to ON. The GPU output is then supplied to the
emergency, essential and non-essential busbars through the cross-tie bus-
bar and busbar tie connectors. If a generator is on-line, the external power
contactor is open and the GND PWR switch can not be set to ON.
When the GND PWR switch is set to ON, the external power contactor is
closed and the battery contactors open. In this condition the batteries can-
not be brought online.
To prevent damage to the aircraft electrical system the external power con-
tactor is opened by an undervoltage, overvoltage or reverse polarity check
failure when the GPU is connected.
6. Essential Busbar Contactors

The essential busbar contactors connect the essential busbars to the PDU
internal busbar. The contactors are closed automatically when a GPU is
connected and the GND PWR switch is set to ON.
During normal flight operation the essential contactors remain closed.

Guarded L ESS and R ESS SHED/NORMAL switches in the roof panel allow
the essential busbars to be shed in-flight. When a switch is set to SHED the
related essential busbar contactor is opened. This will shed the applicable
essential busbar and the L ESS or R ESS (amber) caption above the
BUS BUS
switch will come on.
14
B. Remote Control Circuit Breakers (RCCBs)
The RCCBs are as follows:
1. Emergency RCCBs
Two emergency RCCBs connect a generator and a battery to the emergency
busbar by separate routes. In the event of a double generator failure the es-
sential contactors are opened automatically to shed the essential busbars.
The emergency busbar remains energised, supplied only by the batteries.
2. Battery RCCBs
The battery RCCBs connect the batteries to their related busbars to supply
the crash loads.
C. Switches
The control switches are as follows:
1. Busbar Shedding Switches

It is possible to shed individual busbars (e.g. for smoke drill purposes).
The emergency busbar is shed by setting the guarded switch in the roof
panel labelled EMERG to SHED.
EMERG
The BUS (amber) caption above the switch comes on to show the bus-
bar is isolated.
The essential busbars are shed by setting the guarded switches in the roof
panel labelled L ESS and R ESS SHED/NORMAL to SHED. When the essen-
tial contactors are open the captions above the switches L ESS and R ESS
BUS BUS
(amber) come on.
The non-essential busbar is shed by setting the switch in the roof panel
labelled NON-ESS SHED/NORMAL to SHED. The caption above the switch
NON ESS (amber) comes on to show the load-shed contactor is open.
BUS
15
2. Busbar Tie Contactors

In the event of a single generator failure the busbar tie contactors close
automatically to couple the essential busbars through the cross-tie busbar.
If there is a fault on one essential busbar, the busbar tie contactor must be
opened to isolate the fault from the serviceable essential busbar. To open
the busbar tie contactors the guarded BUS TIE OPEN/NORMAL switch in the
roof panel is set to OPEN.
BUS TIE
The CLOSED (green) caption in the roof panel comes on when the bus bar tie
contactors are closed.
3. Avionics Master Switches

LEFT AVIONICS MASTER switch:
- This switch is used to control the supply of power to the left essen-
tial avionic busbar and emergency switched avionic busbar.
RIGHT AVIONICS MASTER switch:
- This switch is used to control the supply of power to the right essen-
tial avionic busbar.
D. Warnings
In addition to the discrete captions described for power source and busbar
failure/set to OFF, generator U/VOLTage and the GND PWR switch set to ON, the
CAP ELECT (amber) caption comes on when any warning or failure caption
in the DC CONTROL panel comes on.
In the event of a double generator failure the CAP ELECT (red) caption will
come on.
16
DC System Operation
4. DC System Operation
A. Normal
In normal operation the DC system operates as two independent systems (left

and right) as follows:
Left generator Right generator

Left battery Right battery
Left essential busbar Right essential busbar
Left battery busbar Right battery busbar
Auxiliary non-essential busbar Non-essential busbar
In normal operation the busbar tie contactors are open and the cross-tie busbar
isolated. The RCCBs are normally closed to supply power to the emergency bus-
bar and the left and right battery busbars.
B. External Power
External power is available to the busbars when:
- A serviceable GPU is connected and set to ON

- Both GLCs are open.
Setting the GND PWR switch to ON closes the external power contactor, the bus
bar tie contactors, the essential busbar contactors and the load shed contactor.
The battery contactors are opened.
C. Internal Battery Power
Internal battery power is available when the external power contactor is open.
When the BATT switches are set to ON and the battery is within temperature
limits, the battery contactors close and the (amber) captions go off.
BATT
Battery power is now available to the emergency busbar. The battery busbars
are energised when the batteries are installed and the RCCBs closed.
17
DC System Operation
D. Generator Power
With the two engines running at 60% RPM or more, setting one of the two GEN
switches to ON opens the external power contactor and isolates the GPU supply.
The GLC, busbar tie contactors and essential busbar contactors close.
Generated power is supplied to all essential and emergency systems.
Setting the second GEN switch to ON opens the busbar tie contactors and
closes the non-essential contactor.
Generated power is now supplied to all aircraft systems.
E. Abnormal Operation (Single Generator Failure)
If a single generator fails, the related GCU de-energizes the PDU logic to auto-
matically close the busbar tie contactors. The BUS TIE (green) caption in the roof
CLOSED
panel comes on.
The remaining generator then supplies power to the left and right essential
busbars.
The load-shed contactor is opened automatically and the non-essential loads

shed. The following captions come on:
- A CAP ELECT (amber) caption

NON ESS GEN
- A BUS (amber) and a (amber) caption (on the roof panel)
for the failed generator.
All essential and emergency services are now supplied from the remaining
generator.
18
DC System Operation
F. Abnormal Operation (Double Generator Failure)
If a double generator failure occurs, the GCUs de-energize the PDU logic to
automatically open the essential busbar contactors. This isolates the essential
busbars and the following captions come on:
L ESS R ESS
- The BUS and BUS (amber) captions in the roof panel
The load-shed contactor is opened automatically and the non-essential loads

shed. The following captions come on:
NON ESS
- The BUS (amber) caption on the roof panel
- The CAP ELECT (red) caption
- The CAP ELECT (amber) caption

GEN
- And the two (amber) captions come on.
The emergency busbar is now supplied from the batteries only, and only emer-
gency and crash services are available.
G. Generator Reset
If a generator failure occurs, and the GLC opens, an attempt to put the generator
back on-line can be made with the GEN ON/OFF/RESET switch in the roof panel,
when the switch is set to RESET and fault logic which has operated in the GCU
is momentarily reset.
This permits re-selection of ON to re-energize the GLC. If the faults are no longer
present the generator comes back on-line and the CAP ELECT (amber) and
GEN (amber) captions go off.
19
DC System Operation
H. Busbar Earth Faults
An earth fault on the non-essential busbar will cause the non-essential busbar
fuse to blow. This will isolate the busbar and the NON ESS (amber) caption in the
BUS
roof panel will come on.
An earth fault on an essential busbar will cause the related PDU to automatically
open the contactor of the affected busbar.
L ESS R ESS
The relevant BUS or BUS (amber) caption in the roof panel will come on.
Power supply in this condition is to the left or right essential loads, and all emer-
gency and crash loads. A fault on either essential busbar will have no effect on
the non-essential loads.
An earth fault on the emergency busbar will cause the RCCBs to open. This will
isolate the busbar and the EMERG (amber) caption in the roof panel will come on.
BUS
This fault has no affect on the power supplies to the essential, non-essential or
battery busbars.
An earth fault that causes an amber failure caption in the roof panel to come on
also cause the CAP ELECT (amber) caption to come on.
20
Procedures
5. Procedures
The procedures for the dc distribution system are as follows:
A. On the Ground - Energizing Busbars
1. Selection of the LEFT and RIGHT BATT switches to ON energizes the

emergency busbar, standby battery busbar and the emergency unswitched
avionics busbar.
2. Connection of a GPU and selection of the GND PWR switch to ON ener-

gizes the cross-tie, essential, non-essential and emergency busbars.
3. Selection of the LEFT AVIONICS MASTER switch to ON energizes the left

essential avionic busbar and the emergency switched avionics busbar.
NOTE: The LEFT AVIONICS MASTER switch operates:
- A normally open, left essential avionic busbar contactor, from the

ON position
- A normally closed, emergency avionics busbar contactor, from
the OFF position
4. Selection of the RIGHT AVIONICS MASTER switch to ON energizes the right

essential avionic busbar.
NOTE: The RIGHT AVIONICS MASTER switch operates a normally open,
right essential avionic busbar contactor from the ON position.
B. Ground Engine Starting - External Power

1. Selection of the GND PWR switch, with a GPU connected, to ON energizes
the essential, emergency and non-essential busbar via the cross-tie busbar.
2. Selection of the LEFT and RIGHT BATT switches to ON energizes the
standby battery busbar. It will also bring the batteries on-line automatically
in the event of a failure of the external power input or its control system.
NOTE: The standby battery provides an additional power supply to the existing
emergency busbar supply to the start contactor. This is to support the
start contactor coil voltage during ground power starting.
21
Procedures
3. Selection of the START MASTER switch (on the engine start panel) to the
engine to be started and subsequent operation of the appropriate switch
enables the starter/generator line contactor.
4. Selection of the associated GEN switch to ON brings the generator online

automatically at 60% engine speed. The GPU is immediately isolated and
the non-essential busbar de-energized.
5. Starting the second engine and selecting its (or both) GEN switch(es) to
ON brings the associated generator(s) on-line, isolates the cross-tie busbar
and energizes the non-essential busbar.
C. Ground Engine Starting - Internal Power

1. Selection of both LEFT and RIGHT BATT switches to ON energizes the
emergency busbar and standby battery busbar.
2. Selection of the START MASTER switch to the appropriate engine ener-

gizes the cross-tie busbar. Subsequent operation of the appropriate START
switch enables the associated starter/generator line contactor.
3. Selection of the associated GEN switch to ON prior to engine start, brings

the generator on-line automatically at 60% engine speed and couples the
essential busbar for a generator assisted start of the other engine.
4. Starting the second engine and selecting its GEN switch to ON brings the
associated generator on-line, isolates the cross-tie busbar and energizes
the non-essential busbar.
22
Procedures
D. Emergency Procedures
In the event of a failure condition, (e.g. electrical fire), any one or a combination
of busbars may be isolated by the following methods:
1. Non-Essential Busbar
The non-essential may be isolated by selection of the NON-ESS rocker

switch in the DC CONTROL panel to SHED. This causes the NON ESS (amber)
BUS
caption above the switch to come on.
2. Essential Busbar(s)
The left and/or right essential busbar(s) may be isolated by selection of the
associated guarded L ESS and/or R ESS rocker switches in the
DC CONTROL panel to SHED.
L ESS R ESS
This causes the associated BUS
and/or BUS
(amber) caption(s) above
the switch(es) to come on.
3. Emergency Busbar
The emergency busbar may be isolated by selection of the guarded EMERG

rocker switch in the DC CONTROL panel to SHED.
EMERG
This causes the BUS (amber) caption above the switch to come on.
4. Avionic Busbar
The left and right essential and the switched emergency avionic busbars
may be isolated by the LEFT and RIGHT AVIONICS MASTER switches as
follows:
- Selection of the LEFT AVIONICS MASTER switch to OFF isolates the

left essential and the emergency switched avionic bus bars.
- Selection of the RIGHT AVIONICS MASTER switch to OFF isolates
the right essential avionic busbar.
23
AC Power
6. AC Power
A. Inverters
Two independent inverters supply 26V ac and 115V ac 400 Hz. The 26V ac is
supplied to the avionic and instrument systems and the 115V ac is supplied to
the Flight Data Recorder (FDR).
B. AC Distribution System
The left inverter is supplied with power from the dc emergency busbar. The right
inverter is supplied from the right dc essential busbar. Each inverter supplies two
busbars as follows:
Left inverter left 26V ac avionic busbar

left 115V ac busbar
Right inverter right 26V ac avionic busbar

right 115V ac busbar
The left and right 26V ac avionic busbars supply the left and right avionic and
instrument systems respectively. The left and right 115V ac busbars supply the
FDR.
C. Control
Two switches labelled L INV ON/OFF and R INV ON/OFF control the supply of dc
power to the inverters. The switches are installed in the AC CONTROL panel on
the flight deck roof panel.
The dc power for the inverters is provided routes from the two generators. This
ensures that no single failure affects both pilots instruments.
24
AC Power
D. Protection and Fault Warning
Each inverter contains internal over/under voltage and over/under frequency

protection. If the limits are exceeded or any other failure or fault is apparent in
the inverter it shuts down.
L FAIL
If an inverter shuts down, the applicable or R FAIL (amber) caption in the

AC CONTROL panel comes on.
The CAP ELECT (amber) caption also comes on.
25
Chapter 6 - Engines and Propellers

List of Contents
1. PROPELLERS 8-6-3
A. Type 8-6-3
B. Propeller Feather and Unfeather 8-6-3
C. Propeller Synchrophasing System 8-6-4
2. ENGINE CONTROLS AND INDICATIONS 8-6-6
A. Centre Console 8-6-6
B. Roof Panel 8-6-7
C. Engine Indications 8-6-10
D. Indications of Exceedance of Limits 8-6-15
E. CAP Indications 8-6-16
3. ENGINE SEQUENCE OF OPERATION 8-6-18
A. CONDITION Levers 8-6-18
B. POWER Levers 8-6-18
C. Preflight 8-6-19
D. Cranking 8-6-20
E. Lightoff at 10% 8-6-20
F. Acceleration 8-6-20
G. 60% RPM 8-6-21
H. On Speed 8-6-21
I. Release of the Propeller Start Latches 8-6-21
J. Taxi (Low RPM) 8-6-21
K. Prepare for Take-Off and 8-6-22
L. Take-Off 8-6-22
M. Setting Cruise Power 8-6-22


3. ENGINE SEQUENCE OF OPERATION 8-6-23
N. Descent - Approach 8-6-23
O. Flare on Landing 8-6-23
P. Reverse Thrust - Braking 8-6-23
Q. Taxi - Low RPM 8-6-23
R. Shutdown 8-6-24

Chapter 8.6 - Engines and Propellers
Propellers
General
Two Garrett TPE 331-14 GR/HR engines are installed on the aircraft. Each gas turbine
engine is a single shaft type which operates a McCauley propeller. The -14GR engine
is attached to the left wing and the -14HR to the right wing. When seen from the
rear, the left propeller turns clockwise (CW) and the right propeller counterclockwise
(CCW).
Mounted on the single shaft is a 2-stage centrifugal compressor and a 3-stage axial
turbine. The combustion chamber is of the reverse flow annular type and ignition is by
two high energy spark plugs. Fuel is introduced to the combustion chamber through
16 Duplex fuel nozzles.
1. Propellers
A. Type
The propellers are McCauley, 5-blade, constant speed, variable pitch units with a
114 inch diameter and a pitch range from reverse to feather.
B. Propeller Feather and Unfeather
1. Feather
The NTS/auto-feather system will automatically feather a propeller when an

engine is being shut down. This system is only available when the Auto-
matic Performance Reserve (APR) system is armed.
During all other flight conditions the propeller moves to the feathered
position when the engine CONDITION lever is set to FEATHER.
2. Unfeather
An electrically operated unfeather pump is supplied for each propeller. This

allows the propeller blades to be moved from the feathered position to a
blade pitch angle where a propeller-windmilling air start can be done.

Propellers
2. Unfeather (continued...)
Before ground-start the propeller must be on the start latches. If the start
latches are not engaged the unfeather pump is used to put the propeller on
the start latches. The procedure for this is to put the POWER lever in the
REVerse position and operate the unfeather pump switch.
When reverse blade angle is reached, the unfeather pump is de-activated,

the POWER lever is moved to FLIGHT IDLE, and the propeller locks are
engaged.
Each unfeather pump is automatically controlled in the air with:
- The Integrated Engine Control (IEC) switch

- The START MASTER switch on the roof panel set to AIR.
CAUTION: DO NOT OPERATE THE UNFEATHER PUMP IN EXCESS OF ONE MINUTE

WHEN THE OIL IS COLD. RESTRICT OPERATION TO 30 SECONDS WHEN
THE OIL IS HOT.
On the ground the pumps are controlled manually with an UNFEATHER

pump switch. The switch has three positions and is spring loaded to the
center OFF position. The switch is installed on the lower centre console and
gives selection for the Left or Right unfeather pumps.
C. Propeller Synchrophasing System
1. General
A propeller synchrophasing system automatically matches propeller speeds

and holds the propeller in a pre-determined phase relationship.

Propellers
2. In-Flight Operation
For the system to operate correctly the propeller speeds must first be set
manually to within 10 RPM of each other.
The PROP SYNCRO ON/OFF switch on the roof panel should be set to ON.
The propellers will be phase matched within 30 seconds and then remain
locked until the CONDITION levers are moved to change RPM.
The system cannot reduce propeller RPM below the speed set manually by
the condition levers. However, when the system is switched ON the indi-
cated RPM may rise slightly, a sign that the system is operating correctly.
The PROP SYNCRO switch must be OFF for take-off and landing.

Engine Controls and Indications
2. Engine Controls and Indications

A. Centre Console
The CONDITION levers on the right side of the centre console control the engine
speed. In flight the CONDITION levers set the propeller governor to control the
engine speed. The operating range is from 95% (TAXI) to 100% (FLIGHT) rpm.
When the POWER levers are in the beta mode, the CONDITION levers set the
RPM between 72% (TAXI) and 97% (FLIGHT). The normal position for ground
operation is with the CONDITION levers in the TAXI position. This condition
decreases engine noise and there is less risk of propeller damage from foreign
objects.
To move the CONDITION lever from TAXI to FEATHER it is first necessary to push
the associated LATCH RELEASE button on the centre console behind the
CONDITION lever.
When the CONDITION lever is set to FEATHER:
- the manual fuel shutoff valve is closed

- microswitches cause the LP and HP fuel valve and the LP hydraulic
valves to close.
The POWER levers, on the left side of the centre console, control propeller blade
angles in the ground idle to reverse range (beta mode). REVERSE is set by
moving the POWER levers fully aft.
The first gate forward of REVERSE is the ground idle detent. This position
provides zero thrust in static operating conditions. The ground operating (beta)
range provides limited thrust for taxi operations. The forward limit of the beta
range is set by the FLIGHT IDLE mechanics.
The POWER levers must not be moved behind the FLIGHT IDLE latch in flight.
From FLIGHT IDLE forward, the POWER levers schedule fuel flow and do not
directly control propeller blade angles.

B. Roof Panel
The ENGINE MANAGEMENT switches are installed in the roof panel:
- START LEFT/RIGHT
- STOP LEFT/RIGHT
- START MASTER
- FUEL ENRICH - PRESS ON
- MANUAL START
- COMPUTERS, IGNITION AND PROP SYNCRO
1. START LEFT/RIGHT
When the START switch is pushed it causes the start sequence to operate.
The START switch is electrically held in position until the engine goes to
60% RPM. When the START switch is operated the start circuit of the other
engine cannot be energised.
2. STOP LEFT/RIGHT
The function of the STOP switch is to stop the engine or stop the start
sequence. The high pressure fuel supply from the FCU is closed to stop the
engine. Electrical power is also removed from the start circuits.
3. START MASTER
If the START MASTER is set to LEFT GND or RIGHT GND electrical power
is supplied to the applicable starter to turn the engine. The START MASTER
and START switches must be operated for the same engine. If the START
MASTER switch is at AIR, electrical power is supplied to the applicable
engine unfeathering pump. This condition is used to permit an air start.

4. FUEL ENRICH - PRESS ON
During an automatic start sequence the IEC controls the torque motor
included in the fuel enrichment system. When the IEC causes the torque
motor to increase the fuel supplied to the engine, the FUEL ENRICH light
comes on.
If it is necessary to carry out a manual engine start, the pilot should press
the FUEL ENRICH button to maintain the EGT close to 695°C until 60% RPM
has been reached and the start sequence is complete.
5. MANUAL START
A rotary switch with four positions is installed. The switch permits a manual
start of the engine if the auto start function of the IEC (or the IEC) is unser-
viceable or in the OFF condition. The ENERGISE position arms the circuit
which holds the START switch in position and must be selected before the
START button is pressed.
IGNITE is selected at 10% RPM and opens the fuel shutdown valve and
permits fuel flow to the engine. It also energises the igniters and arms the
fuel enrichment system.
The 60% position is selected when the engine RPM reaches 60%. It sup-
plies the functions of the 60% relay in the IEC automatic start system.
NORMAL is selected when the engine reaches ground idle RPM and is also
the position of the selector for normal operation of the engine start system.
The position of the START MASTER switch sets which engine is to be

started with the MANUAL system.

6. COMPUTERS, IGNITION AND PROP SYNCRO
Switches are installed to control the supply of 28V dc power to:
- IEC (LEFT/RIGHT)
- TTL torque motors (LEFT/RIGHT)
- IGNITION circuits (LEFT/RIGHT)
- PROP SYNCRO
The ignition circuits can be set to NORMAL (auto) or CONTINUOUS (on).

