STANDARD OPERATING PROCEDURES

B1900

Document N0: B1900 –SOP

Revision: 0.1

Document status: Draft

Date: March 2020

Author: Chief Pilot

Electronic file: B1900-SOP V1 MAC /032019

Notice

© 2019 MAC. All rights reserved

No part of this document may be reproduced or transmitted in any form or by any means
Without the express written permission of MAC

Document enquiries can be directed to:

Director of MAC

Complete Address: BP: 2784 Bamako,

Avenue Du Mali, Aci 2000 Immfissourou
Siège Opèrationnel: Bamako-Sènou
Telephone: (223) 20 22 37 20
Fax: (233) 20 23 85 87

Approval
The signatories hereof, being duly authorised thereto, by their signatures hereto authorise the execution of the standard
operations work detailed herein, or confirm their acceptance of the contents hereof and authorise the
implementation/adoption thereof, as the case may be.

Designation/Name Signature Date

Director General --------------------------

Mr. Claude Edgard -------------------------- dd-Mon-yyyy

Quality Manager --------------------------

Mr. Diedhiou Mamadou dd-Mon-yyyy
--------------------------
Mbaye

Chief Pilot
--------------------------
Mr. Edward Leparakuo --------------------------
dd-Mon-yyyy

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Distribution List

The following personnel shall have the document for easy reference, guidance and daily use.

N0 Copy holders Date received

1. Quality Manager 01st April 2020
2. Agency Nationale de l’ Aviation Civil of Mali (ANAC) 01st April 2020
3. Flight Operations 01st April 2020
4. Safety 01st April 2020
5. Pilots 01st April 2020
6. B1900 Aircrafts 01st April 2020

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CONTENTS
1 Documentation ............................................................................................................................... 9
2 Legend ........................................................................................................................................... 9
3 Call out ........................................................................................................................................... 9
4 General call outs........................................................................................................................... 10
5 Configuration change ................................................................................................................... 10
6 Change of controls ....................................................................................................................... 11
7 Power levels ................................................................................................................................. 11
8 Altimeter and altitude clearance ................................................................................................... 12
9 Mandatory verbal confirmations and acknowlegment................................................................... 12
10 Management of flight controls panel (flight director) ..................................................................... 12
11 Avionic & EHSI Set Up .................................................................................................................. 13
12 Use of external lights .................................................................................................................... 13
12.1 Strobe lights .................................................................................................................... 13
12.2 Landing lights .................................................................................................................. 13
12.3 Tail flood lights ................................................................................................................. 13
12.4 Recognition lights ............................................................................................................ 13
12.5 Taxi light .......................................................................................................................... 14
12.6 Navigation lights .............................................................................................................. 14
13 Sterile cockpit ............................................................................................................................... 14
14 Passenger briefing ....................................................................................................................... 14
14.1 Introduction...................................................................................................................... 14
14.2 Safety items ..................................................................................................................... 14
14.3 Temperature control/Take-off and Landing ..................................................................... 14
15 Cargo loading ............................................................................................................................... 15
16 Safety around the aircraft ............................................................................................................. 15
17 Fuel usage procedures ................................................................................................................. 15
17.1 Procedure For Fuel usage in the auxiliary tanks .............................................................. 15
17.2 Procedure for fuel transfer ............................................................................................... 16
17.2.1 Captain to action ............................................................................................ 16
18 Gravel procedures ........................................................................................................................ 16
18.1 Ground operations ........................................................................................................... 16
18.2 Take off............................................................................................................................ 16
18.3 Landing............................................................................................................................ 16
18.4 Anti-skid failure ................................................................................................................ 17
19 Spiral approaches and departure ................................................................................................. 17
19.1 Objectives........................................................................................................................ 17
19.2 Arrival procedures ........................................................................................................... 17
19.2.1 Before starting the spiral ................................................................................ 17
19.2.2 Spiral ............................................................................................................. 17
19.3 Departure procedure ....................................................................................................... 17
20 TAWS (If installed) ........................................................................................................................ 18
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CONTENTS
20.1 TAWS Used at Non-Published Airfields ........................................................................... 18
21 CHECKLIST PHILOSOPHY ........................................................................................................................ 18
22 Equipment check .......................................................................................................................... 21
23 Cockpit safety check..................................................................................................................... 21
24 Cockpit systems check ................................................................................................................. 22
25 Initial cockpit interpretation ........................................................................................................... 24
25.1 First flight of the day ......................................................................................................... 25
25.2 Oxygen ............................................................................................................................ 26
26 Final cockpit preparation .............................................................................................................. 26
26.1 Crew briefing ................................................................................................................... 26
26.1.1 Review speeds and take off card with first officer ........................................... 26
26.1.2 Review differences if applicable .................................................................... 27
26.2 Flight briefing done by the PF FLIGHT ............................................................................. 27
26.3 Engine in operative flight path briefing ............................................................................. 28
27 Engine start (Battery) .................................................................................................................... 28
28 Engine start (GPU) ....................................................................................................................... 31
28.1 Starting ............................................................................................................................ 33
29 After start ...................................................................................................................................... 33