C. Engine Indications
The engine instrument panel shows the following information:
1. FUEL QTY
2. FF/FU
3. RPM %
4. EGT °C
5. EGT LIMIT °C
6. TORQUE %
7. Fuel by-pass (TTL)
8. Fuel Pressure Indication
9. Oil Pressure Indication
10. Oil Temperature Indication
There is a set of gauges and indications for each engine but only one
FUEL USED, RESET AND SET TORQUE system which sets or changes the
setting on the appropriate gauges for both engines.
OIL PRESSURE/TEMPERATURE and FUEL PRESSURE are shown on a

supplementary set of gauges installed above the engine instrument panel.
1. FUEL QTY
A digital indication of the fuel quantity in each of the wing tanks is shown.
2. FF/FU
Fuel flow (FF) is shown on the outer scale of the gauge. The value is also
shown with a digital indication in the center of the gauge. The fuel used (FU)
indication is shown when the PUSH/FUEL USED button at the bottom of the
engine instrument panel is pushed.
10
3. RPM %
The instruments indicate percentage rotational speed using a digital display

at their centre. In addition, there is a simulated analogue pointer (digitally
generated) moving around the circumference of the instrument to give the
pilot rate-of-change information. There are no scale graduations.
The circumference has an amber arc between the pointer positions cor-
responding to 65% and 95%, a green arc from 95% to 101%, an amber arc
from 101% to 105%, a red radial line at 105% and a red arc between 105%
and 110%.
4. EGT °C
The IEC continuously computes the EGT limits for its engine and outputs
this value to the EIS. The EGT limit for each engine is displayed immediately
above each engine’s EGT display with digital readouts.
The circumference of the EGT instrument is marked with a green arc, a red
radial line and a red arc. These markings are fixed, and there is no scale.
At all times, the red radial represents the EGT limit, and a circumferential
simulated analogue pointer (digitally generated) represents the difference
between the actual EGT and the EGT limit.
During starting, the green arc represents a range of 0 to 770°C and the red
radial represents the start limit of 770°C. During normal operation (above
60% engine speed), the green arc represents a range from EGT limit minus
400°C to the actual/current EGT limit.
The pointer gives a clear indication of engine EGT relative to the limit,
particularly when EGT is rapidly approaching the limit. When the digital EGT
value (the green digits in the centre of the gauge) equals the digital EGT limit
value, the pointer is directly in line with the red radial line.
11
4. EGT °C (continued...)
There are two white radial lines near the top of the green arc. The first is
positioned 10°C below the red radial and provides an easy reference for the
pilot to set a cruise EGT approximately 10°C below the limit.
The second white radial is positioned at 50°C below the red radial. When
engine speed is reduced from 100% to cruise RPM, the computed EGT limit
reduces by approximately 30°C.
To avoid an inadvertent over temperature during the transition from take-off

to the en-route climb setting, the power should be reduced first to give an
EGT 50°C below the limit. Once this has been achieved, engine speed can
be reduced. The white radial is provided as an aid to carry out this routine
procedure.
5. EGT LIMIT °C
The EGT limit °C box will indicate as follows:
- During engine start from 0-65% RPM - Ground start limit at 770°C
- 65-95% RPM - IEC calculates ground handling limit
- 95-100% - calculates flight limit
During take-off the EGT limit is raised by 10°C. When the torque is raised
above 65% the EGT limit and VRL will roll back 10°C five minutes after take-
off but the TTL is still locked into the take-off EGT limit.
When cruise RPM is selected the CONDITION lever retarded below 98%
RPM, the EGT limit and VRL are reset to the calculated maximum continu-
ous limit and the TTL is also locked into this new limit.
As the CONDITION lever is reset to FLIGHT (100% RPM) during the ap-
proach checks the EGT limit and VRL are reset to the calculated take-off
limit, based on ambient conditions, for five minutes. If a “touch and go”
landing is carried out the five minute timer is reset as the power increases
through 65% torque after the “go” has been commenced.
12
6. TORQUE
Torque is shown on the top gauge as a percentage with a line on the outer
scale of the gauge. This value is also shown digitally in the centre of the
gauge. The gauge is redlined at 100%. A SET TORQUE knob is installed on
the bottom of the engine instrument panel. This permits scheduled torque
to be set. It is shown with two short parallel lines on the outer scale of the
gauge. The scheduled torque is also shown digitally in a small box (SET) at
the top of the engine instrument panel.
The analogue scale reads from 0 to 120% and the digital -20% to +120%.
The scale is marked with graduations every 10%, has a green arc from 0 to
100%, red line at 100% and red arc from 100 to 120%.
The range of the SET TORQUE knob is 60 to 100%.
7. Fuel by-pass (TTL)
Fuel by-pass operation (TTL torque motor) is shown with a green TTL light
at the top corner of the engine instrument panel. One light supplied for each
engine.
8. Fuel Pressure Indication
Fuel pressure is indicated by one of the pointers on an analogue triple gauge

(one per engine) immediately above the engine instrument panel. The scale
is from zero to 70 psi and is marked with a red radial line at 10 psi, a green
arc from 10-65 psi and a red radial at 65 psi. There are scale markings
every 5 psi.
9. Oil Pressure Indication
Oil pressure is indicated by one of the pointers on the analogue triple gauge.
The scale runs from zero to 100 psi and is marked with a red radial line at
30 psi, an amber arc from 65 to 85 psi and a red radial at 85 psi. There are
scale markings every 10 psi.
13
10. Oil Temperature Indication
Oil temperature is indicated by the third pointer on the analogue triple gauge.
The scale runs from -50 to +150°C and is marked with a red radial line at
-35°C, an amber arc from -35 to +55°C, a green arc from 55 to 110°C, an
amber arc from 110 to 127°C and a red radial at 127°C. There are scale
markings every 10 degrees.
14
D. Indications of Exceedence of Limits
In addition to the position of the pointers and the actual numeric indications, the
following indications are given if engine parameter limits are exceeded.
-------------------------------------------------------------------------------------------------------------------------
Torque: At 101% LED digits show reverse video and returns to
normal below 100%.
At 104% the display flashes and continues to flash until

the torque reduces below 100%
-------------------------------------------------------------------------------------------------------------------------
EGT - START: At 721°C LED digits show reverse video and returns to
normal below 720°C.
At 771°C the display flashes and continues to flash until

the EGT reduces below 770°C.
-------------------------------------------------------------------------------------------------------------------------
EGT - NORMAL: At EGT limit +5°C, LED digits show reverse video and
returns to normal below LIMIT.
At EGT limit +10°C, the display flashes and continues to

flash until the EGT reduces below LIMIT.
-------------------------------------------------------------------------------------------------------------------------
RPM: At 101.1% LED digits show reverse video and returns to
normal below 101%.
At 105.1% the display flashes and continues to flash until

the RPM reduces below 101%.
A 30 second timer starts at 101.1% and the display will

flash if the time limit is exceeded. The timer stops when
the RPM reduces below 101%
-------------------------------------------------------------------------------------------------------------------------
15
E. CAP Indications
Hazard (red) CAP indications are supplied for each engine indication system
malfunction of flight condition which must be corrected immediately. The hazard
CAP indications are as follows:
Caption Condition
L FIRE * Engine zone 1 excessive temperature
L BETA * Propeller in BETA mode during flight
L OIL
PRESS
* Engine oil pressure is less than 27 psi
L OIL
HI TEMP
* Engine oil temperature is above 131°C
Caution (amber) CAP indications are supplied for each engine indication system
malfunction or flight which can be corrected at a subsequent time. The caution
CAP indications are as follows:
Caption Condition
L FIRE
LOOP
* Fault found in fire sensing system
L OVHT
LOOP
* Fault found in engine temperature sensing system
L OVHT * Engine zone 2 high temperature
L IEC * IEC Failure (Integrated Engine Computer)
L OIL
CONTAM
* The detection system for magnetic oil contamination
shows a contamination condition
16
White CAP indications are supplied for each engine to show set armed, rever-
sionary or abnormal system condition. The white CAP indication is as follows:
Caption Condition
L APR
ARM
* APR system (automatic performance reserve) armed prior
to take-off
Red and amber lights are installed in the glareshield. These lights flash to show
the crew that there is a warning or caution condition. Dedicated audio warnings
are also supplied. A continuous triple audio chime operates together with the red
captions. A single audio chime operates together with the amber captions.
When the red or amber lights are pushed this will cancel the applicable light.
This also cancels the fire bell if it has operated as a fire warning.
Green captions to indicate the normal operation of a selected system are sup-
plied for:
Caption Condition
L BETA * Propeller in BETA mode on the ground
L OIL
FLAP
* Oil cooler flaps open
17
Engine Sequence of Operation
3. Engine Sequence of Operation
General
The following pages show the sequence of engine operation from Preflight through
to engine Shutdown preceded by a shirt description of the engine controls.
A. CONDITION LEVERS
The CONDITION levers move fore and aft on the centre console. The identified
positions on the centre console are:
- FLIGHT
- TAXI
- FEATHER SHUT-OFF
When the aircraft is on the ground the CONDITION levers are set to the TAXI po-
sition. During flight the levers are set to the FLIGHT or cruise position (the range
between FLIGHT and TAXI).
The levers can only be moved aft (from TAXI to FEATHER SHUT-OFF) when the
related LATCH RELEASE button is depressed. Movement of the CONDITION lever
rearwards to the FEATHER SHUT-OFF position closes the fuel HP and LP valves
as well as the hydraulic LP valves.
B. POWER LEVERS
The POWER levers move fore and aft on the centre console. There is a latch
lever in front of the POWER levers.
The identified positions on the centre console are:
- MAX
- FLIGHT IDLE
- GRND START
- REVERSE
18
B. POWER LEVERS (continued...)
When the aircraft is on the ground the POWER levers can be set to all posi-
tions between FLIGHT IDLE and REVERSE. During flight the levers are set to the
required position between FLIGHT IDLE and MAX.
When the aircraft is on the ground the latch lever must be operated to let the
power lever move back through FLIGHT IDLE.
During flight this movement is prevented because of the flight idle baulk sole-
noid. The baulk solenoid is engaged 3 seconds after both main gear weight-on-
wheels switches have operated (operation of either weight-on-wheels switch
during the 3 seconds will restart the time delay).
On landing, operation of either main gear weight-on-wheels switch will disen-

gage the baulk solenoid, enabling operation of the reverse latch lever.
On the ground the flight control gust lock prevents the movement of both power
levers forward of FLIGHT IDLE and only one power lever at a time can be moved
forward for test functions.
C. Preflight
A preflight inspection must be completed before the engines are started. Re-
move the engine inlet covers and examine the inlet P2/T2 probes and compres-
sor blades for damage. Make sure there is no sign of oil in the engine inlet area.
Measure the engine oil level and make sure the filler cap is correctly installed.
Make sure the propeller is on the start latches.
Turn the propeller by hand through three or four turns and listen for unusual
noises. Remove the cover from the exhaust pipe and examine the turbine blades
for damage. Make sure there are no signs of oil leakage at the turbine seal area.
Remove all loose objects from the area, as these objects can cause damage to
the propeller or engine.
Check the control levers for freedom of travel and position the CONDITION levers
to TAXI.
19
C. Preflight (continued...)
Place the POWER levers at or slightly behind FLIGHT IDLE. Before starting the
engines ensure that the batteries are fully charged or that a ground power unit
(GPU) of sufficient capacity is used (Chapter 5 - Electrics).
D. Cranking
When the START switch is pushed 24V are supplied to the starter motor. As
the engine and propeller start to turn, the RPM gauge shows an increase. If oil
temperature is less than 3°C the de-oil solenoids will open. This lets case air
into the suction lines of the supply/scavenge pumps, removes the load from
the pumps and decreases drag. If the oil temperature is more than 3°C the de-oil
solenoids stay closed.
E. Lightoff at 10%
When the engine reaches 10% RPM, there is sufficient airflow through the power
section to sustain combustion. At 10% RPM the IEC transmits signals that oper-
ate the ignition system and enables the fuel valve in the fuel control. The motive-
flow lockout pilot-solenoid closes, preventing by-pass of fuel from the engine.
As fuel enters the combustion chamber, combustion occurs, and a rise in the
EGT shows that the engine has combustion. The engine EGT and accelleration
rate must be monitored. If lightoff does not occur within ten seconds after reach-
ing 10% RPM, the start should be aborted.
F. Acceleration
Engine acceleration is a function of the increasing compressor discharge air
flow and pressure which controls the fuel metering valve schedule. The fuel
enrichment torque motor is used to add fuel to the basic fuel control start and
acceleration fuel schedule. The acceleration schedule is biased by the engine
inlet temperature and inlet pressure. Engine acceleration is monitored by the IEC
which sets a limit of 695°C EGT for the enrichment system operation. The maxi-
mum permitted start and acceleration EGT is kept to a limit of 770°C for one
second. If the EGT goes near or is more than 770°C the start sequence must be
stopped. Monitor the oil pressure to make sure it increases before engine speed
goes to 65% RPM.
20
G. 60% RPM
The 60% speed switch removes the electrical power from the ignition and starter
motor circuits. The fuel flow and RPM will continue to increase. Increased
engine speed and airflow causes the EGT to decrease. The pilot-solenoid of the
motive-flow lockout opens to let fuel go to the heater. If the de-oil solenoids were
open they will close and oil pressure will quickly increase.
H. On Speed
Engine acceleration continues until the USG senses the engine speed approach-
ing its controlling range. The USG takes control of the fuel metering valve. The
CONDITION lever TAXI position establishes the USG minimum setting at 72%
RPM.
I. Release of the Propeller Start Latches
The start latches are disengaged when the POWER levers are moved to a posi-
tion slightly behind ground idle. This action moves the propeller blades in the
direction of the reverse angle position and allows the start latches to retract. This
gives the pilot control of the propeller blade pitch angle during normal ground
operation. The POWER levers control the pitch angle of the propeller blades
during normal ground operation.
J. Taxi (Low RPM)
After disengaging the propeller start latches, taxiing the aircraft only requires
moving the POWER levers to produce the required thrust. As power changes
are made during taxi, the cockpit indicators will show a corresponding increase
or decrease in power, fuel flow, EGT and RPM. To taxi the aircraft, advance the
POWER levers ahead of ground idle for forward thrust. For braking or slowing
the aircraft the POWER levers can be moves aft of ground idle towards the
REVERSE thrust position.
The amount of POWER lever movement required to taxi depends upon the
aircraft weight, wind and ramp conditions. For noise considerations the CONDI-
TION levers are left in the TAXI position.
21
K. Prepare for Take-Off
For take-off, advance the CONDITION levers to the FLIGHT position. The engines
accelerate to the USG high setting of 97% RPM. The IEC signal positions the
VRL pointer on the EGT gauge to the maximum permissible take-off EGT limit for
the existing ambient conditions.
L. Take-Off
When advancing the POWER levers ahead of FLIGHT IDLE, the fuel control unit
transfers control of engine fuel from the USG to the POWER lever. Propeller
control is transferred from the PPC to the PG. The POWER lever now controls
fuel flow through linkage connections to the FCU. Advancing the POWER levers
towards MAX position increases fuel flow and engine power faster than the load
increases. This results in the engine speed increasing from 97% to 100% RPM.
The PG controls propeller blade pitch angle to match load and power to maintain
engine speed at 100% RPM during take-off. The POWER lever is advanced until
the torque or temperature limit is reached. As the POWER lever is advanced
the PG continues to increase blade angle and the aircraft accelerates down the
runway.
M. Setting Cruise Power
During climb there will be an increase in EGT whilst the RPM remains steady at
100%. This is due to the change of air density as altitude increases. At some al-
titude the engine power and EGT will be at their limit. When this happens the EGT
output decreases as the aircraft continues its climb. When the assigned cruise
altitude is reached, reduce the engine to a lower cruise RPM.
To set the engine to cruise, first reduce fuel flow by retarding the POWER levers
and observing that the indicated EGT is at least 50°C below VRL. Secondly, re-
tard the CONDITION levers to reduce speeds to cruise RPM. Thirdly, reset cruise
power with the POWER levers. Do not allow the EGT to exceed the VRL limit.
22
N. Descent - Approach
Before commencing the descent the CONDITION levers must be set to FLIGHT
and remain in that setting until the end of the landing roll. Under ideal condi-
tions the POWER levers will be set to FLIGHT IDLE but may be set as required to
maintain the correct approach path.
O. Flare on Landing
As the aircraft approaches the threshold, the POWER levers are moved FLIGHT
IDLE. After touchdown and rollout the forward speed decreases. RPM will
decrease to less than the value set at the PG. At 97% RPM, the USG starts
to control the fuel and maintains RPM. When the aircraft is on the ground the
POWER levers must be moved to ground idle. This will cause the aircraft speed
to decrease because of the discing propellers.
P. Reverse Thrust - Braking
During the landing roll the green beta lights will come on. This shows sufficient
beta oil pressure is available for use of reverse thrust. The two green lights
must be on before REVERSE is selected unless one engine is shut down. The
green light on the serviceable engine must be on before reverse thrust braking
is selected. The speed of the aircraft will decrease when the POWER levers are
moved aft of ground idle in the direction of the REVERSE position. The quantity
of REVERSE used is related to the length of the runway.
Ground idle is effectively zero degrees pitch and is highly effective in bringing
the aircraft to a halt. Use of reverse power increases engine wear, and espe-
cially with the low air intake, can induce foreign objects into the engine. Care
should therefore be taken in the amount of reverse power used. Use of reverse
power should be restricted to whatever is necessary for the safe operation of the
aircraft on the ground.
Q. Taxi (Low RPM)
When the aircraft is off the runway, the CONDITION levers can be moved to the
TAXI position. The aircraft can then be moved by use of the POWER lever. For
shutdown purposes the three minute cool down period may begin at this time.
23
R. Shutdown
With the aircraft parked and the three minute cool down complete, the engines
can be shut down. When the STOP switch is pushed, it opens the fuel pump/
shutdown valve. Purge air goes into the manifolds. This causes the RPM and
EGT values to increase momentarily, then a continuous decrease in the two
values will occur.
At approximately 50% RPM, move the POWER levers to full REVERSE and hold
them to put the propellers on the start latches.
The POWER levers must be held in this position until RPM is less than 10%.
When less than 10% RPM, the POWER levers are put back to the FLIGHT IDLE
position.
24
Chapter 7 - Fuel System
Chapter 7 - Fuel System

List of Contents
1. FUEL SYSTEM DESCRIPTION 8-7-2
A. General 8-7-2
B. Tank Installation 8-7-2
2. FUEL SUPPLY SUB-SYSTEM 8-7-4
A. Normal Operation 8-7-4
B. Scavenge, Collector and Negative “G” Tanks 8-7-4
C. Low Pressure (LP) Valves 8-7-4
D. Motive Flow Shut-Off Valve 8-7-5
E. Fuel Standby Pump 8-7-5
F. Crossfeed System 8-7-6
3. FUEL SYSTEM INDICATION 8-7-8
A. Fuel Contents 8-7-8
B. Fuel Flow/Fuel Used (FF/FU) 8-7-8
C. Fuel Pressure 8-7-8
D. Low Fuel Level Warning 8-7-8
E. Low Fuel Temperature 8-7-8
F. Refuel Control Panel 8-7-9
G. Master Caution 8-7-9
H. LP Valve Position 8-7-9
I. Crossfeed Shut-Off Valve 8-7-9
4. FUEL SYSTEM CONTROLS 8-7-10
A. LP Valves 8-7-10
B. Standby Pumps 8-7-10
C. Crossfeed Shut-Off Valve 8-7-10

Chapter 8.7 - Fuel System
Fuel System Description
1. Fuel System Description

A. General
The aircraft fuel system has two integral fuel tanks, one installed in each wing.
Each wing tank has a fuel supply sub-system, a fuel quantity sub-system and a
refuel/defuel sub-system.
B. Tank Installation
Each engine has its own independent fuel tank and supply system. The total
available fuel is divided equally between the two tanks. The tanks are integral
with the wings, installed between the front and rear spars and the upper and
lower skins.
Each tank has two main compartments; one inboard and one outboard of the
nacelle. The two compartments are connected by a fuel interconnect duct, and
a fuel vent duct. To prevent blockage, a strainer is installed on the outboard end
of the interconnect duct. Two of the wing ribs act as baffle ribs, and prevent the
bulk movement of fuel during manoeuvres.
Each rib has vent spaces and drain holes. Other wing ribs have rib gap valves
which permit the fuel to flow to the lower part of the wing and prevent fuel surge
back along the wing. The inner bay of each tank is divided to form a scavenge
tank at the front and a collector tank at the rear.
At the tip of each wing is a vent tank (expansion tank) which has the capacity
of approximately 12 US gals. This tank is not filled during refuelling. The vent
tank is vented to atmosphere, through a pipe, to a NACA inlet installed on the
underside of the aircraft wing. During flight the vent tank is slightly pressurized
and any fuel that spills into the vent tank is returned to the main tank through the
syphon pipe.
Two water drain valves are located in each wing; in the vent tank and in the
scavenge tank. The inner-wing dry bay is drained and ventilated through four
holes in the lower skin.

Fuel System Description
B. Tank Installation (continued...)
The area forward of the front spar is drained and ventilated through a stub pipe
and two holes in the lower surface of the leading edge.
The total fuel capacity will be as follows, equally divided between each tank:
FUEL CAPACITY: IMP GAL US GAL LITRES KG LB

USABLE: 727.4 873.5 3306.8 2639 5818
UNUSABLE: 4.1 4.9 18.6 15 33
TOTAL: 731.5 878.4 3325.4 2654 5851
The average density is assumed as 6.66 lb/US gal.

Fuel Supply Sub-System
2. Fuel Supply Sub-System

A. Normal Operation
During normal operation, motive flow from the engine HP fuel pump is used to
drive three jet pump; a primary jet pump and two scavenge jet pumps.
The primary jet pump is mounted in the base of the collector tank. This pump
delivers fuel from the collector tank through a non-return valve, to a negative ‘g’
tank. The fuel is then supplied to the engine through a low pressure (LP) valve,
which incorporates an integral thermal relief valve.
Two scavenge jet pumps send fuel from the scavenge tank into the collector
tank. There is a constant motive flow supply to one scavenge jet pump provided
by a tapping off the main motive flow line.
B. Scavenge, Collector and Negative “G” Tanks
Fuel is fed towards the wing root under gravity. Four flap valves in the inboard
wing ribs retain fuel within the scavenge and collector tanks. A further flap valve
is situated between the collector/scavenge tank to retain fuel within the collector
tank.
The negative “g” tank is an inline reservoir that prevents fuel starvation during
manoeuvres. It gives approximately 10 seconds supply in a negative “g” condi-
tion. A vent valve on top of the negative “g” tank ensures the fuel supply is free
of air.
C. Low Pressure (LP) Valves
An LP valve is installed between each engine and negative “g” tank. Each valve
is controlled by a guarded LP VALVE switch installed on the flight deck roof
panel. Power is supplied from the 28V dc battery busbar to SHUT and emer-
gency busbar to OPEN the valve.

C. Low Pressure (LP) Valves (continued...)
The valve condition is shown on a caption above each switch. When engine
shut-down occurs, movement of the related engine CONDITION lever to the
FEATHER position closes the LP valve. Power to close the LP valve comes from
the 28V dc emergency busbar through the CONDITION lever microswitch.
D. Motive Flow Shut-off Valve
A shut-off valve is installed in the main motive flow line. This shut-off valve
controls the supply to one of the jet pumps, and is normally in the open position.
When the valve is closed the jet pump is inoperative. The valve is located in the
same area as the LP valve.
E. Fuel Standby Pump
An electrically operated standby pump is installed on the base of the collector

tank. The standby pump is used:
- To supply fuel to the engine for start-up until the motive flow system is
operational
- As a standby pump to cater for failure of the motive flow system
- To pump fuel during crossfeed operations.
Non-return valves are fitted downstream of the standby pump and in the outlet
line of the primary jet pump. These non-return valves prevent reverse fuel flow
when either the jet or standby pumps are in operation. The standby pumps are
controlled by STBY PUMP switches in the flight deck roof panel. Electrical power
is 28V dc supplied from the emergency busbar or the related essential busbar.
When a standby pump is selected ON the applicable motive flow shut-off valve
is automatically closed. When the standby pump is selected OFF the motive flow
shut-off valve re-opens and an increase in fuel pressure will be noticed.

F. Crossfeed System
The two fuel tanks are connected by a crossfeed line and a crossfeed valve. This
crossfeed valve is controlled by a two-position X-FEED switch installed in the
flight deck roof panel.
The crossfeed system allows both engines to be supplied from one tank. The
crossfeed system also allows one engine to be supplied from both tanks. When
an engine is shut down, fuel can be provided to the remaining engine by alter-
nately feeding from each tank. Fuel cannot be transferred from one tank to the
other. To operate the crossfeed system:
- Select the applicable STBY PUMP to ON (this causes the related mo-
tive flow shut-off valve to close and the standby pump to operate)
- Select the X-FEED switch to OPEN (this causes the crossfeed valve to
open and the motive flow shut-off valve on the opposite side to close)
Fuel is then supplied to both engines from the fuel tank of the selected standby
pump. Closing the crossfeed shut-off valve will reverse the process and switch-
ing OFF the STBY PUMP will re-open the associated motive flow valve.
The crossfeed valve cannot open until a standby pump has been switched ON. A
crossfeed open condition is shown by a CAP X-FEED (green) caption.
OPEN
While the crossfeed valve changes from the open and closed positions, an
amber and black cross-hatch indicator, situated above the X-FEED switch, will
come on.
The crossfeed shut-off valve must be closed during normal conditions.

Quantity Quantity
Gauge Gauge
Left Wing Tank Right Wing Tank
Fuel Standby Fuel Standby
Pump Pump
NRV NRV
NRV NRV
Primary Primary
Jet Pump Jet Pump
Crossfeed
Valve
NRV Negative Negative NRV
“G” Tank “G” Tank
Motive Motive
Flow LP Valve LP Valve Flow
Shut-Off Shut-Off
Valve Valve
Fuel Pump Fuel Pump

and Control and Control
Motive Flow Line Motive Flow Line
Engine Engine
Aircraft Fuel System Diagram

Fuel System Indication
3. Fuel System Indication

A flight deck indication is given for the following fuel system conditions:
A. Fuel Contents
The contents of the fuel tanks are shown as a digital readout at the bottom of the
engine instrument panel. FUEL QTY shows the amount of fuel in each tank.
B. Fuel Flow/Fuel Used (FF/FU)
There is a combined fuel flow and fuel used FF/FU display on the engine instru-
ment panel. A reading of total fuel used - FU - is obtained by pressing the FUEL
USED button at the base of the engine instrument panel. Total fuel used is reset
to zero by pressing the RESET button (also located at the base of the engine
instrument panel). The Fuel Flow/Fuel Used is shown in analogue and digital
format.
C. Fuel Pressure
There is a fuel pressure gauge for each engine. The gauge shows fuel pressure
between the first and second stage of the fuel pump assembly. The gauge also
shows oil pressure and oil temperature and is installed above the engine instru-
ment panel.
LO PRES
If the fuel pressure falls to less than 6 psi a (amber) caption on the roof
panel will come on.
D. Low Fuel Level Warning
If the usable fuel quantity falls below 269 lb, in either tank, a LO QTY (amber)
caption on the roof panel will come on.
E. Low Fuel Temperature
Low fuel temperature is indicated by a LO TEMP (amber) caption on the roof panel.
The caption will come on when the fuel temperature downstream of the oil/fuel
heat exchanger falls below 1.7°C.

Fuel System Indication
F. Refuel Control Panel

REFUEL
A (amber) caption on the roof panel will come on when:
- The refuel panel door on the right wing is open

or
- The power switch on the refuel control panel is ON.
The panel door must be closed and the power switch OFF before the caption will
go out.
G. Master Caution
Any amber caption relating to the fuel system on the roof panel will cause a
CAP FUEL (amber) caption to come on.
H. LP Valve Position
A roof panel caption shows the position of the LP valve. When the valve is open
the caption will show black, while in transit it will show amber/black cross-
hatched. The caption will show SHUT in white letters when the valve is closed.
I. Crossfeed Shut-off Valve

X-FEED
A CAP OPEN (green) caption will come on if the crossfeed shut-off valve
is open. When the valve is shut, the caption on the roof panel will show a black
caption. While the valve is in transit the roof panel caption will show amber/black
cross-hatched.

Fuel System Controls
4. Fuel System Controls

A. LP Valves
The fuel LP Valves are controlled by two guarded switches in the roof panel.
They are identified as left and right LP VALVE SHUT/OPEN. The valves will also
close when the CONDITION levers are moved to the feathered position.
B. Standby Pumps
The standby pumps are controlled by two switches on the roof panel. They are
identified left and right STBY PUMP ON/OFF.
C. Crossfeed Shut-off Valve
The crossfeed shut-off valve is controlled by a switch on the roof panel. The
switch is located between the two STBY PUMP switches. It is identified as
X-FEED OPEN SHUT. A standby pump switch must be selected ON before the
crossfeed shut-off valve will open.
10
Chapter 8 - Fire Protection
Chapter 8 - Fire Protection

List of Contents
1. ENGINE NACELLE FIRE DETECTION SYSTEM 8-8-2
A. System Description 8-8-2
B. System Indications 8-8-2
2. ENGINE NACELLE FIRE SYSTEM FAULT WARNING 8-8-4
A. General 8-8-4
B. Fire and Overheat System Test 8-8-4
3. ENGINE NACELLE FIRE EXTINGUISHER SYSTEM 8-8-5
A. General 8-8-5
B. System Operation and Indication 8-8-5

Chapter 8.8 - Fire Protection
Engine Nacelle Fire Detection System
1. Engine Nacelle Fire Detection System

A. System Description
An independent fire detection system monitors each engine nacelle. The system
gives protection in three nacelle areas:
- The engine nacelle forward of the firewall (zone 1)

- Two zones aft of the firewall, on each side of the engine (zone 3a & 3b)
A single-loop firewire system provides protection for the three zones. The single-
loop is divided into three segments, one for each zone. The three segments are
connected together at the firewall.
The firewire has two temperature sensing functions. An alarm is given if the
entire zone is exposed to an average temperature or to a local area discreet
temperature. The normal maximum ambient temperature for all engine zones is
150°C. Alarms will be given for zones 1, 3a and 3b at an overall average tem-
perature of 250°C or local area discreet temperature of 460°C.
B. System Indications
The fire detection loops are connected to separate monitoring control units re-
mote from the fire zones. The control units are electrically connected to the flight
deck visual and aural warning indications.
When an engine fire is detected the monitoring control unit annunciates:
- A CAP L FIRE (red) caption for the left engine or
a CAP R FIRE (red) caption for the right engine
- A red fire light on the CONDITION lever(s)

- An audible warning (bell)
- Red attention-getter warning light
- A red FIRE light adjacent to the relevant FIRE EXIT selector switch.

Engine Nacelle Fire Detection System
B. System Indications (continued...)
When the red attention-getter light is pressed the warning light and bell are
cancelled.
The CAP L FIRE or R FIRE (red) caption, CONDITION lever light(s) and
FIRE light(s) adjacent to the FIRE EXIT selector switch stay on until the fire is
extinguished.
The 28V dc emergency busbar supplies power to the fire detection system. This
supply gives continuous protection while the aircraft electrical power is selected
ON.

Engine Nacelle Fire System Fault Warning
2. Engine Nacelle Fire System Fault Warning

A. General
If the monitoring control units, in the fire detection system, detect a fault the
L FIRE
CAP LOOP (amber) caption for the left engine or the
R FIRE
CAP LOOP (amber) caption for the right engine will come on.
If the monitoring control units in the overheat detection system detect a fault, the
L OVHT
CAP LOOP (amber) caption for the left engine or the
R OVHT
CAP LOOP (amber) caption for the right engine will come on.
The amber attention-getter will also flash and the caution audio tone will sound.
B. Fire and Overheat System Test
A SYSTEM TEST panel is installed in the right-hand side console of the flight
deck. Two centre-off switches labelled FIRE SYST/FAULT, one for each engine,
control the test function. Both the fire and overheat detection systems are tested
together. The SYST test position activates all the warnings related to the fire
and overhead detection system. The FAULT test position gives all the warnings
related to system failures.

Engine Nacelle Fire Extinguisher System
3. Engine Nacelle Fire Extinguisher System

A. General
A fire extinguisher system is installed for each engine. The system will suppress
any fire which may occur in zones 1, 3a and 3b. The extinguishant is supplied
from two bottles installed in the hydraulic bay on the left side of the aircraft. The
two bottles have a “dual-shot” capability and can be used to extinguish a fire in
either engine nacelle.
B. System Operation and Indication
A three-position switch for each engine fire extinguisher system is located in

the centre pedestal on the flight deck. Each switch is labelled FIRE EXT SHOT1/
SHOT2. Adjacent to the switch is the red FIRE light. The three-position switch is
gated and guarded.
Selection of SHOT1 will discharge all the contents of bottle 1 to the selected
engine. Selection of SHOT2 will discharge the contents of bottle 2 to the selected
engine.

Chapter 9 - Hydraulic System and Landing Gear

List of Contents
1. HYDRAULIC POWER SUPPLY 8-9-3
A. Main Sub-System 8-9-3
B. Emergency System 8-9-6
2. LANDING GEAR 8-9-8
A. General 8-9-8
B. Main Landing Gear 8-9-8
C. Nose Landing Gear 8-9-8
D. Emergency Landing Gear Operation 8-9-9
E. Landing Gear Selector Lever 8-9-9
F. Indication and Warning 8-9-9
G. Limiting Speed 8-9-11
3. WHEEL BRAKES 8-9-12
A. General 8-9-12
B. Main Wheel Brakes 8-9-12
C. Normal Brake Control System 8-9-12
D. Anti-Skid Control System 8-9-13
E. Emergency Brake Control System 8-9-13
F. Pressure Indications 8-9-13
G. Warnings 8-9-13
4. WING FLAP SYSTEM 8-9-15
A. General 8-9-15
B. Flap Operation System 8-9-15
C. Flap Position Control System 8-9-15
D. Indication and Warning 8-9-17


5. GROUND SPOILERS 8-9-18
A. General 8-9-18
B. System Operation 8-9-18
C. System Control 8-9-18
D. Indication 8-9-19

Chapter 8.9 - Hydraulic System and Landing Gear
Hydraulic Power Supply
1. Hydraulic Power Supply

A. Main Sub-System
The main sub-system is supplied with power from two engine driven pumps,
one installed on each engine. The primary components in the normal systems
are:
- Reservoir
- Engine driven pumps
- Low pressure shut-off valve
- Low pressure warning switch
- Non-return valves
- Ground test connections
- Filters
- Pressure indication
- Accumulation
- Pressure relief valve
1. Reservoir
Hydraulic fluid is stored in a reservoir installed in the hydraulic bay of the

ventral pod. The reservoir contains both a main and an emergency cell inter-
connected at high level by a fluid transfer tube. Both cells are filled from the
one filler cap installed in the main cell.
The contents of the main cell are shown on a gauge in the lower centre
panel.
An overhead detector is installed in the main cell. If the temperature of the

fluid reaches 90°C (±5°C) it will be indicated by:
A CAP HYD (amber) caption
A lower centre panel HI TEMP (amber) caption.
When the temperature of the fluid falls back to 80°C the switch will de-
activate and the captions will go off.

2. Engine Driven Pumps
Two engine driven pumps (one installed on each engine) provide hydraulic
power for the main system. The outputs from each pump are mixed to give
a single supply pressure of 2000 psi (±25 psi). If a pump or engine fails
to operate then the remaining serviceable pump is able to supply sufficient
pressure to operate all the related systems.
3. Low Pressure Shut-off Valve
A hydraulic Low Pressure (LP) shut-off valve is installed in the supply pipe
to each engine driven pump. The LP valve is electrically operated. Each LP
valve is controlled by a two-position left or right LP VALVE switch installed
in the HYDRAULICS section of the lower centre panel. A split caption is
installed above each switch.
When the LP valve is in the normal open position there is no indication on

the caption. Whilst the valve is in transit between open and shut, the caption
will show black cross-hatch. When the valve is in the shut position, the cap-
tion will show SHUT (white). If a failure occurs when the valve is in transit,
between the open and shut positions, it will be indicated by:
A left or right (black/amber cross-hatch) transit caption on the lower

centre panel remaining on.
Each LP shut-off valve will also move to the shut position when the associ-
ated engine CONDITION lever is moved to the FEATHER SHUT-OFF position
(this also closes the associated fuel LP valve).
Closing the hydraulic LP valve stops the supply of fluid to the hydraulic
pump.

4. Low Pressure Warning Switch
When the output pressure of the hydraulic pump decreases to 1550 psi the
LP warning switch operates. The LP warning switch will cause the following
indications:

LO PRES
A lower centre panel PUMP, (amber) caption.
The caption goes off when the output pressure of the hydraulic pump rises
above 1825 psi.
5. Pressure Indication
A system pressure gauge is installed in the lower centre panel, and indi-
cates the system pressure. This dual indicator also shows the contents of
the main cell in the hydraulic reservoir. The indicator shows the following
ranges:
HYDRAULIC CONTENTS: An amber band between 0 and ½

A green band between ½ and full
HYDRAULIC PRESSURE: An amber band between 0 and 1550 psi

A green band between 1550 psi and 2450 psi
A red line at 2450 psi
A red band between 2450 psi and 3000 psi

B. Emergency System
The emergency hydraulic system will supply hydraulic power to lower the land-
ing gear and flaps. The primary components in the emergency system are:
- Hand pump
- Emergency selector
- Emergency cell indications
1. Hand Pump
Hydraulic fluid from the emergency cell of the reservoir is sent to an emer-
gency hand pump. The emergency hand pump is installed under the flight
deck floor between the pilots’ seats. The hand pump handle is installed on
the left side of the co-pilot’s seat.
Access to the hand pump is through a hatch in the floor. The handle is in-
serted into the hand pump and operated to provide pressure to the selected
system.
WARNING: TO AVOID THE LOSS OF HYDRAULIC FLUID THROUGH AN UNDIAGNOSED
LEAK IN THE NORMAL SYSTEM THE HAND PUMP MUST NOT BE USED IN
FLIGHT WITH THE EMERGENCY SELECTOR SET TO NORMAL.
2. Emergency Selector
The emergency hand pump is connected to an emergency hydraulic selec-

tor valve installed under the flight deck floor between both pilots’ seats.
The selector valve has three positions: NORMAL, FLAPS DOWN and GEAR
DOWN.
With the selector valve in the NORMAL position, hydraulic fluid can be
pumped into the main hydraulic power generation system. This hydraulic
fluid is used for maintenance checks and to increase hydraulic pressure in
the wheel brake system before engine start.
In the FLAP DOWN and GEAR DOWN positions the hydraulic fluid can only
be pumped into the FLAP or LANDING GEAR emergency system.

2. Emergency Selector (continued...)
The selector valve must only be moved away from NORMAL when called
for in the aircraft drills. In flight, once FLAP DOWN or GEAR DOWN has
been selected, the selector cannot be returned to the NORMAL position.
The selector may move between FLAP DOWN or GEAR DOWN as required.
However, a low level sensor in the reservoir emergency cell will, when
activated, signal the flap isolation valve to close. This will allow only GEAR
DOWN to be selected and operated.
3. Emergency Cell Indications
A fluid low level sensor is installed in the reservoir emergency cell and
activates when the fluid level in the cell is 135% of that required to lower the
landing gear using the hand pump.
To ensure that the remaining emergency fluid is only used to lower the
landing gear, and not the flaps, a flap isolation valve will move to the shut
position. The flap isolation valve is located in the hydraulic bay.
The fluid low level sensor will give the following indications:
A lower centre panel EMERG

QTY
(amber) caption.

Landing Gear
2. Landing Gear
A. General
The aircraft has a tricycle landing gear with two wheels on each leg. Each land-
ing gear retracts forward. The nose gear retracts into the front fuselage. The
main gear retracts into the underside of the engine nacelles. All landing gear
doors are mechanically operated by landing gear movement. The retraction,
lowering and locking are all achieved by hydro-mechanical means.
B. Main Landing Gear
The main landing gear retracts forward, raised and lowered by a hydraulic actua-
tor.
Duplicated microswitches on the dragstay and a single microswitch on the up-

lock hook (operated by stickers) indicate the gear position. Each main gear leg is
fitted with a weight-on-wheels (WOW) microswitch, operated by the movement
of the torque links.
C. Nose Landing Gear
The nose gear retracts forward, raised and lowered by a hydraulic actuator.
Microswitches on the downlock and uplock hooks are operated by the lock pins
on the landing gear casing to indicate the nose gear position.
The nose landing gear is fitted with a weight-on-wheels (WOW) microswitch and
is operated by the movement of the torque links.
The taxi and two landing lamps/lights are mounted on the front of the main cas-
ing.

Landing Gear
D. Emergency Landing Gear Operation
The landing gear may be lowered in an emergency by setting the emergency

selector valve to GEAR DOWN and using the emergency hand pump. The selec-
tor valve is located under the floor between the pilot seats. Once the emergency
selector valve has been activated it cannot be reset and the gear cannot be
raised again in flight.
Selection and operation of the landing gear emergency lowering system must be
commenced in sufficient time to ensure the gear is down and locked before the
final approach to land.
E. Landing Selector Lever
The landing gear selector lever is protected from an inadvertent UP selection,

on the ground, by a solenoid operated locking pin. The locking pin is electrically
connected through the left main gear weight-on-wheels switch. This holds the
selector lever in the DOWN position when the wheels are on the ground.
After take-off, when the main gear wheels are off the ground, the solenoid is
energised, withdrawing the locking pin and allowing UP selection of the landing
gear. An override is provided, on the selector lever panel, which will release the
locking pin if required. If the selector lever will not move to the UP position after
take-off, the override should only be operated if it is essential for flight safety.
F. Indication and Warning
1. Position Indication
Landing gear position is indicated by dual filament captions on the landing

gear selector panel. Each gear position is identified by one green and one
red caption. The captions and legends are:
- NOSE (green) and NOSE (red) for the nose gear

- LEFT (green) and LEFT (red) for the left main landing gear
- RIGHT (green) and RIGHT (red) for the right main landing gear

Landing Gear
1. Position Indication (continued...)
If a green caption is lit, it means that the gear is down and locked. When a
red caption is lit, it means the gear is unlocked or in transit. When both cap-
tions are out, it indicates that the associated gear is up and locked.
A reversionary standby downlock caption is provided on the right side con-

sole for each of the three gears. The captions are signalled by an indepen-
dent downlock microswitch for each gear.
A red light is installed in the handle of the landing gear selector lever. This
indicator light will come on if:
- Any landing gear is not locked UP 15 seconds after an UP selection

- Any landing gear is not locked DOWN 15 seconds after a DOWN
selection.
The light will remain on until all three gears are locked in the selected posi-
tion.
2. Audio Warning
An audio warning is heard if the landing gear has not been extended and
locked down and either of the following conditions exist:
- 15° flap or 25° flap has been selected

- either POWER lever is retarded to the flight idle position and the
speed is below 145 Kt IAS
A MUTE button on the landing gear selector panel allows the audio warning
to be cancelled but only if it is caused by power lever position. An audio
warning cannot be cancelled when it is caused by flap position and when
the gear is not locked down. When activated the audio mute select button
light will come on.
Movement of the POWER lever to forward of FLIGHT IDLE will extinguish the
button light and reset the audio warning system.
10
Landing Gear
G. Limiting Speeds
Maximum permitted landing gear extension speed:
0° FLAP ............................................... 170 Kt IAS

9° FLAP ............................................... 200 Kt IAS
-----------------------------------------------------------------------------------------------------
Maximum permitted speed for flight with landing gear extended:

0° FLAP ............................................... 170 Kt IAS
9° FLAP ............................................... 200 Kt IAS
-----------------------------------------------------------------------------------------------------
Maximum permitted speed for retraction of landing gear:
160 Kt IAS
-----------------------------------------------------------------------------------------------------
Maximum permissible airspeed for extending, retracting and flight

with flaps down:
9° FLAP ............................................... 200 Kt IAS

15° FLAP ............................................... 160 Kt IAS
25° FLAP ............................................... 140 Kt IAS
-----------------------------------------------------------------------------------------------------
11
Wheel Brakes
3. Wheel Brakes
A. General
The brake system consists of:
- 4 main wheel brakes

- A normal brake control system
- An anti-skid control system
- An emergency brake control system
The system includes hydraulic pressure indication and warning.
NOTE: Care must be taken not to operate the PITCH DISC-PULL control when it is
intended to operate the parking brake.
B. Main Wheel Brakes
The aircraft has four hydraulically operated brakes, one in each main wheel unit.
The brakes are interchangeable left and right on both main landing gears.
C. Normal Brake Control System
The normal brake control system is operated by depressing the pilot’s or co-
pilot’s left and right brake pedals, each of which operates a master cylinder and
a brake relay valve.
The normal brake control system receives hydraulic power from the hydraulic
power generation system. An accumulator, pre-charged with nitrogen, is sup-
plied with hydraulic pressure at 2,000 psi and provides stored pressure for a
limited number of brake applications if the hydraulic power generation system
fails.
Two dual anti-skid valves are in the normal brake control system and are con-
trolled by the anti-skid system. Skid protection is only available with the normal
brake system. The normal brake control system may be used with the anti-skid
system disarmed.
12
Wheel Brakes
D. Anti-Skid Control System
An electronic anti-skid control system is installed in the normal brake system.

It controls both brake pressure and wheel speed to prevent damage to the tyres
and achieve maximum braking efficiency.
E. Emergency Brake Control System
An emergency brake control system is available if the normal brake control sys-
tem fails. Hydraulic power is provided by the hydraulic power generation system
through an emergency brake control valve. This valve is operated by a cable
from the PARK BRAKE handle located on the left side of the centre console.
In the event of a normal brake control system failure, pull the PARK BRAKE
handle. This will activate a microswitch, which in turn will send an activation sig-
nal to the emergency brake control system.
F. Pressure Indications
A triple hydraulic brake pressure gauge on the lower centre instrument panel
indicates the Left and Right applied brake pressures for the normal brake control
system, and the applied brake pressure of the EMERGENCY brake control sys-
tem.
G. Warnings
Indications of low normal and low emergency brake accumulator pressures are
provided on the lower centre instrument panel next to the triple brake pressure
gauge.
The BRAKES LO PRES indications are LO MAIN and LO EMERG captions. They
are operated by low pressure switches and come on when the related accumu-
lator pressure falls to 1550 psi (minimum).
The captions will go off when the pressure rises above 1825 psi (maximum).
13
Wheel Brakes
G. Warnings (continued...)
The anti-skid system is continuously monitored. If a failure is detected,
a CAP A-SKID (amber) caption will come on. The caption will come on
whenever a failure is detected in the inboard or outboard systems and can be
annunciated by any of the following failures:
- Gear handle down and system power off

- A wheel lock-up in excess of three seconds.
14
Wing Flap System
4. Wing Flap System

A. General
The wing flap system has a:
- Flap operation system

- Flap position control system
- Flap position indicators and warning system.
Hydraulic power at 2,000 psi is supplied by the main power generation system.
Each wing has double slotted flaps hinged to the rear wing spar.
B. Flap Operation System
Hydraulic actuators connected between the wing rear spar, flap hinge arm and
inboard flap hinge bracket operate the flaps.
The normal flap positions are:
- Take-Off ................................ 0° (Retracted), 9° and 15°

- Landing ................................ 15° and 25°
- Cruise ................................ 0°
The take-off and approach flap positions are controlled by the flap position con-
trol system and the retracted and landing flap positions are controlled by the full
stroke of the actuator. The flaps are held in the retracted and landing position by
2,000 psi hydraulic pressure.
C. Flap Position Control System
The flap position control system has:

- A flap selector lever
- Hydraulic Flap Control Unit (HFCU)
- Flap position transducers
- An Electronic Flap Control Unit (EFCU)
15
Wing Flap System
1. Flap Selector Lever
The flap selector lever is installed on the centre console. To move the flaps,
the lever tab must be lifted (against a spring) and the lever moved through
the quadrant. When the lever is moved from the 9 to 15 degree position an
additional lifting force is required. The position of the flap selector lever
provides electrical inputs to the EFCU.
2. Hydraulic Flap Control Unit (HFCU)
The HFCU contains the solenoid valves and control valves for normal and
emergency operations of the flap system.
3. Electronic Flap Control Unit (EFCU)
Operation of the extend and retract solenoid control valves is signalled by

the EFCU which receives inputs from the flap selector valve and dual feed-
back signals from the flap position transducers.
4. Flap Position Transducers
Flap position transducers, mounted on the flap support hinges, are con-
nected to the flap hinge arms. Each transducer contains two potentiometers
which provides outputs for:
- Flap position control and assymetry detection (one for each

potentiometer)
- Flap position indicator (right hand unit)
16
Wing Flap System
D. Indication and Warning
1. Indication
Flap position is indicated on a gauge mounted on the centre instrument

panel. The indication for the gauge comes from the right flap position trans-
ducer. In the event of an indication failure, the flap position can be identified
from painted lines on the flaps. These lines are visible from the passenger
cabin.
2. Warning System
Warning of an electrical flap system fault or of an asymmetry condition is

provided by a
FLAP FLAP
CAP FAULT (amber) and ASYM (amber) captions.
17
Ground Spoilers
5. Ground Spoilers
A. General
A spoiler is fitted on the upper trailing edge of each wing, between the fuselage
and the engine. The function of the spoilers, which can only be deployed when
the aircraft is on the ground, is to reduce (dump) wing lift. The spoilers are
electrically controlled and hydraulically operated.
B. System Operation
The spoiler system has two modes of operation - deploy and retract. The system
operates in the retract mode during all ground and flight phases, with the excep-
tion of the landing roll, during which the system operates in the deploy mode.
The spoilers are armed when the SPOILERS switch is set to ARM and the right
power lever has been moved forward to give take-off power.
Deployment occurs when the system has been armed and the following condi-
tions are met:
- One main landing gear weight-on-wheels switch is in the ground

position
- Both power levers are in ground range.
Spoiler retraction on the ground, after the landing run, is achieved by setting the
SPOILERS switch to OFF or by advancing either power lever for a go-around.
C. System Control
Operation of the spoiler surfaces is controlled electrically by the ARM switch

located on the coaming panel, micro switches on the power lever quadrants and
weight-on-wheels oleo switches. All three must be in the correct position for the
spoilers to deploy.
18
Ground Spoilers
1. Operation
The control switch must be set to ARM prior to the take-off roll. It is inter-
locked with the take-off configuration warning system which provides an
aural warning and a CAP CONFIG (red) caption if the switch is not set to
ARM.
In addition, when the control switch is set to OFF, a CAP SP INHB (white)
caption comes on. The system is only armed when the right POWER lever is
advanced for take-off.
The control switch remains at ARM throughout the flight and is only set to
OFF during taxi or maintenance.
After landing, the spoilers are retracted by moving one of the POWER levers
forward of FLIGHT IDLE or selecting the SPOILER control switch to OFF.
D. Indication
Both spoiler actuators are fitted with downlock micro-switches which give indi-
cation of spoiler positions.
When the spoilers are retracted there are no flight deck captions. When the
spoilers are deployed, a green cross-hatch caption comes on. The caption is ad-
jacent to the ARM switch on the coaming panel. If either spoiler fails to deploy,
the green annunciator will not come on.
If either spoiler deploys with both power levers not in the ground range,
a CAP L SPLR and/or R SPLR (amber) caption will come on.
A spoiler-unlocked warning control relay, which builds a one second time delay
into the L SPLR and R SPLR captions, prevents spurious warning during
touch-and-go operations.
19
Chapter 10 - Ice and Rain Protection
Chapter 10 - Ice and Rain Protection

List of Contents
1. ICE AND RAIN PROTECTION OVERVIEW 8-10-2
A. General 8-10-2
2. AIRFRAME DE-ICING SYSTEM 8-10-4
A. System Description 8-10-4
B. Control and Indication 8-10-4
C. Warning Indications 8-10-5
3. ENGINE ANTI-ICING 8-10-6
A. Control and Indication 8-10-6
B. Engine Continuous Ignition and Auto Relight 8-10-6
4. PROPELLER DE-ICING 8-10-7
B. Airframe Protection 8-10-7
5. ELEVATOR HORN ANTI-ICING 8-10-8
6. AIR DATA SYSTEM ANTI-ICING 8-10-9
7. WINDSHIELD ANTI-ICING 8-10-10
A. Control 8-10-10
B. Indication 8-10-10
8. WINDSHIELD WIPERS AND WASHERS 8-10-11
A. Windshield Wipers 8-10-11
B. Windshield Washers 8-10-11
9. SUMMARY OF OPERATION 8-10-12
A. General 8-10-12

Chapter 8.10 - Ice and Rain Protection
Ice and Rain Protection Overview
1. Ice and Rain Protection Overview

A. General
The aircraft is protected against ice and rain by the following systems:
Airframe de-icing Pneumatic rubber boots on the leading edges of

the wings horizontal and vertical stabilizers
Engine anti-icing Engine bleed-air
Propeller de-icing Electrically operated heater mats
Elevator horn anti-icing Electrically operated heater mats
Air data system anti-icing Electrically heated sensors
Windshield anti-icing Electrically energised elements of indium trioxide
Windshield Wipers
Windshield Washers
An ice detector is installed to the lower left side of the forward fuselage to allow
monitoring of ice build-up during the operation of the aircraft.
The ice detector incorporates a vibrating element which operates continuously

when the right essential busbar of the aircraft is energized, and no-ice conditions
prevail. The formation of ice on the vibrating element causes the movement of
the element to stop.
ICE
This causes the CAP DETECT (amber) caption to come on.
An ice observation light is installed in the outboard side of each engine nacelle
cowling to allow in-flight observation of ice build-up. The lights are controlled by
a switch on the roof panel labelled ICE OBS ON/OFF.

Airframe De-Icing System
Vertical Stabilizer
De-Icing Boot
Elevator Horn
Heating Matt
Propeller
Heating Matt
Outboard Horizontal
Stabilizer
De-Icing Boot
Inboard Horizontal
Stabilizer
De-Icing Boot
Windshield Heating
Elements
Windshield Wipers
and Washers
Heated Static Inboard Wing
Plates De-Icing Boot
Mid Wing Outward Wing

TAT Engine Intake De-Icing Boot De-Icing Boot
Probe Hot Air Anti-Icing
Heated
AOA Vanes
Static
Ice Plates
Detector Heated
Pitot Head
Ice and Rain Protection

2. Airframe De-Icing System

The airframe de-icing system consists of pneumatic rubber boots on the leading
edges of the wings, as well as the horizontal and vertical stabilizers. Ice accretion
on the leading edges is removed by inflating the rubber boots with pressure regu-
lated engine bleed air.
A. System Description
The airframe de-icing system is supplied with High Pressure (HP) and high
temperature air from the HP bleed air system of both engines.
De-icer boots are located:
Outboard wing* (Left and Right)

Mid wing* (Left and Right)
Inboard wing (Left and Right)
Outboard horizontal stabilizer* (Left and Right)
Inboard horizontal stabilizer* (Left and Right)
Vertical stabilizer (Left and Right)
* The horizontal stabilizer, outboard wing and mid wing boots are of the clam
shell type: having separate inflatable upper and lower clamshell surfaces.
B. Control and Indication
The airframe de-icing system is controlled manually from the flight deck by
switches in the roof panel.
Switches in the roof panel control the operation of the de-icing boots. The
AIRFRAME switches are labelled AUTO CYCLE/OFF/RESET, CCT1, CCT2 and
CCT3. The AUTO CYCLE/RESET switch is a rocker switch spring loaded to the
center OFF position. The CCT switches are push button. Listed below each CCT
switch is the section of the aircraft de-icing system operated by the switch.

B. Control and Indication (continued...)
When the AUTO CYCLE/RESET switch is set to AUTO CYCLE, two full cycles of
the de-icing boots occur. A timer switch controls the AUTO CYCLE operation and
the order in which the boots operate is as follows:
- CCT1 - 6 Seconds
- CCT2 - 6 Seconds
- CCT3 - 6 Seconds
A second cycle occurs immediately and then OFF.
During the cycle of operation green captions above the CCT switches come on.
17 psi pressure switches in each of the three circuits control the operation of
these captions.
The captions read CCT1 CCT2 CCT3

as the pressure switches operate.
The de-icing boots remain inflated while the CCT switch is in the ON position.
They deflate when the switch is released to the OFF position.
C. Warning Indications
If the bleed air pressure in the LP manifold is less than 15 psi a pressure switch
operates. This causes the LO PRES (amber) caption in the roof panel and the
CAP ICE (amber) caption to come on.

Engine Anti-Icing
3. Engine Anti-Icing
Anti-ice protection is provided for the engine intake cowl, compressor intake and P2
probe. The system uses engine HP bleed-air which is sent continuously to the inlet
anti-ice shield. The HP bleed-air is also supplied to an anti-ice valve.
A. Control and Indication
Two switches in the roof panel labelled ENG/ELEV, LEFT/RIGHT, ANTI-ICE/OFF

control the anti-ice valve. When the switches are set to ANTI-ICE, the valves are
opened and hot air circulates through the engine intake cowling/ducts. Warm air
is also circulated around the P2 intake probes. The system is designed to ensure
that the heat is sufficient to prevent ice forming on the probe. The switches also
control the electrical power supply to the ELEVator horn heater mats through the
weight-on-wheels switch.
PROP
Selection of ENG/ELEV ANTI-ICE will cause a CAP ENG ICE (green) caption to
come on.
If an ENG/ELEV switch is set to ANTI-ICE and the anti-ice valve fails to open, a
CAP ICE (amber) caption comes on.
A L ENG or R ENG (amber) caption in the roof panel will indicate which engine
anti-ice valve has failed.
B. Engine Continuous Ignition and Auto Relight
The engine continuous ignition and auto relight systems are described in Chapter
6 - Engines.

Propeller De-Icing
4. Propeller De-Icing
Each propeller blade incorporates a two-element electrically powered de-ice mat.
DC electrical power is supplied to the mats through a brush block and slip ring
assembly on the propeller back plate. The DC supply is controlled by electronic tim-
ers, and switches on the roof panel.
The control switches are labelled PROPELLER LEFT/RIGHT SHORT CYCLE/OFF/

LONG CYCLE and are located on the roof panel.
The inner and outer propeller blade mats are energized alternately for 35 sec-
onds (SHORT CYCLE) or 70 seconds (LONG CYCLE). The short cycle is used
in icing conditions when the Total Air Temperature (TAT) is -5°C or warmer. The
LONG CYCLE is used in icing conditions colder than -5°C TAT.
Selection of the LEFT or RIGHT PROPELLER ice protection system to ON causes

PROP
the CAP ENG ICE (green) caption to come on.
B. Airframe Protection
The area of the fuselage in line with the propellers are strengthened to avoid
damage to the fuselage caused by ice being shed from the propellers.

Elevator Horn Anti-Icing
5. Elevator Horn Anti-Icing

Protection against the formation of ice on the elevator horns is provided by electri-
cally powered anti-ice heating mats.
The two ENG/ELEV switches in the roof panel control the supply of power to
the elevator horn heating mats. The power supply is also controlled through the
main landing gear weight-on-wheels switches. This is to prevent heat damage to
the mats whilst the aircraft is on the ground.
NOTE: When either one of the ENG/ELEV switches are set to ANTI-ICE,
PROP
the CAP ENG ICE (green) caption comes on.

Air Data System Anti-Icing
6. Air Data System Anti-Icing

Protection against icing of the pitot heads, stall vanes, TAT probe and static vents
(S1, S2, S3) is provided by dc electrical heaters.
Two switches installed in the roof panel and labelled AIR DATA, LEFT, RIGHT,
ON/OFF, control the supply of power to the heaters.
NOTE: TAT probe heating also requires the L/H oleo weight-on-wheels switch
to be in the flight position.
P1 P2 P3
If the AIR DATA switches are set to OFF, the L STAT , R STAT and TAT (amber)
captions in the roof panel will come on. The TAT caption will only come on in
flight.
A failure of the stall van heater causes a CAP L STALL or R STALL (amber)
caption to come on.
If the AIR DATA switches are set to OFF, the CAP ICE (amber) caption will
come on.

Windshield Anti-Icing
7. Windshield Anti-Icing
Protection against formation of ice on the windshield is provided by two indepen-
dent anti-icing elements of indium trioxide film in each windshield main panel. The
four elements each have an Inverter Unit and a Control Unit to supply their electrical
power.
A. Control
Two modes of operation are available, NORMAL and EMERGENCY. Control of the
system is through two WINDSHIELD switches on the roof panel. These switches
are labelled LEFT ON/OFF/EMERGENCY and RIGHT ON/OFF.
The system has three modes of temperature control - warm up, normal and
overheat.
B. Indication
When the windshield heat system is set to OFF the left and right
INBD
(amber) and OUTBD (amber) captions in the roof panel come on.
The CAP ICE (amber) caption also comes on.
When the windshield heat is set to ON, if the system is serviceable, all the cau-
tion captions will go off.
10
Windshield Wipers and Washers
8. Windshield Wipers and Washers

A. Windshield Wipers
A two-speed electrical windshield wiper is provided for each windshield main

panel.
1. Wiper Control
The windshield wipers are controlled by switches on the left and right sides
of the coaming panel. The switch panels are labelled W/SHIELD WASH/
WIPE and the wiper control switches labelled LEFT and RIGHT OFF/SLOW/
FAST. When the wiper switches are set to OFF the wipers automatically go
to the parked position.
CAUTION: DO NOT OPERATE THE WIPERS ON A DRY WINDSHIELD AS THIS CAN
CAUSE SCRATCH DAMAGE TO THE WINDSHIELDS.
B. Windshield Washers
The washer bottle/pump unit is installed in the nose equipment bay. The washer
outlet nozzles are integral parts of the wipers.
1. Washer Control
The washers are controlled by WASH/PUSH buttons installed on the W/

SHIELD WASH/WIPE panels on the coaming panel.
11
Summary of Operation
9. Summary of Operation
A. General
Icing conditions start when the Indicated Outside Air Temperature (IOAT) on the
ground or in flight is 5°C or less, with visible moisture in the atmosphere (e.g.
cloud, fog, rain, sleet or ice crystals) or as (surface snow, ice standing water or
slush) on ramps, taxiways or runways.
Icing conditions end when the above conditions no longer prevail and the IOAT is
10°C or more.
Do not operate the airframe ice protection unit if approximately a quarter to a

half inch of ice collects on the wing or tail boots. This is to prevent bridging of
ice over the airframe de-icing system boots whilst they are in operation.
The ENG ANTI-ICE protection must be set to ON before icing conditions are
entered.
During ground testing, with the engines not running, the propellers ice protec-
tion system is not to be operated for more than 10 seconds. If icing conditions
exist on the ground, propeller anti-icing should be set to ON when the engine is
running.
When engine anti-icing is required during take-off, refer to the AIRCRAFT PER-
FORMANCE DATA for corrections necessary to take account of loss of engine
power.
During ground testing ENG/ELEV anti-icing must not be set to ON for more than
10 seconds when the IOAT is more than 5°C.
The propeller anti-icing should be set to SHORT CYCLE when the IOAT is -5°C or
above and to LONG CYCLE when the IOAT is -5°C or below.
When flying in icing conditions it is recommended that regular gentle move-

ments of the flying controls are made. This is to prevent ice bridging between
the fixed and movable surfaces.
12
Summary of Operation
A. General (continued...)
If ice is suspected or is known to have formed on the wings or the tail plane
refer to the ABNORMAL HANDLING SECTION of the Flight Guide for handling
limitations.
All ice and snow should be removed, by approved means, from the aircraft on
the ground before flight.
13
Chapter 11 - Avionics
List of Contents
1. ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) 8-11-5
A. General 8-11-5
B. Symbol Generator 8-11-5
C. Electronic Attitude Direction Indicator (EADI) 8-11-6
D. Instrument Remote Controllers (IRC) 8-11-9
E. Electronic Horizontal Situation Indicator (EHSI) 8-11-13
F. EFIS Display Controller 8-11-16
G. EFIS Reversionary Modes and Failure Indications 8-11-17
H. EFIS Power Supplies 8-11-21
2. ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS) 8-11-22
A. General 8-11-22
B. AHRS Reference Unit 8-11-22
C. Flux valves and Control/Compensator Units 8-11-23
D. AHRS Control and Operation 8-11-23
E. AHRS Indications 8-11-24
F. Standby Attitude and Heading Indication 8-11-24
G. AHRS Failure 8-11-25
H. AHRS Power Supplies 8-11-25
3. AIR DATA SYSTEM 8-11-28
A. General 8-11-28
B. Digital Air Data Computers 8-11-28
C. Air Data Displays 8-11-29
D. Standby Air Data Instruments 8-11-32
E. Pitot, Static and TAT Probe 8-11-32

4. NAVIGATION SYSTEM 8-11-34
A. General 8-11-34
B. Integrated Navigation Unit (NAV Unit) 8-11-34
C. Radio Management Unit (RMU) 8-11-35
D. Navigation System Displays and Failure Modes 8-11-35
E. Navigation System Power Supply 8-11-38
5. COMMUNICATIONS AND AUDIO SYSTEM 8-11-39
A. General 8-11-39
B. Integrated Communications Unit 8-11-39
C. Audio Control Panel (ACP) 8-11-41
D. Communication and Audio System Power Supplies 8-11-41
E. Clearance Delivery Unit 8-11-42
F. Passenger Address (PA) System 8-11-44
6. FLIGHT CONTROL SYSTEM 8-11-45
A. Flight Control Computer 8-11-45
B. Mode Selector 8-11-53
C. Control of the Flight Control System 8-11-53
D. Flight Control System Fail Modes 8-11-53
E. Flight Control System Power Supplies 8-11-54
7. WEATHER RADAR SYSTEM 8-11-55
A. General 8-11-55
B. Weather Radar Indicator 8-11-55
C. Weather Radar System Power Supply 8-11-56
8. RADIO ALTIMETER SYSTEM (RAD ALT) 8-11-58
A. Rad Alt Transmitter/Receiver 8-11-58
B. Rad Alt System Power Supplies 8-11-58

9. AUTOPILOT (AP) 8-11-59
A. General 8-11-59
B. Autopilot Controller 8-11-59
C. AP Out Switches (ICO) 8-11-61
D. Master power switch 8-11-61
E. Captions 8-11-61
F. Pilot in Command Switch 8-11-63
G. Autopilot Cut Out 8-11-63
H. Flaps Input 8-11-63
I. Power Supplies 8-11-64
10. CLOCKS 8-11-67
A. General 8-11-67
B. Clock Functions 8-11-67
C. Clock Power Supply 8-11-67
11. GROUND PROXIMITY WARNING SYSTEM (GPWS) 8-11-69
A. General 8-11-69
B. System Interfaces 8-11-69
C. Modes of Operation 8-11-70
D. Self-Test 8-11-75
E. GPWS Power Supplies 8-11-75
F. GPWS Control and Indication 8-11-75

12. TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM (TCAS) 8-11-78
A. General 8-11-78
B. System Interfaces 8-11-78
C. Modes of Operation 8-11-79
D. Threshold Warnings 8-11-84
E System Self Test 8-11-85
F. TCAS Power Supplies 8-11-85
G. Validity Interfaces 8-11-85
13. EMERGENCY LOCATOR TRANSMITTER (ELT) 8-11-86
A. General 8-11-86
B. System Operation 8-11-86
14. FLIGHT MANAGEMENT SYSTEM (FMS) 8-11-88
A. General 8-11-88

Chapter 8.11 - Avionics
Electronic Flight Instrument System (EFIS)
1. Electronic Flight Information System

A. General
The standard EFIS installation consists of two independent systems (No.1 and
No.2). Each system consists of the following equipment:
- Electronic Horizontal Situation Indicator (EHSI)

- Electronic Attitude Director Indicator (EADI)
- Symbol Generator (SG)
- Display Controller
Two remote instrument controllers allow the pilots to set EFIS parameters. The
pilot’s instrument controller sets the course (No.1 NAV system), IAS and HDG.
The co-pilot’s instrument controller sets the altitude select and No.2 NAV system
course.
B. Symbol Generator (SG)
The SGs process and convert data received into video and deflection signals
for the electronic displays. The SGs also process and output decision height
information calculated from the radio altitude.
The two SGs are installed in the nose equipment bay and are cooled by integral
fans. Each SG interfaces with the on-side navigation system, No.1 and No. 2
AHRS, No. 1 and No. 2 DADC and the Flight Control System (FCS).
The SGs are linked by a digital data bus (Avionics Standard Communications
Bus or ASCB) that allows the transmission of data between the EFIS SGs.

C. Electronic Attitude Direction Indicator (EADI)
Each EADI is installed above the associated EHSI in the left (No.1) and right
(No.2) instrument panels and display the following parameters:
- Primary pitch attitude ±90 deg.

- Primary roll attitude ±180 deg.
- Selected Altitude, displayed in cyan, in the top right hand corner of the
display. As the selected altitude is reached, the ASEL legend, preselected
digits and box turn amber and flash.
- Primary Indicated Airspeed, displayed digitally on a vertical tape on the left
hand side of the EADI. High airspeeds are displayed at the top of the scale.
- Overspeed awareness: Vmo displayed as a red vertical line on the left of
the airspeed scale.
- Low airspeed awareness, VLAA, displayed as a red vertical line on the
right of the airspeed scale. The speed at which this occurs will correspond
to 1.07 Vs (stall ident speed).
- Mach number, displayed continuously above 15000 ft. Mach number is
always displayed in even numbers.
- Vertical speed is displayed on a curved pointer scale on the right side of
the display. The scale has a range of ±3000 ft per minute (fpm) and is
linear within ±1000 fpm.
- Radio altitude, displayed on a four digit display from -20 to 2500 ft with a
display resolution of 10 ft between 200-1500 ft and 50 ft between 1500 ft
and 2500 ft. Above 2500 ft the radio altitude display is not in view.
- Decision Height (DH) is displayed instead of Mach number below 15000
ft and is selectable in the range 10 to 990 feet. Between 10 and 200 ft the
DH can be set in 5 ft increments, and above 200 ft the DH can be set in 10
ft increments.
- Marker beacon annunciation (shown by the letters OM, MM or IM) is above
and to the right of the attitude sphere. The letters are of the appropriate
colour and flash at the appropriate rate.

C. Electronic Attitude Direction Indicator (EADI) (continued...)
- Glideslope in the range of ±2 dots. When the associated NAV receiver is

not tuned to an ILS frequency, the glideslope display is removed.
- The expanded localizer is removed when not tuned to an ILS frequency.
When a back course is selected or the selected course is more than 90
degrees from heading, the deviation is automatically reversed to provide
correct sensing with respect to the localizer.
- Flight Director (FD) command bar.
- Flight Director mode annunciators - armed modes are annunciated in
white, and captured modes are annunciated in green.
- Airspeed select bugs - four independent airspeed bugs (1, R, dot and tri-
angle) are available and selectable via a single control knob located on the
centre coaming panel. Default values are 40, 45, 50 and 55 respectively.
The 1 and R bugs reset to their default values on takeoff.
Each EADI has an inclinometer consisting of a white ball on a black background

installed below the display area.
The EFIS is provided with an automatic display declutter mode. In the case of an
unusual aircraft attitude, all EFIS displays will be removed from the EADI, except
for pitch, roll, IAS, Mach and vertical speed.
An unusual attitude is defined as pitch attitude of greater than + 30 degrees, -20

degrees or roll attitude of greater than 45 degrees.

EADI Display Instrument Remote Display EADI

Controller Controllers Controller
EHSI Weather EHSI

Radar
EFIS

D. Instrument Remote Controllers (IRC)
The instrument remote controllers are used to select desired course and head-
ing displays on the EHSI. They allow a value for altitude preselect to be set and
airspeed reference bugs can be set.
- CRS (Course) Knob: each pilot can select the desired course on the EHSI.
When the PUSH DCT button is pushed, the course pointer will point to the
selected VOR station.
- HDG (Heading) Knob: a single heading knob selects the position of both
EHSI heading bugs. When the PUSH SYNC button is pushed, the heading
bugs will slew to the EHSI lubber line.
- ALT SEL (Altitude Select) Knob: selects the altitude preselect value which is
displayed in the upper right corner of each EADI.
- IAS (Indicated Airspeed) Knob: sets one of four IAS bugs. The PUSH CHG
button is used to toggle between the IAS bugs.

Right IRC
Left IRC
Instrument Remote Controllers

10
IAS Set AP Flight Roll/ Roll Flight Marker Altitude

Readout Engaged Director Attitude Scale Director Beacon Preselect
Mode Pointer Mode Display
VMC
Note: this example
is for illustrative
purposes only, it is
not actual VMC.
Pitch
Comparison Scale
Monitor
Annunciation
G/S Scale
IAS Scale Pointer
and Readout
Vertical
IAS Set Speed
Bugs Display
Single Cue
Flight Director Vertical
Command Bar Speed
Set
Mach
(Above 15,000 ft.)
Note: this example is for
illustrative purposes only.
Aircraft Expanded Radio Attitude
Symbol Localizer Altitude Sphere
Deviation
EADI with Single Cue Command Bar

11
IAS Bugs
Readout
on Ground
EADI with Airspeed Bugs

12
E. Electronic Horizontal Situation Indicator (EHSI)
Each EHSI is installed below the associated EADI in the left (No.1) and right
(No.2) instrument panels and display the following parameters:
- Primary Heading: displayed in the range of 0 deg to 360 deg on an elec-

tronically rotating heading dial graduated in 5 deg (minor) and 10 deg
(major) increments.
- Course Select Pointer and digital readout: course select is adjusted and
controlled by a remote control knob. Each EHSI has a dedicated course
select control knob which is located on the pilot’s and co-pilot’s remote
controllers for the No.1 and No.2 EFIS respectively.
- Heading Select Bug: this bug is adjusted and controlled by the pilot’s
remote control. A digital readout of selected heading is also provided.
- Course Deviation Bar: indicates deviation from the selected NAV source on
a ± 2 dot scale.
- Navigation Source Annunciation: indicates the NAV source that is being
indicated on the EHSI.
- Heading Source Annunciation: indicates the heading source that is being
displayed on the EHSI.
- Bearing Pointers: two pointers are provided on each EHSI. The pointers can
be switched between NAV sources via the associated EFIS controller.
- Elapsed Time (ET): the ET display has a readout in minutes and seconds
or hours and minutes. By selection of the GT/TTG button on the associated
EFIS controller, the ET display can read either ground speed or time to go
(TTG)
- ILS Glideslope: when the ILS frequency is tuned.
- Compass Sync Indicator: displayed below the heading readout in the top
right corner of the display. The indicator is of the cross/dot style, with a
moving bar to indicate out-of-sync error.
13
TO/FROM Lubber Heading Target

Aircraft Caption Line Select Bug Alert Heading Select
Symbol Display
Distance
Display G/S Scale
Pointer
Waypoint/
DME Identifier Vertical
Deviation
Scale
Bearing No2
Pointer Lateral
Deviation
Bearing No2 Scale
Caption
Heading
Bearing No1 Compass
Caption
Ground
Speed
Course/ Display
Desired Track
Display
Bearing No1 Course/DTRX Course

Pointer Pointer Deviation Bar
EHSI with Full Compass Display

14
Heading
Select Bug
Out-Of-View
Course
Pointer
Out-Of-View
Time to Go
EHSI with Partial Compass Display

15
F. EFIS Display Controller
The EFIS display controllers are installed on the left and right side of the coam-
ing panel and allow the selection of display modes and navigation data on the
associated EADI and EHSI.
The display controller provides the following functions:
- FULL/ARC: display of full compass mode (0-360°) or partial compass

mode (90° of heading) on the EHSI.
- MAP: the full compass mode is changed to the partial compass mode and
VOR/DME ground station positions can be displayed.
- WX: weather radar is diplayed and partial compass mode is set on the
EHSI.
- GSPD/TTG: selects ground speed or time to go for display on the EHSI.
- ET: selects lapsed time (and cycle start, stop and reset functions) to be
displayed on the EHSI.
- V/L (VOR/LOC): allows selection of VOR and LOC navigation display.
Alternate presses of the switch allows on-side or cross-side navigation
information to be displayed.
- Two bearing pointer control knobs (BRG) dedicated to the ‘Circle’ pointer
and ‘Diamond’ pointer on the associated EHSI allow the selection of OFF/
VOR1/ADF1/LNAV (Circle Pointer) and OFF/VOR2/ADF2/LNAV (Diamond
Pointer).
- A control consisting of two concentric rotary controls labelled ADI DIM/
DH/TST allows dimming of the EADI with the outer control while rotation of
the inner control sets the DH. Pressing the inner control test the EFIS, radio
altimeter and FD systems, dependant on system status and aircraft status.
If the outer (DIM) control is rotated fully counter clockwise (CCW) to its
OFF position, the EADI display is presented on the EHSI (lower) tube.
- A control, consisting of two rotary controls, labelled HSI DIM/WX/DIM
allows the EHSI display to be dimmed. This is done by rotation of the outer
control. The WX radar display on the EHSI is dimmed by rotation of the
inner control.
16
G. EFIS Reversionary Mode and Failure Indications
It is not possible to have a composite display of the EHSI and EADI on one tube,
due to the amount of data presented.
In the event of EADI failure, selection of the EADI DIM control on the display con-
troller to the fully CCW position allows the EADI display to be presented on the
EHSI tube. In the event of an EHSI failure, it is not possible to display the EHSI
display on the EADI tube.
1. SG (Symbol Generator) Failure
In the event of a single SG failure both the pilot’s and co-pilot’s displays are
driven by the remaining serviceable SG. This is achieved by selecting the
SG rev switch located on the coaming panel. The SG driving both systems
is annunciated in amber on each EADI (SG1/SG2). A failure of the two SGs
will result in the total loss of the EFIS displays. Flight data is also diplayed
on the standby instruments, primary altimeters, RMIs and DME indicators.
2. AHRS Failure
In the event of an AHRS failure the pitch scale, roll pointer and aircraft sym-
bol are removed from the associated EADI. The attitude sphere is “painted”
blue and the legend ATT (red) is displayed on the EADI.
On the EHSI the bearing pointers, course select pointer and readout, as well
as the heading select bug and readout, are removed. The legend HDG is
displayed in a red box at the top of the compass display.
To enable the EFIS to receive cross-side AHRS data, select the AHRS rever-
sion switch on the coaming panel to the serviceable system. The AHRS
selected is annunciated on the upper right side of the EADI (ATT1/ATT2).
A failure of both AHRS systems results in the total loss of primary heading
and attitude data. Standby heading and attitude data are available on the
standby instruments.
17
3. DADC Failure
In the event of a DADC failure the parameter legends (e.g. IAS, VS) are
displayed in red boxes on the EADI.
To enable the EADI to receive the cross-side DADC data, select the DADC
reversion switch on the coaming panel to the serviceable system. The
DADC selected is annunciated on the lower left side of the attitude sphere of
the EADI (ADC1/ADC2).
A failure of both DADCs results in the total loss of primary air data informa-
tion. Standby airspeed and altitude are available on the standby ASI and
standby altimeter.
The rotary reversionary selector switches are labelled BOTH1/N/BOTH2.

When set to:
- N: left hand systems are driven by No.1 SG/AHRS/DADC and right
hand systems by No.2 SG/AHRS/DADC
- BOTH1, No.1 and No.2 systems are driven by the No.1 sensor
- BOTH2, No.1 and No.2 systems are driven by the No.2 sensor
4. Navigation System Failure
In the event of a navigation unit failure, the glideslope, expanded localizer

and course deviation pointers are removed from the EFIS displays. On the
EADI a red NAV legend will appear in the GS window, and on the EHSI a red
NAV legend will appear in place of the VOR/LOC legend.
When the glideslope or localizer signal is invalid (and the NAV unit is tuned
to a localizer frequency), a parameter legend GS and/or LOC as appropriate
will be displayed in red on the EFIS displays.
18
Flight Director Test Attitude Altitude

Fail Caption Fail Preselect Fail
Altitude
Wrap-Around
Fail Caption
IAS Vertical
Fail Speed Fail
GS Fail
LOC Fail Radio

Altitude Fail
System Failure Displays

19
5. Flight Director (FD) Failure
In the event of a FD failure (or during FCC warm-up), a FD warning is dis-

played in a red box on the EADI. All FD cues and captions will be removed
from the EADI.
6. Comparison Monitoring
The EFIS compares on-side and cross-side system data continuously. If a

difference between data exceeds predetermined values, or if data is invalid,
the EFIS shows an amber ‘C’ on the EADI, and shows the mis-compared
parameter on the EHSI.
The comparison monitor functions for the following parameters:
- Pitch
- Roll
- Heading
- Airspeed
- Localizer Deviation
- Glideslope Deviation
If a single SG fails, the serviceable SG compares the data on the on-side

and cross-side inputs. Any comparison failures will be indicated as de-
scribed above.
7. Cooling Fan Failure
In the event of an EFIS cooling fan failure, a CAP AV FAN (amber) caption
will come on.
20
H. EFIS Power Supplies
The two EFIS systems are electrically independent for the ASCB data bus that
links the two SGs. The failure of one EFIS system does not affect the other
system.
The No.1 system is supplied with power from the 28V dc left essential avionic
busbar.
The No.2 system is supplied with power from the 28V dc right essential avionic
busbar.
A single generator failure will have no effect on the system. A double generator
failure will result in a total loss of the EFIS system. Data is available on the No.1
primary altimeter, No.1 RMI, DME indicator and standby instruments.
21
Attitude and Heading Reference System (AHRS)
2. Attitude and Heading Reference System (AHRS)

A. General
The AHRS is a dual, all attitude inertial sensor installation which provides aircraft
attitude, heading and flight data to the EFIS, flight control and weather radar
systems. The gyroscopic elements are rate gyros that are accurately aligned
with the axes of the aircraft. A digital AHRS reference unit integrates the rate
data to obtain heading, pitch and roll. Flux valves provide long term references to
the system.
The dual AHRS installation consists of the following equipment:

- Two AHRS reference units
- Two flux valves
- Two control/compensator units.
The standby attitude and heading instruments are:
- One standby artificial horizon

- Two Radio Magnetic Indicators (RMIs)
- One standby compass.
B. AHRS Reference Unit
Each AHRS reference unit is accurately installed in the nose equipment bay to
within 0.2 degrees of the respective aircraft axes to ensure it provides accurate
data. Each AHRS reference unit is cooled by an integral fan.
Two pitch and roll synchro outputs and three heading synchro outputs from each
AHRS unit provide data for:
- Pitch and Roll No.1 On-side EFIS

- Pitch and Roll No.2 Cross-side EFIS and FDR
- Heading No.1 On-side EFIS
- Heading No.2 Cross-side EFIS and FCS
- Heading No.3 On-side RMI
22
B. AHRS Reference Unit (continued...)
RMI No.1 has a heading output to the FDR. Both AHRS provide dedicated pitch
and roll signals to the FCS. The No.2 AHRS is also interfaced to the weather
radar system via outputs of pitch and roll which are used to stabilize the radar
scanner.
C. Flux Valves and Control/Compensator Units
The flux valves are mounted in the horizontal stabilizers. They interface with the
AHRS reference units through the compensator section of the associated control
/compensator unit. The control/compensator units are located on the left and
right side instrument panels.
D. AHRS Control and Operation
AHRS has four modes of operation: normal and basic for the attitude channel
and slaved and DG for the heading channel.
The normal mode utilizes TAS (from the DADCs) to compensate for acceleration
induced attitude errors. The loss of TAS causes the AHRS to revert to the basic
mode with reduced accuracy. A BASIC caption on the AHRS control unit comes
on when TAS is lost.
The slaved mode utilizes input from the flux valves to align the heading outputs
of the AHRS reference units. When it is not in the slaved mode, the AHRS oper-
ates in the DG mode to produce heading with reduced accuracy and conven-
tional gyro.
In the event of a flux valve failure, the DG mode is selected by a pushbutton

switch labelled HDG/DG on the AHRS control unit. A SLAVE caption on the
AHRS control unit comes on to indicate a slaving failure.
In the DG mode a rotary selector switch on the AHRS control unit, labelled FAST/
SLOW, provides a two speed slew facility.
Each AHRS reference unit has a test facility which is activated by a TEST push-
button switch on the AHRS control unit.
23
D. AHRS Control and Operation (continued...)
When TEST is selected:
- Attitude is indicated as the current attitude reading +10 deg pitch up

+20 deg right wing down
- Heading turns towards east at 3 deg per sec
- All AHRS controllers annunciators come on.
After 2.5 seconds, the indications revert to the individual information.
E. AHRS Indications
With the AHRS and EFIS systems functioning correctly, flight data is displayed
as follows:
- No.1 AHRS heading and attitude No.1 EFIS

- No.1 AHRS heading No.1 RMI
- No.2 AHRS heading and attitude No.2 EFIS
- No.2 AHRS heading No.2 RMI
In the event of a total EFIS failure, a heading display is still provided by the RMIs.
F. Standby Attitude and Heading Indication
1. Standby Artificial Horizon
The standby artificial horizon is installed in the centre instrument panel. It

contains a gyro and is physically and electrically independent of the AHRS.
The display provides an indication of aircraft pitch and roll, and includes an
inclinometer. The display shows pitch to 85 deg and roll to 180 deg. Ad-
ditionally it provides ILS glideslope and localizer data on two pointers with a
±2 dot scale.
Failure of attitude information (power failure or low gyro speed) is indicated

by a red OFF flag on the instrument. When a localizer frequency is set on the
No.1 NAV unit and the glideslope or localizer signal is invalid, a red G/S flag
and/or LOC flag will show as appropriate.
24
2. Standby Compass
A standby magnetic compass is installed above the main windshield. It is

provided with back lighting.
G. AHRS Failure
AHRS failure indications are described in the EFIS reversionary modes and
indications. Cross-side AHRS data is obtained by setting the appropriate AHRS
rev (reversionary) rotary switch, located on the coaming panel, to the remaining
serviceable AHRS.
H. AHRS Power Supplies
Each AHRS reference unit has two 28V dc power inputs, primary and auxiliary.
The normal power source is the primary power source. If the primary power
source is interrupted, the auxiliary power source is automatically engaged. Each
AHRS reference unit is also supplied with a 26V ac from the 26V ac avionic
busbars.
The AHRS power supplies are arranged to ensure that at least one AHRU is
supplied with power at all times, both on the ground and in flight, and during all
operating conditions. To achieve this, the AHRS power supplies are switched by
WOW slave relays on the ground.
The standby artificial horizon is normally supplied with power from the avionic
emergency busbar.
A switch, labelled STBY INST POWER, located on the centre instrument panel,
allows the power supply to the standby artificial horizon (and the standby
altimeter) to be switches from the emergency switched avionic busbar to the
standby battery busbar. This action is only to be carried out if the aircraft batter-
ies become exhausted.
The No.1 RMI is supplied with power from the 28V dc emergency switched
avionic busbar whilst the No.2 RMI is supplied with power from the 28V dc right
essential busbar.
25
H. AHRS Power Supplies (continued...)
The standby compass does not require electrical power for its operation.
In the event of a single generator failure, the AHRS, standby artificial horizon and
the RMIs will continue to operate normally without any reversionary switching.
A double generator failure will cause the No.2 AHRS and the No.2 RMI to fail.
The No.1 AHRS, standby artificial horizon and the No.1 RMI will continue to be
powered.
Each SG can derive data from either AHRS.
Under normal operating conditions, failure of an ac inverter will cause primary

attitude and heading to be lost from the appropriate EFIS. Primary heading and
attitude are restored on the failed side by selecting the appropriate AHRS rev
(reversionary) rotary switch, located on the coaming panel, to the remaining
serviceable AHRS.
CAUTION: THE AHRS TAKES 3 MINUTES TO RUN UP AND 2 MINUTES TO RUN

DOWN. THE AIRCRAFT MUST NOT BE MOVED DURING THESE RUN UP
AND RUN DOWN TIMES OR DAMAGE MAY OCCUR TO THE GYROS.
26
System Reversionary Switches

27
Air Data System (ADS)
3. Air Data System (ADS)

A. General
The air data system provides dual primary and secondary air data functions and
consists of the following equipment:
- Two Digital Air Data Computers (DADC)
- Three pitot heads
- Two dual passage static plates (S1-S2)
- Two single passage static plates (S3)
- One Total Air Temperature probe (TAT)
- Two electric primary altimeters
- One pneumatic standby altimeter
- One pneumatic standby airspeed indicator
B. Digital Air Data Computers
Two DADCs provide the primary air data functions. Each DADC is installed in the
nose equipment bay.
The DADCs take inputs of static air pressure, pitot (ram) air pressure, tem-
perature, baro-correction and stall warning data. From this the DADCs give the
following outputs:
- Pressure Altitude
- Baro-corrected altitude
- Indicated Airspeed (IAS)
- Low airspeed awareness
- True Airspeed (TAS)
- Vertical Speed (VS)
- Maximum Operating Speed (Vmo)
- Static and Total Air Temperature (SAT and TAT)
- Various airspeed determined switched outputs
- Altitude alert.
28
B. Digital Air Data Computers (continued...)
The No.1 DADC is connected to the No.1 pitot head and the No.1 static system.
The No.2 DADC is connected to the No.2 pitot head and the No.2 static system.
The TAT interface is provided by a single, dual, element temperature probe. Each
DADC is connected to a dedicated element.
Each DADC has two electrically independent ARINC 429 outputs which provides
interface to the EFIS, FDR and pressurization systems. Primary altitude for each
pilot is provided by an interface between each DADC and its related electric
altimeter.
C. Air Data Displays
1. Altitude Display and Altitude Alert Indication
Altitude is displayed on electric altimeters located on the right side of each

EADI. Each altimeter has a baro-correction knob on its bezel. The baro-cor-
rection setting for each DADC is displayed on the associated altimeter in
millibars (mb) and inches of mercury (in HG).
The altitude alert function is controlled by the altitude select knob on the
co-pilots instrument controller. The set altitude (when set) is shown in cyan
digits in the top right corner of each EADI, below the annotation ASEL.
As the aircraft reaches 1000 ft. from the selected altitude (above or below),
the selected altitude changes to amber and will flash for 5 seconds. This
is accompanied by an amber annunciator on each altimeter flashing and a
two second audio warning in the pilots headset and cockpit speakers. The
selected altitude and annunciators remain at amber until the aircraft is 250
ft. from the selected altitude.
Within 250 ft. the selected altitude display shows in cyan. If the aircraft de-
viates from the selected altitude by more than 250 ft., the selected altitude
will flash in amber for 5 seconds and then go steady.
29
Standby
Altimeter
Altimeter
Standby
Airspeed
Indicator
Altimeter, Standby Altimeter and Standby Airspeed Indicator

30
1. Altitude Display and Altitude Alert Indication (continued...)
The annunciators on the altimeters will flash and a two second audio warn-
ing will be given. The visual warning will continue until the aircraft returns to
within 250 ft. of the selected altitude or a new selected altitude is set.
2. Airspeed, Vmo and Low Airspeed Awareness Indication
Airspeed is displayed on the left side of the EADI by digits on a vertical tape
and on a rolling drum.
Vmo (Maximum Operating Speed) is displayed on the airspeed tape as a

vertical red line, starting at Vmo and extending parallel to the airspeed tape
for speeds greater than Vmo. When the airspeed tape indicates Vmo or
greater, the digital IAS readout turns red.
Low airspeed awareness is displayed on the airspeed tape as a vertical

red line, starting at the airspeed calculated by the DADC to be 1.07 Vs and
extending parallel to the airspeed tape for speeds less than this value.
There are four adjustable airspeed bugs which can be displayed. The bugs
are selected and set by the IAS control knob on the right instrument remote
controller. The airspeed bugs are displayed by symbols adjacent to the ap-
propriate speed on the airspeed tape.
Each DADC provides an output at 253 kts (Vmo + 3 kts) to activate an

overspeed audio warning. Above altitudes of 17,400 ft. the overspeed warn-
ing is limited to 0.525 M (Mmo + 0.005).
3. Vertical Speed Indication
Vertical speed is displayed on the right side of each EADI on a fixed arc
scale with digits and a moving pointer.
31
4. Invalid Air Data Displays

An invalid air data parameter is indicated by a removal of the associated
tape and digital readout from the display and replacing it with the param-
eters abbreviation (e.g. IAS) surrounded by a red box.
5. True Airspeed and Temperature indication
TAT and TAS are displayed on a dedicated indicator installed in the coam-
ing panel. SAT can be set to momentarily display instead of TAT when the
switch on the indicator is pushed and held in. The indicator receives TAT,
TAS and SAT data from the No.1 DADC only. The input cannot be transferred
to No.2 DADC on reversionary selection, when No.1 DADC is unserviceable.
D. Standby Air Data Instruments
1. Standby Altimeter
A standby altimeter is installed in the centre instrument panel and is con-
nected to the No.3 static system. The instrument’s baro-correction is
displayed in both mb and inHg
2. Standby Airspeed Indicator
A standby airspeed indicator (ASI) is installed in the centre instrument panel
below the standby altimeter and it is connected to the No.3 pitot and No.3
static systems.
E. Pitot, Static and TAT Probe

The No.1 pitot head and the TAT probe are mounted on the left side of the for-
ward fuselage. The No.2 and No.3 pitot heads are mounted on the right side of
the forward fuselage.
There are three static systems with two vents each (to eliminate error caused by
differential pressures). The two static plates (each with three vents) are mounted
on the forward fuselage (one each side).
The pitot heads, TAT probe and static plates are all electrically heated to prevent
icing.
32
TAS Temperature Indicator

33
Navigation System
4. Navigation System
A. General
The navigation system contains the following components:
- Two Integrated Navigation Units with VOR/ILS, ADF, DME and

marker sub-systems
- Two Radio Management Units (RMU)
- One Clearance Delivery Unit (CDU)
- Two DME indicators
- Two RMIs
- The antenna and coupler systems
B. Integrated Navigation Unit (NAV Unit)

Each NAV Unit is installed in the nose equipment bay.
1. DME
The DME function of the NAV Units can scan two DME channels at the
same time. Distance, time-to-go, groundspeed and an alphanumeric station
ident can be displayed for two DME stations.
DME data is displayed to each pilot on dedicated DME indicators located on

the left and right instrument panels. Each indicator can be selected to any
one channel at any one time. The selectable channels are No.1 NAV and
No.2 NAV.
DME data for the active frequencies is displayed on the No.1 and No.2 EFIS
displays.
2. CDU
Refer to 11-6 for the function, location and controls of the CDU.
34
Navigation System
C. Radio Management Unit (RMU)

Control of the navigation system is achieved by two RMUs, one for each NAV
Unit. The RMUs are located on the centre instrument panel, to the left and right
of the engine instrument panel.
The RMU is a color CRT display based controller that controls the navigation
(NAV) and the communications (COMMS) systems by select keys. Additionally
each RMU has the ability to be switched from its on-side NAV Unit to the cross-
side NAV Unit.
The RMU has five tuning areas (windows) on its screen (COM, NAV, ADF, ATC
and MLS). MLS is not installed in the aircraft and this window remains blank.
Each window contains all the information associated with a particular function
e.g. the ADF window shows the operating frequency and operating mode. Each
window is controlled by a select button and concentric turning controls/knobs.
To change pages, press the PGE switch until the desired page is displayed. To
display cross-side information press the 1/2 switch. A second press will return
the display to the on-side selection.
D. Navigation System Displays and Failure Modes
The VOR, ILS and ADF information is primarily displayed on the EFIS, VOR and
ADF data from each NAV Unit can be set to display on the RMIs. Navigation data
from system 1 is shown on the single bar pointers (RMIs) and bearing No.1
pointer (ball) on the EFIS. Navigation data from system 2 is shown on the double
bar pointers (RMIs) and bearing No.2 pointer (diamond) on the EFIS. VOR or
ADF selections are made on the EFIS controller for the on-side EFIS and on each
RMI for each RMI. Different selections can be made on each EFIS and each RMI.
ILS data from the No.1 NAV Unit is also displayed on the standby artificial
horizon and is used as a back-up display in the event of a total failure of the EFIS
system.
If a NAV Unit fails, the information from the serviceable NAV Unit is displayed on
the cross-side EFIS display by pressing the V/L button on the appropriate EFIS
controller.
35
Navigation System
Transfer Transfer
Switch Switch
Line Line
Select Select
Switches Switches
Function Tuning
Switches Knobs
RMU (Radio Management Unit) Display

36
Navigation System
Parameter
Display
Ident
NAV Channel Knots
Select (DME1/2) Minutes
DME Distance
DME Channel Select Parameter Select
DME Indicator
37
Navigation System
E. Navigation System Power Supply

The No.1 navigation system display is supplied with power from the 28V dc
emergency switched avionic busbar. The No.2 navigation system is supplied
with power from the 28V dc right essential avionic busbar.
If a single generator failure occurs, it will have no effect on the system. In the
event of a double generator failure, the No.1 system remains fully functional but
the No.2 system is lost.
38
Communications and Audio System
5. Communications and Audio System

A. General
The communications system consists of the following equipment:
- Two Integrated Communications Units (Comms Unit) with VHF

Communications and ATC transponders
- Two RMUs (shared with the NAV system)
- One Clearance Delivery Unit (CDU)
- Three Audio Control Panels
- PA and Cabin interphone
- Two Comms antennas
- Two ATC transponder antennas
The ground crew can plug a headset into a connector on the nose gear. The
connector is in parallel with the pilot’s audio control panel and gives the ground
crew direct communication to the pilot.
B. Integrated Communications Unit (Comms Unit)

Each Comms Unit is installed in the nose equipment bay.
The Comms Units contain the VHF comms and ATC transponder systems and
are normally controlled by their respective RMUs. A similar method of cross-
side control as the NAV system is provided.
The ATC transponder functions has modes A, C and S. The dual ATC transpon-
der system has a lockout to prevent both transponders being active at the same
time. Control of the transponder system is via the RMUs.
1. System Control
The Comms Units are normally controlled by the same RMUs that control
the NAV units. The Comms Units have their own dedicated windows on the
RMUs.
39
Audio Control Panel

40
C. Audio Control Panel (ACP)

Two ACPs, one located on the left and one located on the right instrument panel
give selection and control of the audio received and transmitted by each pilot.
The ACPs also change the digital sound on the digital bus to analog signals for
the headsets and speakers. Each ACP controls on-side facilities (audio, mic
signals and speaker).
The ACP allows individual selection of VHF1, VHF2, Interphone (INT) or pas-
senger address (PA) for transmissions by buttons on the facia. The buttons are
interlocked so only one facility can be selected at a time. Transmission on the
selected radio is achieved by the operation of a PTT switch.
Received audio is controlled by rotary push-buttons. The appropriate receiver

channel is selected when the required button is out. The push-buttons are not
interlocked and can be selected as required. The speaker is controlled by a
rotary push-button. Turning the button will adjust the speaker sidetone level. The
volume of the headset and the speaker can be individually controlled by volume
knobs on the ACP.
If power is lost or an ACP fails, pressing the EMER button on the ACP will cause
all emergency VHF (1) comms and VHF (1) nav audio (analog format) to be
output directly to the headset.
Each ACP interfaces with the audio warning system. All audio warnings are
supplied to the headsets and flight deck speakers simultaneously. Warning audio
signals to the speaker cannot be turned off by the speaker switch.
D. Communication and Audio System Power Supplies

Power for the No.1 and No.2 Radio Communications Units are supplied from the
28V dc unswitched emergency avionics busbar and the 28V dc right essential
avionics busbar respectively.
The No.1 ACP is supplied from the 28V dc left essential busbar. The No.2 ACP is
supplied from the 28V dc right essential busbar. Both ACPs are also dual-
supplied from the 28V dc switched emergency avionics busbar to enable starts
and smoke drills.
41
D. Communication and Audio System Power Supplies (continued...)

The No.1 and No.2 RMUs are supplied from the 28V dc emergency and the 28V
dc right essential busbars respectively.
The CDU is supplied from the 28V dc emergency avionics busbar.
In the event of a single generator failure, all Communications and Audio Systems
will be automatically supplied from the functional generator.
In the event of a double generator failure, the No.1 Comms system, all Audio
Control Panels and the CDU will remain operational. The remaining components
of the No.2 Comms system and the No.1 RMU will not be operational.
E. Clearance Delivery Unit (CDU)

The CDU is located on the left instrument panel and provides a means of tuning
the No.1 Comms and NAV units. The controls on the front panel (and their func-
tions) are:
- Transfer key: sets the arrow cursor adjacent to the displayed COM
or NAV frequency
- SQ On/Off switch: Sets the Comms Unit squelch to on or off
- NAV AUDIO On/Off switch: sets the NAV Unit audio to on or off
- MODES switch: sets the mode of operation of the CDU. Normal
mode is set with the switch turned clockwise. Emergency mode is
set with the switch turned counter-clockwise.
- Tuning Knobs: sets the Comms or NAV Unit frequency selected by
the transfer key. The outer knob is used to adjust the whole (main)
part of the frequency. The inner knob is used to adjust the decimal
portion of the frequency.
42
System Installation Remote Tune Tuning Squelch

Caption Caption Cursor Caption
COM Radio Emergency Mode

Tuning Caption Caption
NAV Audio On
Caption
NAV Radio NAV Audio
Tuning Caption On/Off Switch
Transfer Key
Tuning Knobs
NORM/EMERGENCY
Mode Switch
Squelch
On/Off
Clearance Delivery Unit

43
F. Passenger Address (PA) System

The PA system provides the following functions:
- Interphone between the pilots and the flight attendant

- Cabin announcements from the flight deck
- Cabin announcements from the flight attendant
- Cabin alerting by the illumination of Fasten Seatbelt and No Smoke
signs
- Flight attendant and flight deck call features.
The PA system is linked to the cabin speakers. The system is accessible to the
flight crew and flight attendant at all times. The PA system is supplied with 28V
dc from the unswitched emergency avionics busbar.
44
Flight Control System
6. Flight Control System (FCS)

The Flight Control System (FCS) consists of:
- A Flight Control Computer (FCC)

- A Mode Selector.
A. Flight Control Computer (FCC)

The FCC is installed under the cabin floor aft of the flight deck bulkhead.
The FCS functions as a Flight Director (FD) and provides lateral and vertical cues
on the EADI for the following modes of operation:
1. Heading (HDG) Mode
Momentary depression of the mode selector HDG button engages the

heading mode, if the compass system from the selected pilot is valid. When
the mode is engaged, the mode selector button will indicate a green HDG
caption. In this mode the command bar will indicate roll commands on the
EADIs to achieve the selected heading. The heading mode can be cancelled
by capture of another lateral mode, standby mode or momentary reselection
of the HDG button.
2. Navigation (NAV) Mode
Momentary depression of the mode selector NAV button causes the FCC to
engage either:
- NAV ARM and HDG if the aircraft is outside the 1 dot/5 deg capture
zone
- NAV mode if the aircraft is within the capture zone with valid NAV
and compass signals.
When the mode is engaged, the mode selector button will indicate an amber
ARM or a green CAP caption and the EFIS will indicate a white NAV arm or
green NAV caption as appropriate.
45
FD Mode Selector
46
2. Navigation (NAV) Mode (continued...)
In the NAV ARM mode the heading mode provides steering commands to
capture an intercept angle set by the heading bug on the EHSIs. When the
capture zone is entered, the heading commands are automatically cancelled
and the nav mode produces the steering commands.
The navigation mode is cancelled by selection of another lateral mode*,

standby mode or momentary reselection of the NAV button.
*NOTE: Back Course at any time. HDG if NAV is captured, though not if
NAV is armed when HDG is on as well.
3. Approach (APR) Mode
Momentary depression of the mode selector APR button causes the FCC to
engage either:
- NAV ARM, APR ARM and HDG or

- APR CAP
The mode engaged depends on the aircraft’s position relative to the ILS.
Operation of the APR mode is similar to the NAV mode but existing verti-
cal guidance is maintained (and annunciated) until glideslope capture.
Glideslope capture is locked-out until localizer capture.
During the approach, glideslope gain is a function of the altitude from the
Radio Altimeter (Rad Alt). The gain is reduced as the aircraft gets closer to
the glideslope transmitter. If the Rad Alt fails the glideslope gain is controlled
as a two stage function as follows:
- Time from glideslope capture (and)

- Time from middle marker
The approach mode is cancelled by selection of another lateral mode,

standby mode or momentary reselection of the APR button.
47
4. Indicated Airspeed (IAS) Hold
Momentary depression of the mode selector IAS button causes the FCC
to engage IAS hold if the DADC output is valid. The mode selector button
indicates a green IAS caption and a green caption is presented on the EADIs
when the IAS hold mode is engaged. The FCC produces pitch commands
to maintain the IAS present when the mode is selected. This is displayed as
the vertical deflection of the pitch command bar on the EADIs.
The mode is cancelled by selection of another vertical mode, standby mode

or momentary reselection of the IAS button.
5. Vertical Speed (VS) Hold
Operation of the vertical speed mode is the same as the IAS mode except
that the aircraft is controlled to the vertical speed present when the mode
is selected. Cancellation of the mode is the same as cancellation of the IAS
mode.
6. Back Course (BC)
Momentary operation of the mode selector BC button causes the FCC to

engage the BC mode or if outside the reverse ILS capture zone it arms the
mode. On selection outside the capture zone the BC button will indicate an
amber ARM caption and a white BC caption is shown on the EADIs. When
the capture zone is entered the mode selector BC button indicates a green
CAP caption and the caption on the EADIs indicate a green BC.
Back course approaches can be carried out on any single direction ILS ap-
proved for BC operations.
When BC is displayed, glideslope data is locked out and not displayed.
48
7. VOR Approach
The VOR approach mode permits precision lateral guidance on an approach
to a runway, provided the runway has a VOR located on the extended centre
line.
The mode is enabled by momentary depression of the mode selector APR

button with the appropriate RMU tuned to the VOR frequency.
8. Altitude (ALT) Hold

Momentary depression of the mode selector ALT button causes the FCC to
engage the altitude hold mode, if the DADC data is valid. When the mode
is engaged the mode selector button indicates a green ALT caption and a
green ALT caption is shown on the EADIs.
The FCC produces commands to maintain the aircraft at the altitude at

which the mode is selected. The commands are shown by the vertical
deflection of the command bar on the EADIs.
The mode is cancelled by a selection of another vertical mode, standby

mode or momentary reselection of the ALT button.
9. Altitude Select (ALT SEL)

Momentary depression of the mode selector ALT SEL button causes the
FCC to arm the ALT SEL mode. The mode selector ALT SEL button indicates
an amber ARM and ALT ARM is shown on the EADIs.
The desired altitude is selected by the ALT SEL control (on the co-pilot’s
instrument controller). The FCC then generates commands for the aircraft to
acquire the selected altitude. As the aircraft approaches the selected altitude
the mode selector ALT SEL button changes to indicate a green CAP and the
EADIs change to show ALT CAP.
On reaching the selected altitude, the altitude hold mode is engaged and
vertical commands are given on the command bar to maintain the selected
altitude.
49
9. Altitude Select (ALT SEL) (continued...)
The ALT SEL mode cancels any other vertical mode. It can itself be can-
celled by selection of another vertical mode, standby mode or reselection of
the ALT SEL button.
10. Standby Mode (SBY)
Selection of SBY cancels all previously selected FD modes and removes

the command bars from the EADIs. When SBY is pressed (and held) all the
mode captions come on and the FD warning flag on the EADIs come into
come into view. When SBY is released all the mode captions extinguish and
the FD warning flag goes out of view.
11. Go-Around (GA)
Momentary operation of the GA switch on the left POWER lever causes the
FCC to engage the GA mode and cancel all other selected modes.
The FCC produces commands to achieve a wing level, approximately 8 deg

pitch up.
If autopilot is engaged when GA is selected it will be disengaged.
Selection of any lateral mode commands lateral guidance, but maintains the
pitch angle. Selection of a vertical mode cancels the GA mode.
50
Lateral Arm Lateral Capture Vertical Arm Vertical Capture

(White) (Green) (White) (Green)
BC/LOC/NAV BC/HDG/LOC ASL/GS ALT/ASL/GA
VAP/VOR NAV/VAP/VOR GS/IAS/VS
Autopilot Mode
AP (Green)
EADI with Autopilot/FD Mode Captions

51
FCS Control Switches/Captions

52
B. Mode Selector
The mode selector is installed in the centre of the coaming panel. It is configured
so that all lateral mode switch/captions are on the top row and all vertical ones
on the bottom row.
Indication of mode selection is repeated on the EADIs.
C. Control of the Flight Control System

The Flight Control System (FCS) receives navigation, course and air data infor-
mation from the NAV Unit (via the Symbol Generator), AHRS and DADC sys-
tems, No.1 or No.2 as selected by the pilot/co-pilot.
The switching is controlled by pushbutton switch/annunciators with the split

legend “PILOT/CO-PILOT”. The switches are labelled “FCS CONTROL” and are
located on the left and right main instrument panels. The annunciation on a black
background is PILOT (green) or CO-PILOT (white).
The switching system operates such that when selected to a particular pilot, the
air data AHRS and NAV information selected to that pilot’s EFIS is also selected
to the flight control system. When the switch is selected to the other pilot, all
selected flight director modes are cancelled and must be reselected by the pilot
to whom the FCS control has been switched.
D. Flight Control System Fail Modes

The FCC has internal fault monitoring circuits. In the event of a FCC failure a red
FD FAIL warning annunciator is displayed on the top left center of the EADIs. All
other FD cues and annunciators are removed from view.
If an autopilot is fitted and the monitoring circuits detect a “hard-over” the auto-
pilot is automatically disengaged.
53
E. Flight Control System Power Supplies

The FCS is supplied from the 28V dc left essential avionics and left 26V ac
busbar.
In the event of a single generator failure, the FCS will be automatically supplied
via the functional generator, and will not be shed.
In the event of a double generator failure the FCS will not be available to the flight
crew.
54
Weather Radar System
7. Weather Radar System (WRS)

A. General
The WRS consists of the following equipment:

- Receiver/Transmitter/Antenna Unit (RTAU)
- Weather Radar Indicator (WRI)
Weather radar information is controlled by and displayed on the dedicated WRI,
it can also be displayed on the EHSIs.
B. Weather Radar Indicator
The WRI is installed in the centre instrument panel. The WRI incorporates the
following control and selector switches:
OFF Sets the radar system to OFF.

STBY Sets the radar system to the standby mode, this inhibits the transmitter
and the antenna scan. The system will warm up (45 seconds) during which
time it displays WAIT. When warmed up, the system shows STBY
ON Sets the radar system to ON, and starts FP mode.
FP Sets the radar system in the Flight Plan mode. FP is shown on the screen.
TST Sets the radar self test mode. A special test pattern is displayed which al-
lows verification of correct system operation. TST is shown on the screen.
The radar radiates microwave energy during the test.
TGT Turns on/off the target alert feature. The alert feature advises the crew of
potentially dangerous targets directly in front of the aircraft but outside of
the selected range. TGT is shown on the screen.
RCT Turns on/off the Rain Echo Attenuation Compensation technique (REACT)
mode. The REACT mode compensates for the attenuation of the radar
signals as it passes through rainfall. The presence of a cyan field indi-
cates areas where compensation is not possible and bad weather may be
located.
NOTE: In this simulation, all items in italics are NOT being simulated. They are
included for informational purposes only.
55
B. Weather Radar Indicator (continued...)
WX Sets the radar system to weather detection mode (from GMAP or FP

modes)
GMAP Sets the radar system to ground mapping mode. The system enhances
returns from ground targets, and reduces returns from weather targets.
RANGE The maximum radar range on the EHSI is selectable by two switches. The
switch with the up arrow increases the range, and the switch with the down
arrow decreases the range. The selectable ranges are 5, 10, 25, 50, 100,
200 and 300 nm.
AZ Turns on/off the azimuth marks on the display at 30 degree intervals left
and right of the aircraft centreline.
SCT Selects either 14 scans per minute (120deg scan) or 28 scans per minute
(60 deg scan).
BRT Adjusts the brightness of the display. Clockwise to increase, and counter-
clockwise to decrease the brightness.
TILT Sets the antenna tilt angle between ±15deg from the horizontal. When the
switch is pulled out auto-stabilizations is switched off.
GAIN When the switches is pushed in, the gain of the receiver is preset (calli-
brated) and rainfall rates are shown by the appropriate colour. When pulled
out the gain can be varied to enhance the weather picture. When target
alert is on, the gain is automatically fixed at the present value.
NOTE: In this simulation, all items in italics are NOT being simulated. They are
included for informational purposes only.
C. Weather Radar System Power Supply
The WRS is supplied from the 28V dc right essential busbar. A stabilization
reference voltage is supplied from the 26V ac right avionics busbar.
A single generator failure will have no affect on the system. A double generator
failure will result in the total loss of the WRS display.
56
EHSI
Range
Incr.
EHSI
Range
Decr.
Weather Radar Indicator

57
Radio Altimeter System (Rad Alt)
8. Radio Altimeter System (Rad Alt)

A. Rad Alt Transmitter/Receiver
The Rad Alt transmitter/receiver is installed beneath the cabin floor, aft of the
flight deck bulkhead, on the left side of the fuselage.
The radio altimeter provides an accurate output of height data (above the
ground) between 0 and 2500 ft. The height data goes to the EFIS, FDR and FCC
(for gain programming).
A test facility is available and is initiated by the selection of test on the left or
right EFIS control panel. The on-side Rad Alt display will show 100 ft. and the
cross-side Rad Alt display will show RA in red (boxed). If the test is indicated by
the coupled side (pilot/co-pilot switch) all FD/AP captions come on, (while the
test switch is held in) and the FD goes into standby mode when the test switch
is released. The Rad Alt can be tested in the air or on the ground.
B. Rad Alt System Power Supplies
The Rad Alt system is supplied from the 28V dc left essential busbar.
A single generator failure will have no effect on the Rad Alt system. A double
generator failure will result in the total loss of the Rad Alt system.
58
Autopilot (AP)
9. Autopilot (AP)
A. General
The AP converts the steering commands from the FCS into control surface
movement to automatically follow the commanded flight path. It is controlled by
an AP controller installed in the centre console to the rear of the engine controls.
When the AP is engaged, the FCC provides an automatic electric trim facility.
B. Autopilot Controller
The AP controller provides the means of engaging the AP and yaw damper. In
addition it also gives manual control of the AP by a TURN KNOB and PITCH
WHEEL. The controls on the AP controller are as follows:
1. AP ENGAGE Switch/Caption
The AP ENGAGE switch is used to engage the autopilot. Engaging the AP

automatically engages the yaw damper (YD). The AP may be engaged with
the aircraft in any reasonable attitude and will couple automatically to any
FD modes selected on the mode selector upon engagement.
Engagement of the AP causes the AP ENGAGE and YD ENGAGE switch/cap-

tion to come on. Subsequent pressing of the switch will cause the AP to
disengage but the YD will remain engaged. When the AP is engaged, the
automatic electric trim (pitch only) will trim the aircraft if a continuous out-
of-trim condition occurs.
2. YD ENGAGE Switch/Caption
When the AP is not engaged, the YD ENGAGE switch can be used to engage
the yaw damper only. If the AP is engaged and the YD is disconnected, the
AP will not disconnect. The AP must have two valid sources of attitude and
one valid source of heading before it can be engaged.
59
Autopilot (AP)
3. SOFT RIDE Switch/Caption
The SOFT RIDE mode reduces AP gains whilst still maintaining stability in
rough air. When this mode is selected, a green caption in the switch shows
ON. SOFT RIDE mode can be used with any FD mode although it will be
cancelled on localizer capture. The SOFT RIDE switch should only be used
in turbulence.
4. BANK LIMIT Switch/Caption
When in the HDG mode, this facility limits the FD roll command bank. A
green caption in the switch shows ON when the mode is on. Bank limits are
5 and 13 deg when heading error is less or more than 10 deg respectively.
5. PITCH Wheel
Rotation of the PITCH wheel results in a change of pitch attitude. The

change in pitch attitude is proportional to the rotation and in the direction of
the wheel movement.
Movement of the PITCH wheel cancels the ALTitude hold and the ALTitude
SELect modes.
When the VS or IAS mode is selected movement of the PITCH wheel

changes the air data command reference.
PITCH wheel movement has not effect when the FD has captured the
glideslope.
4. TURN Knob
Rotation of the TURN knob out of the detent (centre) position results in a roll
command. The roll angle is proportional to and in the direction of rotation of
the TURN knob.
The TURN knob must be in the detent position before the AP can be en-
gaged. Rotation of the TURN knob cancels any lateral mode selected.
60
Autopilot (AP)
C. AP OUT Switches (ICO)
The AP OUT switches (instinctive cut-out) are mounted on the pilots’ control
columns and are connected to the AP disconnect circuit. They provide a means
of disengaging the AP and YD.
If the AP is engaged, the first push of the switch will disconnect the AP and the
automatic electric trim.
The second push, (or the first push if the AP is not engaged) will disconnect the
YD.
If a switch is pushed and held for more than three seconds, the AP and YD will
be disconnected.
D. Master Power Switch
The AP master power switch is located on the coaming panel. The switch is
labelled AP/TRIM PWR ON/OFF and controls the power supplies to the AP (FCC,
including FD), YD and electric trim.
E. Captions
A cluster of captions are located on the coaming panel. These indicate as fol-
lows:
- AP DISC (red)
- YD OFF/TRIM WARN (red-split caption)
- TRIM UP/TRIM DN (amber-split caption)
- TRIM L/TRIM R (amber-split caption)
61
Autopilot (AP)
1. AP DISC
Disconnection of the autopilot causes the AP DISC (red) caption to come

on.
The AP DISC caption comes on for two seconds following a pilot induced
disconnection, and is continuously following an AP sensed failure condition
or AHRS failure. A continuous warning is cancelled by pushing the AP OUT
switch.
An output to the Audio Warning System (AWS) causes a ‘cavalry charge’ to

sound following an AP disconnect. The horn sounds at the same time (and
duration) as the AP DISC caption.
2. YD OFF/TRIM WARN
Following a yaw damper disconnection a YD OFF (amber) caption comes

on. The caption follows the same logic as the AP DISC caption, as does the
AWS operation of the ‘cavalry charge’.
The TRIM WARN (red) caption comes on to indicate a sustained servo

operation in excess of 20 seconds.
3. TRIM captions
The split TRIM UP/TRIM DN and TRIM L/TRIM R (amber) captions (on the
coaming panel) come on to indicate that the aircraft is out of trim in the
pitch or roll axis. The pitch captions (also on the autopilot controller) show
the direction of excessive trim. The roll captions show the direction in which
the aircraft must be trimmed to reduce the out of trim condition.
62
Autopilot (AP)
F. Pilot in Command Switch
Each pilot has a split switch/caption which allows either pilot to couple the
autopilot and Flight Control System (FCS). The inputs to the Flight Control Com-
puter (FCC) are switched to use the appropriate on-side NAV, DADC and AHRS
systems.
The split switch/caption will come on either PILOT (green) or COPILOT (white).
If PILOT is selected, the FCS receives data from NAV1, DADC1 and AHRS1.
If the DADC or AHRS are selected to the reversionary mode, then number 2
system data is supplied to the FCS. The same logic applies to the selection of
COPILOT using the number 2 system and number 1 reversionary selections.
G. Autopilot Cut-Out
The autopilot will disengage if any of the following conditions exist:
- Pressing the AP ENGAGE button on the controller when it is lit

- Pressing either pilot’s AP electric trim switch once
- Pressing an AP OUT switch
- Pressing the GA switch on left POWER lever
- Operation of FCS CONTROL - PILOT/COPILOT switch
- Setting AHRS to reversionary mode
- Stick shaker operation
- CAP “Press to Test”
- ICO operation
- Manual over-ride by the pilot beyond a point at which a servo
clutch becomes disengaged.
H. Flaps Input
Inputs from the flap system indicate flap movement up or down. These inputs
are used to reduce the control gain of the autopilot system during the time that
the flaps are in motion.
63
Autopilot (AP)
I. Power Supplies
Power to the AP/TRIM master switch is supplied from the 28V dc left essential
busbar.
A single generator failure will have no effect on the AP or electric trim functions.
A double generator failure will result in the loss of the AP, YD and electric trim
functions.
64
Autopilot (AP)
Autopilot Controller and Control Switches/Captions

65
Autopilot (AP)
Go-Around
Switch
Left Power
Lever
Go-Around Switch
66
Clocks
10. Clocks
A. General
A digital clock is installed on the left and right side of the main instrument
panel.
Each clock displays time in hours, minutes and seconds; elapsed time in
hours, minutes and seconds up to 99 hours 59 minutes; and flight time in
hours, minutes and seconds.
The functions are individually selectable and controlled by two push-buttons

located on the facia of each clock. At any time during the flight, the flight time
which is started via the weight-on-wheels switch, can be examined without
automatically zeroing.
B. Clock Functions
GMT In 24-hour format.

LOCAL TIME In 24-hour format.
FLIGHT TIME In hours and minutes.
ELAPSED TIME COUNT-UP In minutes and seconds up to 59 minutes and 59
seconds, then hours and minutes up to 99 hours
and 59 minutes.
ELAPSED TIME COUNT-DOWN Can be set to countdown anywhere from 1 second
to 59 minutes and 59 seconds.
ELAPSED TIME ALARM When the countdown time reaches zero the
display flashes.
C. Power Supplies
The left clock is powered from the 28V dc left essential avionic busbar, and the
right clock from the 28V dc right essential avionic busbar.
The clocks have an internal alkaline battery to keep the clock circuits ‘alive’
when power is unavailable from the busbars.
67
Clocks
Digital Clock
68
Ground Proximity Warning System (GPWS)
11. Ground Proximity Warning System (GPWS)

A. General
The GPWS uses a Ground Proximity Warning Computer (GPWC) to provide

alerts and warnings for inadvertent flight into terrain.
For flight in situations where the pilot must land without full flaps, the GPWS
can be desensitized to eliminate unwanted alerts and warnings. This feature
can also be utilized during operation at airports where steep approaches or
incompatible terrain clearances are involved.
B. System Interfaces
The GPWS utilizes signals from the:
- ADCs (vertical speed, airspeed)

- Navigation receivers (glideslope deviation)
- AHRS (roll attitude)
- Radio Altimeter (radio height)
- Gear and flap systems (aircraft configuration)
- EFIS (back course input)
- Stall warning system (no callouts during stick shake)
The PILOT/COPILOT FCS CONTROL switches data from No.1 and No.2 sys-
tems (ADC, EFIS, NAV receiver, and AHRS) to the GPWC. Audio alerts are
output to all crew headsets and cockpit speakers.
69
C. Modes of Operation
There are 6 modes of operation:
- Mode 1 - Excessive Descent Rate

- Mode 2 - Excessive Closure Rate to Terrain
- Mode 3 - Descent After Take-Off
- Mode 4 - Insufficient Terrain Clearance
- Mode 5 - Descent Below Glideslope
- Mode 6 - Altitude Callouts/Excessive Bank Rate
1. Mode 1 - Excessive Descent Rate
Mode 1 provides alerts and warnings for high descent rates into terrain.
When the outer alert envelope is penetrated, the message “SINKRATE” is
given every 3 seconds and the GPWS alert lamps illuminate.
When the inner warning envelope is penetrated, an urgent “PULL UP”

message with increased emphasis is given continuously. This warning
starts 10 seconds before predicted ground impact. The GPWS lamps are
illuminated.
Both the inner and outer warning envelopes are shifted to allow for
glideslope deviations above and below the beam centreline to ensure that
the warnings are timely and reduce possible nuisance warnings.
2. Mode 2 - Excessive Closure Rate to Terrain
Mode 2 provides 2 types of alerts and warnings to help protect the aircraft
from impacting the ground.
a. Mode 2A is activated when:
- Flaps are not in the landing position

- GPWS FLAPS OVRD is not selected
70
a. Mode 2A (continued...)
- The aircraft is not on ILS approach or glideslope mode has been

manually cancelled or the aircraft is more than 1.3 dots below the
glideslope.
When the warning envelope is penetrated, a “TERRAIN-TERRAIN”

message is given once and the GPWS alert lamps are illuminated.
If the envelope penetration continues after the initial message, the

normal “PULL UP” message occurs repetitively and the GPWS lamps
remain illuminated.
When the envelope is excited, the message will cease but the GPWS
lamps remain illuminated until:
- A gain in barometric altitude of 300 ft. or

- An accumulation of radio altitude and time equal to 200,000 ft.
seconds occurs.
If during this time the terrain closure rate exceeds 2,000 ft/min the
“TERRAIN-TERRAIN” message will be repeated every three seconds.
If the warning envelope is re-entered the repetitive “PULL UP” mes-
sage will be given and the accumulated combination value towards
300 ft. is reset to zero.
b. Mode 2B is activated when:
- The flaps are in the landing position or GPWS FLAPS OVRD is

selected or whilst on an ILS approach
and:
- The glideslope function is not cancelled
- The aircraft is not more than 1.3 dots below the glideslope
- The mode 2B envelope is penetrated the “TERRAIN-TERRAIN”
message is given and the GPWS lamps are illuminated
71
b. Mode 2B (continued...)
- If the landing gear is DOWN and either flaps are down or GPWS
FLAPS OVRD is selected a repetitive “TERRAIN” message is given.
Otherwise a repetitive normal “PULL UP” message is given when
the previous is complete.
- When the warning envelope is exited the messages cease and the
GPWS lamps go out.
3. Mode 3 - Descent After Take-Off
Mode 3 provides alerts for excessive altitude loss after take-off or a go-
around from below 245 ft.
When a mode 3 alert occurs, a “DON’T SINK” message is given every

three seconds and the GPWS lamps illuminate.
Selection of GPWS FLAPS OVRD increases and the allowable altitude loss
before the alerts and warnings are given. An additional desensitizing of the
envelope occurs above 700 ft. AGL at the rate of 5 ft. additional altitude
loss allowed per second.
4. Mode 4 - Insufficient Terrain Clearance
Mode 4 provides 3 types of alerts based on radio altitude, airspeed, and

flight mode. These are subdivided into modes 4A , 4B and 4C.
Mode 4A is activated during cruise and approach with the landing gear up,
4B during cruise and approach with the landing gear down and the flaps
up or GPWS FLAPS OVRD selected and 4C during take-off. Warnings for
4A, B and C cannot occur simultaneously.
a. Mode 4A
A mode 4A alert occurs when its envelope is penetrated and causes

a message to be repeated every 3 seconds and the GPWS lights to
illuminate.
72
a. Mode 4A (continued...)
If the aircraft speed is below 168 kts the message is “TOO LOW
GEAR”. Above 168 kts is “TOO LOW TERRAIN”.
b. Mode 4B
The mode 4B envelope is selected whenever the landing gear is down

below 750 ft. AGL or GPWS FLAPS OVRD is selected. If the mode 4B
envelope is penetrated the GPWS lights illuminate and one of 3 mes-
sage is given.
Flaps retracted and the landing gear down and airspeed less than
shown on the envelope and GPWS FLAPS OVRD not selected, a “TOO
LOW FLAPS” message is repeated every three seconds.
Landing gear up, having previously been down below 700 ft. AGL to
select this mode initially and; airspeed below the figure in the enve-
lope a “TOO LOW GEAR” message is repeated every 3 seconds.
If the airspeed is above the figure in the envelope and GPWS FLAPS
OVRD is not selected, a “TOO LOW TERRAIN” message is repeated
every 3 seconds.
b. Mode 4C
Mode 4C is based on a minimum terrain clearance, or floor, that

increases with radio altitude during take-off. The floor is 3/4’s of the
highest value of radio altitude that has occurred during take-off. The
mode 4C radio altitude on take-off continues until the approach mode
is activated or until the radio altitude decreases below 30 ft. The up-
per limit expands with airspeed. If a go-around is being performed,
the warning floor is enabled at 245 ft.
73
b. Mode 4C (continued...)
If the aircraft descends below accumulated floor value, which will

occur if the aircraft commences a descent after take-off, or the terrain
rises below the aircraft at a steeper gradient than the aircraft is climb-
ing, the “TOO LOW TERRAIN” message is repeated every 3 seconds
and the GPWS lamps illuminate. The alert and warnings continue until
the aircraft has gained sufficient clearance from the terrain.
5. Mode 5 - Descent Below Glideslope
Mode 5 provides alerts and warnings for excessive glideslope deviation

below the beam on front course ILS approaches. Depending on the sever-
ity of the deviation, 2 levels of “GLIDESLOPE” message are given. The low
volume alert is a ‘soft’ alert and the normal volume alert is referred to as a
‘hard’ alert. The time between messages is variable according to deviation
and radio altitude. It decreases as the severity of the mode 5 condition
increases.
In addition to the messages G-SLOPE warning lights illuminate with mode

5.
For simultaneous mode 5 and mode 1 alert conditions, “GLIDESLOPE”,

pause, “SINKRATE” messages are repeated every 3 seconds.
6. Mode 6 - Altitude Callouts/Excessive Bank Rate
a. Altitude Callouts
“MINIMUMS-MINIMUMS” is called once per approach as the aircraft

descends through the decision height (DH) altitude set on the indica-
tor. For approaches when minimums callout is not required the DH
setting should be se below 50 ft.
No GPWS lamps illuminate with this callout. If the callout cannot be

made due to existing messages of a higher priority, the callout is
latched off until the aircraft climbs through 925 ft AGL, when it is
reset (no callout made). 74
a. Excessive Bank Angle
A “BANK ANGLE” callout warns against excessively high bank angles

at low altitude. Excessive roll rate advances the warning. The callout
is repeated every 3 seconds until the flight condition is corrected.
No GPWS lights are illuminated with this callout.
D. Self Test
GPWS/GPWC can be manually self tested on the ground by operating the

GPWS test switch on the systems test panel (right console).
E. GPWS Power Supplies
The GPWC receives 28V dc from the avionics left essential busbar via a 1 amp
circuit breaker.
F. GPWS Control and Indication
GPWS and GPWC are activated when the power supplies are available and
deactivated when the power supply is removed from the avionics left essen-
tial busbar. There is no separate/dedicated on/off switch. The six modes are
activated when their envelopes are penetrated and deactivated when the alert
situation no longer exists in accordance with the mode descriptions. The high-
est priority warning is always the one broadcast when more than one warning
is activated.
1. Indications
On the left and right coaming panels there are identical indications and
control buttons for the GPWS.
GPWS illuminates in accordance with the warnings described in the mode

descriptions.
G-SLOPE illuminates with the warnings of glideslope deviation in mode 5

unless it is inhibited.
75
1. Indications (continued...)
GPWS FLAPS OVRD illuminates when the caption is pressed to desensi-

tise the system. This allows operations which would require the GPWS to
be completely deactivated whilst retaining the GPWS functions. The effects
of GPWS FLAPS OVRD are described in the mode operations.
GSLOPE INHIBIT illuminates when the caption is pressed and inhibits the
glideslope alerts and warnings associated with mode 5.
GPWS
A CAP FAIL (amber) caption illuminates when the power supplies to
the GPWC fail or a fault is detected in the GPWS.
76
GPWS Captions
77
Traffic Alert and Collision Avoidance System (TCAS)
12. Traffic Alert and Collision Avoidance System (TCAS)

A. General
The TCAS provides the flight crew with data on possible airspace danger from
other aircraft.
The TCAS receives external data from other aircraft transponders. It uses this
data to calculate the range, the altitude and the bearing of the other aircraft.
From this calculated data, the TCAS informs the flight crew of the possible
collision danger (from other aircraft) and the necessary avoidance measures to
be taken.
TCAS can only interrogate aircraft that are fitted with Air Traffic Control Radio-
Beacon System (ATCRABS) transponders (mode C or A/C) or mode S tran-
sponders.
B. System Interfaces
The TCAS gets data about the:
- Control and operation of the system from the radio management

unit (RMU)
- Position of the landing gear from the extension and retraction
system
- Aircraft-on-ground from the AOG switching system
- Airspeed from the Air Data System (ADS)
- Attitude valid from the Flight Director system (FD)
- Attitude and heading from the Attitude and Heading Reference
System (AHRS)
- Radio Altitude from the Radio Altitude system (Rad Alt)
- Mode S transmitter signal from the ATC system
- Audio-warning inhibit signal from the GPWS
78
The TCAS sends data about the position of other aircraft to the:
- Audio integrating system

- Electronic Flight Instrument System (EFIS)
C. Modes of Operation
1. Manual Control
The RMU gives manual control of the modes of operation of the TCAS. The
set modes of operation, controlled from the RMU ATC/TCAS control page,
are the:
- ABOVE/NORMAL/BELOW
- TCAS RANGE
- INTRUDER ALTITUDE
- TA DISPLAY
a. ABOVE/NORMAL/BELOW
The ABOVE/NORMAL/BELOW section of the control page, allows the

flight crew to set the altitude display on EFIS, at the display limits that
follow:
- ABOVE: 7000 ft. above and 2700 ft. below the aircraft
- NORMAL: 2700 ft. above and below the aircraft
- BELOW: 2700 ft. above and 7000 ft below the aircraft
b. TCAS RANGE
The TCAS section of the control page, allows the flight crew to set the
TCAS range display on the EFIS. The ranges are 6nm, 12nm, 20nm or
40nm. The 6nm and the 12nm ranges also show a 2nm dotted range-
ring on the display.
79
c. INTRUDER ALTITUDE
The INTRUDER ALTITUDE section of the control page allows the flight
crew to set either REL (relative) or FL (flight level) target acquisition on
the EFIS.
When REL is set, the altitude of the target aircraft is shown in relation
to own aircraft altitude. When FL is set, the altitude of the target aircraft
is shown as a flight level.
NOTE: If FL is set on the RMU, the EFIS display returns to a REL display
after 15 seconds.
d. TRAFFIC ADVISORY (TA) DISPLAY
The TA section of the control page allows the flight crew to set either
the AUTO or MANUAL modes of operation.
1. In the AUTO mode, no TCAS targets are displayed on the EFIS

until a TA intruder aircraft is detected. The TA intruder aircraft
is then displayed on the EFIS. At the same time, all other TCAS
traffic (proximity or non-threat) are also displayed.
2. In the MANUAL mode, all TCAS targets (maximum of 12) are
displayed on the EFIS.
80
2. Aircraft Classification
TCAS identifies and displays the intruder aircraft on EHSI as:
- NON-THREAT
- PROXIMITY
- TRAFFIC ADVISORY
a. Non-threat Traffic Symbol
Non-threat aircraft are shown on the EFIS as an open blue diamond.

The data tags (adjacent to the symbol) show the altitude and climb or
descent direction of the non-threat aircraft.
b. Proximity Traffic Symbol
Proximity aircraft are shown on the EFIS as a filled blue diamond. The
filled diamond shows the distance and bearing of the aircraft. The
data tags (adjacent to the symbol) show aircraft altitude and climb or
descent direction of the aircraft.
c. Traffic Advisory Symbol
Traffic advisory aircraft are shown on the EFIS as a filled amber circle.
Shown adjacent to the symbol is the altitude data tags and a climb or
descent arrow. At the same time, the audio warning ‘TRAFFIC TRAFFIC’
is sent to the flight crew headsets and the flight deck speakers.
81
Transfer Transfer
Switch Switch
Line Line
Select Select
Switches Switches
Function Tuning
Switches Knobs
TCAS Control Page Selected TCAS Contros on RMU
Radio Management Unit (RMU) TCAS Control

82
Proximity Traffic
Non-Threat (Solid Blue Diamond)
Traffic (Open Blue
Diamond)
Set
Range
TCAS Failure
Messages:-
Traffic Advisory TCAS Fail

(Filled Amber Circle) TCAS Test
TA Only
TCAS Off
EHSI with TCAS Display

83
e. Non-Altitude Reporting (NAR) Aircraft Data
Intruder aircraft whose transponders reply in a mode A (non-altitude

reporting) are shown on the EFIS as a TA symbol with no data tags.
f. No-Bearing Data
When the system has range but no bearing information to other aircraft
the data is displayed in the lower right corner of the EHSI display.
g. TCAS Failure
TCAS failures are indicated on the EFIS by removal of the TCAS symbol
(as appropriate) and an annunciated fail message ‘TCAS FAIL’
NOTE: TCAS cannot provide an alert for traffic conflicts with aircraft without
operating transponders.
D. Threshold Warnings
1. TCAS divides the airspace around the aircraft into seven variable-sensitivity
threshold levels, dependant on the aircraft altitude. These threshold levels
give the threat level to the aircraft and generate the related traffic advisory
warnings.
2. If another aircraft is 25 seconds (lower threshold) or 45 seconds (upper

threshold) from the Closest Point of Approach (CPA) the system identifies
the aircraft as an intruder. The intruder aircraft is shown on the EFIS as a
TA display. At the same time, the traffic-advisory audio warning is sent to
the flight crew headsets and the flight deck speakers.
3. If the intruder is 20 seconds (lower threshold) or 35 seconds (upper

threshold) from the CPA, the system identifies the aircraft as a threat. The
threat aircraft is shown on the EFIS as a RA display. At the same time the
resolution advisory audio-warning is sent to the flight crew headsets and
the flight deck speakers. The audio messages gives the recommended
vertical change of altitude (shown on the VSI) to prevent a collision with the
threat aircraft.
84
E. System Self Test
TCAS sends a self-test complete or self-test fail signal to the audio interrogating
system. On conclusion of a successful self-test, the audio message TCAS SYS-
TEM TEST OK is given. If a failure is detected, the audio message TCAS SYSTEM
TEST FAIL is given.
F. TCAS Power Supplies
The TCAS receives 28V dc from the avionics left essential busbar via a 7.5 amp
circuit breaker.
G. Validity Interfaces
The processor monitors the valid data inputs to the system from the other air-
craft systems. If the processor detects a fault (in the data), a TCAS FAIL caption
is shown on the EFIS.
85
Emergency Locator Transmitter (ELT)
13. Emergency Locator Transmitter (ELT)

A. General
The ELT system consists of the following items:
- An ELT
- An ELT antenna
- A remote switch panel
The ELT is an automatically activated emergency location device that transmits

a sweeping audio signal on the VHF and UHF emergency frequencies. The ELT
will operate for approximately 50 hours. The ELT is located in the top of the rear
equipment bay and the antenna is mounted in the top surface of the bay, to
the left of the fin. The remote switch panel is mounted on the main instrument
panel. The ELT must not be used except for emergencies.
B. System Operation
1. Electrical Power Supply
The ELT has an internal battery pack (sealed non-rechargeable type) that
can be replaced when the ELT is removed from the aircraft. 28V dc from
the right essential busbar is used to provide manual control of the ELT
from the remote switch panel.
2. Automatic Operation
The ELT will automatically switch on and transmit when it is subjected to

a 2 g force. The ELT can be manually reset from the switch on the front or
from the remote switch panel.
3. Manual Operation (from remote switch panel)
The remote switch panel has a two position rocker switch, annotated ARM
and ON, and an indicator light. When the switch is set to ON the ELT is
turned on. When the switch is set to ARM, the ELT will operate automati-
cally in the event of a crash.
86
Emergency Locator Transmitter (ELT)
3. Manual Operation (from remote switch panel) (continued...)
The switch should be left in the ARM position. When the ELT is transmit-
ting the indicator light will flash.
87
Flight Management System (FMS)
14. Flight Management System (FMS)

A. General
1. The GNS-XLs Flight Management Computer (FMC) is an integrated system

designed to give the flight crew centralized control for the navigation sen-
sors, computer-based flight planning, fuel management and communica-
tions management. It has a full-color flat-panel LCD display, alpha-numeric
and function keys, a Global Positioning Sensor (GPS), and a navigation
data base All these are housed in a panel-mounted Control Display Unit
(CDU).
2. The GNS-XLs Flight Management System is approved for enroute and

terminal operations in accordance with AC 20-138. The GNS-XLs Flight
Management System is approved for enroute and terminal operations when
RAIM is available or unavailable. The system, while capable of flying instru-
ment approaches, is currently not approved for approach procedures in the
J-41. In addition to the global positioning sensor, position information is
accepted from VOR/DME radios The navigation sensor information inputs
are blended to form a single composite position. Accuracy of the compos-
ite position is enhanced by using the best characteristics of each type of
sensor. The internal GPS sensor has excellent overall characteristics and
will usually be the dominant sensor during blending. However, when RAIM
is available, the GPS sensor is the sole contributor to the position. If the
FMS fails enroute, pilots must navigate via VORs and/or radar vectors
NOTE: The Honeywell EDZ-805 Electronic Flight Instrument System, as installed,

does not support the scaling specified in TSO C129 for approach opera-
tions. Many airlines are not currently approved to use the GNS-XLs Flight
Management System for instrument approach procedures.
NOTE: RAIM (Receiver Autonomous Integrity Monitoring) is a quality factor used

to determine the accuracy of the GPS position. It is an internal function of
the GPS receiver and determines the accuracy of its navigation solution.
88
3. The navigation database is updated on a 28-day cycle by way of memory

card. The worldwide database contains over 50,000 waypoints, navaids
and airports It also contains altitudes at appropriate waypoints, SID, STAR,
AIRWAY and APPROACH procedures. In addition to this database, the
memory can store up to 999 operator-generated waypoints.
4. Additional capabilities of the FMS include direct navigation from present

position to any waypoint with trip plan and fuel plan functions available.
5. There is capability for creating a PSEUDO-VORTAC (selected course) to any

waypoint and establishing an offset parallel course. The NAV radios can be
tuned through the system or by using the individual control head.
B. AFIS
NOTE: AFIS features are not modelled in this simulation.
89
C. Waypoints
1. Due to the way the FMS database is structured, waypoints must have
unique identifiers. However, some duplicate ICAO identifiers exist for more
than one waypoint. In these cases, the waypoint identifiers are renamed
in the database. Two naming conventions are used, one for four-character
identifiers and one for five-character identifiers.
2. Four-character waypoints keep the first four characters and the last two
characters of the ICAO airport identifier, as shown in the following example:
1) ‘MAl 1” at KPRC becomes “MAl 1 RC” in the database.
3. Five-character waypoints keep the first five characters and add the last
character of the ICAO airport identifier, as shown in the following example:
1) “MA27L” at KOAK becomes “MA27LK” in the database.
D. NDBs
1. NDBs stored in the internal database are listed in Jeppesen publications

with a two or three-digit identifier. To distinguish these NDBs from VHF
navaids, you must add an “NB” suffix to the database identifier, as shown
in the following example:
1) ‘lA” NDB becomes “IANB” in the database.
E. Intersections
1. Most intersection waypoint identifiers consist of five letters. However,

three, four and five-letter and number combinations exist. To access these
waypoints, enter the identifier from the Jeppesen chart.
90
F. Offset Waypoint
1. An offset waypoint is a set of coordinates determined by a selected radial

and distance from a previously defined or database waypoint. An “*“
following the parent waypoint denotes an offset waypoint. More than one
offset waypoint is allowed from one parent using ~ ~ ~ etc., as identify-
ing notation.
2. The entries required to establish an offset waypoint are the radial from the
parent waypoint in degrees and tenths of degrees, along which the offset is
established and the distance from the parent waypoint to the offset way-
point.
G. Definitions
1. The following general terms and abbreviations are used:
a. Field
1) A line of information.
b. Cursor
1) Yellow rectangular box placed over a field to enter or change the

information in that field. The cursor is normally out of view but
will reappear by depressing the Line Select keys on either side of
the screen When information is entered into a field and the ENTER
key depressed, the cursor will move to the next usable field or
disappear from the screen when the last field is entered. Blinking
of a field indicates that the computer has not accepted the entry
because of unreasonable or invalid information.
91
c. Page
1) Information is arranged in sections and subsections, much like

chapters in a book. Individual screen displays are referred to as
pages. Each section is selected by depressing the appropriate
Display Selector key located at the top of the FMC. Each subse-
quent push of the key will select the next page of that section. A
subsection page is selected by depressing the Line Select key
next to the topic desired, then depressing the ENTER key The
PRy, NXT or BACK keys can be used to move forward or back-
ward through pages of a subsection. If the first page of a subsec-
tion is displayed, the BACK key will exit the subsection.
d. Waypoint
1) A navigation point, consisting of 1 to 6 alpha-numeric characters,

that has a specific latitude and longitude.
92
H. Controls And Indicators
a. ON
1) Depress and release the ON key to apply power to the system. There
is a warm-up period of approximately 30 seconds. The display illumi-
nation will initially be set at 75% of full bright.
2) Depressing the ON key for approximately three seconds will initiate
the system power-off sequence. During the sequence, the display will
show SYSTEM TURNING OFF. This is to prevent inadvertent system
shutdown.
b. BRT (brightness)
1) The BRT key is not functional in this simulation. In the real aircraft, the
BRT key is used to change the illumination of the display. This key is
also used for parallax adjustment of the Line Select keys. The illumi-
nation of the front panel and keyboard is normally controlled through
the aircraft panel lighting control.
c. MSG (message key/annunciator)
1) The MSG annunciator will flash to alert the operator that a message
needs to be viewed on one of the SYSTEM MESSAGES or SENSOR
MESSAGES pages.
2) Depressing the MSG key will display the message page. The newest
message will be indicated with a flashing asterisk to the left of the
message. If the message requires that some action be taken by the
operator, the MSG annunciator will remain on steadily until the action
is completed. If no action is required, the MSG annunciator will extin-
guish when the message page is exited.
93
d. Alpha Keys
1) The alpha keys are used to enter the 26 letters of the alphabet as well
as the asterisk (*) key.
e. Numeric Keys
1) The numeric keys are used to enter numbers 01 to 9, # and ±.
f. HOLD key
1) If the cursor is positioned over a waypoint identifier and it is appro-

priate to program a holding pattern at that waypoint, depressing the
HOLD key accesses the holding pattern page.
2) If the cursor is not displayed, depressing the HOLD key accesses the
POSITION FIX page, and is used for position updates and verification,
as well as for entering the primary navigation mode.
g. BACK Key
1) The BACK key is used to erase errors and page backward when the
cursor is not displayed. It can also be used to change data in a field if
the cursor is present.
h. SP (space) key
1) The SF key is used to enter a space when entering a message on an

AFIS page.
i. ENTER Key
1) When the ENTER key is depressed, data is entered into computer

memory.
94
j. Display Selector Key
1) NAV (Navigation), VNAV (Vertical Navigation), AFIS (Airborne Flight

Information System), FPL (Flight Plan), PLAN (Planning), HDG (Head-
ing), TUNE (Radio Tuning) and D (Direct) are used to select the pages
pertaining to that particular section. The first page of a section is dis-
played when a Display Selector key is pressed. With each subsequent
press of the key, the next sequential page will be displayed.
k. PRV (previous) Key
1) The PRV key is used to display the previous page of a section or

subsection. This key also allows the operator to remain in a section
or subsection by looping from the first to the last, and back to the first
page of that section or subsection.
l. NXT (next) Key
1) The NXT key is used to display the next page of a section or sub-
section. This key also allows the operator to remain in a section or
subsection by looping from the first to the last, and back to the first
page of that section or subsection.
m. Line Select Keys
1) These keys are used to place the cursor in the field next to that key.
Each line select key controls 2 lines of text. White symbols (< or >)
displayed on either side of the display indicate active line select keys
for each individual page.
n. AFIS Section Selection
1) INOP
95
o. Colors
1) The CDU displays are color-coded to assist the operator in recog-

nizing information. The following is a list of these colors and their
meanings:
(1) Magenta: Lateral TO waypoint, vertical TO waypoint, and TO

waypoint.
(2) Yellow: FROM waypoint, caution messages and data entered,
but not yet accepted by the computer.
(3) Cyan: Date and times, tuned frequencies or codes and altitudes.
(4) Green: Navigation and fuel data, general page data.
(5) White: Page titles and prompts.
(6) Red: Warnings.
(7) Blue: Waypoint numbers.
I. Messages
1. System, sensor and AFIS messages are displayed on separate pages in

the MESSAGE section. They are accessed by depressing the MSG key. The
MESSAGE section will consist of as many pages as are required to display
current messages. The MSG key is used to cycle through the AFIS, system
and sensor message pages, and to return to the page that was displayed
before accessing the MESSAGE section.
2. NXT, PRV and BACK keys can be used to page forward and backward
through the message pages.
3. System messages describe the system’s operation with all related aircraft
systems Sensor messages describe the operational status of each naviga-
tion sensor.
96
4. In most instances, when new messages are added, the message light will
flash, and a flashing yellow asterisk will appear adjacent to the new mes-
sage.
5. A list of these messages is located in Chapter 2 of the GNS-XLs FMS
Operator’s Manual.
J. Annunciators NOTE: This feature is not implemented in this simulation.
K. Operating Procedures
1. The FMS provides the flight crew with navigation and database information,
which can result in a significant workload reduction. Full workload reduc-
tion is only obtainable when the system is operated as intended, including
proper preflight initialization and in-flight changes. The FMS must always
be monitored after any in-flight changes.
2. In general, the FMS should be used to provide the best possible navigation-
al picture to the flight crew while keeping workload to a minimum in con-
gested areas. When abnormal or emergency situations arise, the flight crew
must decide whether the time and attention required to modify the FMS
would compromise flight safety. In the event that flight plan changes occur
at inopportune times or in areas of high traffic density, the crew should not
hesitate to use conventional navigation and flight path control methods.
97
L. FMS Initialization
1. The FMS initialization is normally done by the First Officer.

2. The Allied Signal Aerospace Operator’s Manual, Global Wulfsberg GNS-XLs
Flight Management System, Manual Number 006-08845-0000, Revision
7, dated Jan/96, or a later approved revision, must be available to the flight
crew. Prior to flight, the crew must verify (by the Program Verification read-
out on the bottom of the CDU initialization page) that Part Number 17960-
0102 SMO4 (or later approved software modification) is displayed.
3. The Internal Data Base (IDB) must be updated to the latest revision every
28 days. Updating may be accomplished with an Allied Signal update card.
Out-of- date data shall not be used.
4. When latitude/longitude data, transferred from the IDB, is displayed on the
CDU, the flight crew must assure that it is a reasonable position for the
requested identifier.
a. Date, GMT, and Database Validity

NOTE: FSX date/time settings are being used
98
b. Position Initialization
1) The initialization position should be the airport reference point

Once the INITIALIZATION page appears, and after a brief delay,
the IDENT field normally prefills with the ICAO ident of the airport
closest to the aircraft position after shut-down, provided that
the aircraft’s real position and system position were the same at
system shutdown.
a) IDENT ..................................................................... INSERT
(1) If necessary, enter the letters of the departure airport’s

ICAO identifier. The airport reference point coordinates
will be displayed below.
a) POSITION COORDINATES ......................................... VERIFY
(1) Verify that the coordinates highlighted by the cursor on

the INITIALIZATION page are correct.
99
c. Company Flight Plan Route Entry (Stored Routes)
1) This page comes up immediately after the initialization page, or

can be accessed by paging the FPL pages. These stored routes
cannot be modified unless the route is the ACTIVE FLIGHT
PLAN. Any modifications made at this time will not be stored as
a company stored route.
a) ORIGIN .................................................................... VERIFY
(1) The page should come up with the origin already entered
for the initialization page. If it does not, use the line select
keys to highlight the ORIGIN field, and then enter the
four-letter identifier.
100
b) DESTINATION .......................................................... INSERT
(1) Use the line select keys to highlight the DESTINATION

field and then enter the four-letter identifier.
c) VIA .......................................................................... INSERT
(1) You must enter the VIA field with the three-digit number
that can be found on the dispatch release. This digit is lo-
cated next to the FILED FLIGHT PLAN ROUTE line of the
release. The VIA field will be pre-filled with the first stored
flight plan for this city pair. Ensure that this is the proper
route against the route listed on the dispatch release.
(2) Pressing the ENTER key will load this route into the AC-
TIVE FLIGHT PLAN page.
101
d. AFIS Initialization
1) The AFIS initialization page appears when the AFIS key is first
pressed after power-up.
NOTE: AFIS features are not installed in this simulation.
102
e. Flight Plan Route Entry
1) If the Flight Plan is not located in the company route section,

press the Line Select Key corresponding to the desired flight
plan number; thus, placing the cursor over that number, then
press ENTER.
2) If FPL indicates route is not in memory, the route must be manu-

ally entered in the FLIGHT PLAN section. When a SID, STAR
or enroute airway is added to an existing flight plan, duplicate
waypoints may occur. To avoid an inconsistent flight plan, it may
be necessary to delete any duplicate waypoints.
a) FLIGHT PLAN SECTION .......................................... SELECT
(1) Select the FLIGHT PLAN section with the FPL key.
103
b) DEPARTURE AIRPORT ............................................. ENTER

(1) Enter the ICAO identifier for the departure airport. If a
specific runway, SID or transition is desired, select and
enter the appropriate data. Certain SIDs that are based
on radar vectors may not exist in the database.
c) WAYPOINTS ............................................................ ENTER
(1) Enter the remaining waypoints on the flight plan, verifying
the reasonableness of the coordinates displayed.
d) AIRWAYS ................................................................ ENTER
(1) Highlight the waypoint from where the airway is to start,
then type ‘#, followed by ‘V’ for victor airways or ‘J”
for Jet routes, then enter the route number and ENTER.
Highlight the waypoint where the route is to end, and
depress ENTER.
Alternatively you can type ‘#’ + the ‘TO’ waypoint, e.g.

#J105+RSX. After pressing ENTER, the airway page
will then pre-highlight the TO waypoint (RSX). Press
ENTER to enter the selected airway segment into the
flight plan.
e) DESTINATION AIRPORT ........................................... ENTER

(1) Enter the ICAO identifier for the destination airport. If a
specific arrival or runway is desired, select and enter the
appropriate data.
f) ROUTE .................................................................... VERIFY
(1) Verify the loaded route is identical to the dispatch release
or PDC if available.
104
g) FLIGHTPLAN ......................................................... ACTIVE
(1) Proceed to the final page of the flight plan, highlight

select, and press enter. ACTIVE should be denoted on
NAV page one.
h) NAV PAGE 1 .......................................................... SELECT
(1) Select NAV page 1 for enroute navigation information.
i) FROM WAYPOINT ................................................... VERIFY
(1) Verify that the FROM waypoint is correct and depress

ENTER.
j) TO WAYPOINT ........................................................ VERIFY
(1) Verify that the TO waypoint is correct and depress

ENTER.
f. Flight Plan Data
a) PLAN SECTION ............................................................ SELECT
(1) Select the PLAN section with the PLAN key.
b) FUEL REMAINING ......................................................... ENTER
(1) Enter the total fuel on board.
(2) FUEL RESERVE ....................................................... ENTER
(3) Enter the reserve fuel.

(i) If no alternate is required, enter the larger of minimum
desired landing fuel or FAR fuel.
(ii) If an alternate is required, enter the larger of burn to the
most distant alternate or FAR fuel.
(iii) If an alternate is deleted or added enroute, update the
FUEL RESERVE line.
105
c) FUEL FLOW ................................................................. VERIFY

(1) Verify that the fuel flow is accurate and depress ENTER. The
Fuel Mode is for advisory purposes only, and should not be
used in lieu of the primary fuel flow and fuel quantity indica-
tors.
d) PLAN PAGE 6 ............................................................. SELECT

(1) Verify that the fuel flow is accurate and depress ENTER. The
Fuel Mode is for advisory purposes only, and should not be
used in lieu of the primary fuel flow and fuel quantity indica-
tors.
e) BASIC OPERATING WEIGHT ......................................... ENTER
(1) Enter the aircraft basic operating weight.
f) ESTIMATED PAYLOAD .................................................. ENTER
(1) Enter the estimated payload (passengers, baggage and

cargo).
g) FUEL ON BOARD ......................................................... VERIFY
(1) Verify that the fuel on board is accurate and depress ENTER.
The VERIFY INPUTS field will disappear and a GROSS WT
field will appear.
M. Before Start
a. Flight Plan Confirmation
1) The technique for verifying the FMC flight plan routing is:
(1) The Captain will call out the waypoints from the hard copy of the
flight plan. At the same time, the First Officer shall concurrently
select the FLIGHT PLAN section, and then will advance through
the FMS data, confirming the correct flight plan routing.
106
b. After the weight manifest has been completed:
a) PLAN PAGE 6 ....................................................................... SELECT
(1) Select PLAN page 6.
b) PAYLOAD ............................................................................... ENTER
(1) Enter the actual payload (passengers, baggage and cargo).
N. Cruise
1. In cruise, start with NAV PAGE 1 for navigation information
a. NAV PAGE 1 ......................................................................... SELECT
(1) Select NAV page 1 for enroute navigation information.
2. The GNS-XLs Flight Management System position information must be

checked for accuracy (reasonableness) prior to use as a means of naviga-
tion and under the following conditions:
1) Prior to each compulsory reporting point during IFR RNAV operation

when not under radar surveiUance or control.
2) At or prior to requesting off-airway routing, and at hourly intervals
thereafter during RNAV operation.
3) Prior to requesting off-airway routing, and at hourly intervals thereafter
during RNAV operation off RNAV routes.
3. During a period of dead reckoning, navigation shall not be predicated upon

the GNS-XLs as a means of operation in the National Airspace System.
4. Following a period of dead reckoning, the aircraft position should be veri-

fied by visually sighting ground reference points and/or by using other
navigation equipment.
107
5. When the FMC sequences from Enroute to Terminal, the CDI sensitivity
change may cause the airplane to bank slightly if the cross-track error is
greater than 0.5 NM because of increased sensitivity of the CDI needle.
Due to the nature of some leg types that are required to fly missed ap-
proach procedures, the airplane must be flown manually or by use of the
FMS Heading Mode to ensure that certain portions of the missed approach
procedure are flown correctly.
108
O. LNAV Functions Of The FMC
a. For Radar Vectors:
a) HEADING VECTOR SECTION .................................................. SELECT
(1) Enter the HEADING VECTOR page. The cursor will appear over the
HDG field.
b) HEADING ................................................................................ INSERT
(1) Enter the desired heading in whole degrees, preceded by R or L,

as applicable, to indicate turn direction.
c) HEADING SELECT MODE ....................................................... SELECT
(1) Depress ENTER to select HEADING SELECT mode and return to

NAVIGATION page 1.
b. DIRECT to a Waypoint
a) If the airplane is in a turn at the time the DIRECT TO function is initiated,

the airplane may roll wings level momentarily, then continue the turn to
the TO waypoint.
a) DIRECT SECTION ............................................................ SELECT
(1) Depress the D key to enter the DIRECT page.
b) WAYPOINT ..................................................................... SELECT
(1) Select the desired waypoint using the LINE SELECT keys and
depress enter. The display automatically advances to NAVIGA-
TION page 1.
109
c. INTERCEPT course to a waypoint
a) HEADING VECTOR SECTION .................................................. SELECT
(1) Enter the HEADING VECTOR page. The cursor will appear over the
HDG field.
b) HEADING ................................................................................ INSERT
(1) Enter the desired heading in whole degrees, preceded by R or L, if

applicable, to indicate turn direction.
c) INTERCEPT MODE ................................................................. SELECT
(1) Depress the BACK key and depress ENTER to select INTERCEPT
mode. The cursor will move to the TO waypoint field.
d) WAYPOINT ............................................................................. SELECT
(1) Depress the BACK key to cycle through waypoints on the active
flight plan, or manually insert an alternate waypoint if the waypoint
page appears.
e) WAYPOINT ............................................................................. INSERT
(1) INSERT or VERIFY the waypoint coordinates.
f) DESIRED TRACK .................................................................... INSERT
(1) INSERT or VERIFY the desired track. If the desired track is

changed, a PSEUDO VORTAC is programmed. It the DTK entry po-
sitions the aircraft on the FROM side of the TO waypoint, the LEG
CHANGE MODE on NAV page 1 switches to -MAN-; otherwise,
it remains in -AUTO-. The Flight Crew must determine - MAN- or
-AUTO- as appropriate.
e) ENTER KEY ......................................................................... DEPRESS
(1) Depress the ENTER key to return to NAV page 1.

110
P. ROUTE Modification
a. Adding a Waypoint
1) A waypoint may be added anywhere in a flight plan sequence,
except prior to the current TO waypoint.
a) FLIGHT PLAN ................................................................. SELECT

(1) Position the cursor over the waypoint that will follow the new
entry. Verify that the coordinates are reasonable. Adding a
waypoint to a SID or STAR will invalidate that procedure, as
indicated by the waypoints no longer being indented.
a) WAYPOINT ...................................................................... INSERT

(1) Position the cursor over the waypoint that will follow the new
entry. Verify that the coordinates are reasonable. Adding a
waypoint to a SID or STAR will invalidate that procedure, as
indicated by the waypoints no longer being indented.
b. Deleting a Waypoint
a) WAYPOINT ............................................................................. SELECT
(1) Position the cursor over the waypoint to delete using the LINE
SELECT keys, and depress the ENTER key.
b) WAYPOINT ............................................................................. DELETE
(1) Depress the BACK key A DELETE? prompt will appear adjacent to
the waypoint to be deleted. Depress the ENTER key to DELETE the
waypoint.
111
Q. PLAN
1. The TRIP PLAN page provides the capabitity to calculate information for
active flight plans without affecting any of the system’s navigation func-
tions. To enter the active flight plan into the TRIP PLAN page:
a) PLAN SECTION ...................................................................... SELECT
(1) Depress the PLAN key to display the TRIP PLAN page.
b) ACTIVE FLIGHT PLAN ............................................................. INSERT
(1) Select the TRIP PLAN field with the line select keys and INSERT
“A”.
112
a. Determining ETE and Distance to a Fix
(1) Depress the PLAN key to display PLAN page 2.
“A”. The ETE and DIST will be updated and displayed.
b. Displaying ETA
(1) Depress the PLAN key to display PLAN page 2.
A”. The ETA will be updated and displayed.
R. VNAV FUNCTIONS of the FMC
a. Entering Waypoint Altitude Constraints
1) Vertical navigation constraints can only be programmed for waypoints

on the active flight plan, and though all active flight plan waypoints are
displayed on VNAV pages. When entering new waypoints, the new
waypoints must be added to the active flight plan before they appear on
the VNAV flight plan waypoint pages.
NOTE: FMS only provides advisory VNAV information, and VNAV info is only
displayed on the FMS screens and not on the FD or EHSI.
113
a) VNAV SECTION ...................................................................... SELECT
(1) Select the NAV, FPL or DIRECT TO section with the applicable
key and select the desired waypoint with the line select keys, or
depress the VNAV key to display the VNAV waypoint page for the
selected waypoint.
b) ALTITUDE ............................................................................... INSERT
(1) INSERT the desired altitude constraint. If the waypoint is part of a

SID or a STAR, the appropriate altitude constraints will prefill the
database.
114
c) FLIGHT PATH ANGLE .............................................................. INSERT
(1) INSERT or VERIFY the desired flight path angle. The FPA field
prefills with the default (DEE) value programmed on the VNAV
DATA page if this waypoint was accessed from the FPL page.
If accessed from the NAV or DIRECT page, the FPA field prefills
with the (DIR) value, If an FPA is manually entered, the FPA field
changes to (MAN). A climb FPA cannot be programmed, but the
direct FPA field will display the up angle between the aircraft’s
present altitude and the altitude constraint that was entered. To
cancel an FPA, INSERT “0”. The field changes to dashes indicat-
ing no FPA is programmed and that the vertical deviation output is
invalid and no vertical deviation information will be displayed.
b. Initializing DATA with Cruise Altitude
1) When the cruise altitude is entered it will automatically highlight the

transition altitude for entry, and after that entry it will highlight the de-
fault FPA. To keep the defaults for those, press ENTER twice. After that
it will return to Vnav 1/2 page. DATA will always display on the bottom
of the VNAV pages. LSK L5 will backlight it. Pressing ENTER if DATA?
is highlighted will open the VNAV DATA page.
S. FD/AUTOPILOT USE WITH LNAV
1. When the LNAV is selected as the data source to the EHSI, the EHSI will
display FMS navigational information and course steering data will be avail-
able to the Flight Director/Autopilot.
NOTE: Both pilots have the ability to independently select the FMS navigation system
(LNAV) to their EHSI.
115
T. DISPLAYING FMS DATA ON THE EHSI
1. Select LNAV on the appropriate DC-811 Display Controller.

2. The EHSI will display:
1) Desired track
2) Bearing to waypoint
3) Distance to waypoint
4) To-From waypoint
5) Crosstrack deviation
6) FMS validity through NAV flag
7) Magnetic Heading
U. REMOVE FMS DATA FROM THE EHSI
1. Select V/L on the appropriate DC-811 Display Controller. The displayed

navigation data will be from the VHF Nay Receiver.
V. ENGAGING THE FLIGHT DIRECTOR IN FMS MODE
1. Select LNAV on the appropriate DC-811 Display Controller and the NAV
mode on the MS-400 Flight Director/Autopilot Mode Selector.
2. The EADI will display:
1) NAV captured annunciation.

2) FMS steering data through the command bars.
3) FMS steering validity through the command bar display.
116
W. DISENGAGING THE FLIGHT DIRECTOR IN FMS MODE
1. Deselect the NAV mode, or select HDG mode on the MS-400 Flight
Director Mode selector.
2. COUPLING THE FMS TO THE AUTOPILOT
1) Transfer control of the autopilot to the desired Flight Director System.

With the autopilot disengaged, couple the FMS to the flight director.
Engage the autopilot by selecting AP ENGAGE on the autopilot panel.
The autopilot is now receiving FMS steering data.
NOTE: FMS DR or loss of TAS will cause the FMS steering to go invalid and the
autopilot to revert to the basic autopilot mode (heading hold). An FMS invalid
(red warning flag) on the EHSI may not necessarily cause the FMS steering
to become invalid. FMS steering of the aircraft with an FMS flag in view is
permitted if the aircraft’s position is continuously monitored.
X. UNCOUPLING THE FMS FROM THE AUTOPILOT
1. There are three ways to uncouple the FMS from the autopilot:
1) Press the AP DISC (ICO) button on either control wheel,

2) Press the AP Engage Switch located on the PC-400 Autopilot Con-
troller, or
3) Deselect the NAV mode on the MS-400 Flight Director mode selector.
117

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Aircraft OPERATING Manual

v.1.00.0 FOR SIMULATOR USE ONLY 04SEPT09

It is a violation of the owner’s copyright to distribute this document or any portion

Copyright© 2009 Precision Manuals Development Group

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How to use this Manual

The Jetstream 41 is a fairly complex regional airliner. In spite of this complexity, it is

Gaining the most from this Manual

A Turbo-prop Regional Airliner Reborn!

The Jetstream 41’s stretched fuselage is 16 ft (4.88 m) longer, consisting of an 8 foot

The PMDG Jetstream 41 Development Team

Guest Developer - XLS-GNS FMS

Captain Robert S. Randazzo

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2. Examples would be: Oxygen pressures need not be committed to memory,

Cabin Ambient Temperature Degrees C

3. Maximum permissible altitude 25,000 ft

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1. Atmospheric icing conditions

B. Acceleration Limits And Maneuvers

1. Flaps retracted -1.00g to + 2.83g

2. Intentional maneuvers shall be confined to those with load factors within

C. Configuration Deviation List (CDL)

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D. Minimum Flight Crew

E. Maximum Number Of Occupants

F. Forward Flight Attendant Seat

G. Operating Temperature Range

1. Minimum -40°C between -1,000 ft and 16,000 ft pressure altitude, de-

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I. Maximum Wind Component

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a. Maximum Taxi and Ramp Weight

1. Maximum taxi and ramp weight: 24,110 lbs

b. Maximum Takeoff Weight (MTOW)

1. Maximum takeoff weight 24,000 lbs

a. Maximum takeoff weight as limited by the Airport Analysis (per-

c. Maximum Landing Weight (MLDW)

1. Maximum landing weight: 23,300 lbs.

d. Maximum Zero Fuel Weight (MZFW)

1. Maximum load in the aft compartment: 1,137 lbs.

3. Baggage should be distributed as evenly as possible.

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MAX RAMP WEIGHT=24110lb (10936 kg) 11

MAX ZERO FUEL WEIGHT=21400lb (9707 kg)

FUSELAGE STATION (in)

1. Maximum Operating Speed (VMO) from sea level to 17,400 ft pressure

b. Minimum Flight Speeds

1. Climb (except single engine): 170 KTS or .35 Mach

c. Approach Area Minimum Speeds

1. Flap 0 and 9: 160 KTS

d. Other Minimum Speeds

e. Maneuvering Speed (VA)

1. Maneuvering speed: 180 KIAS

f. Rough Air Speed (VRA)

1. Rough air speed: 190 KIAS

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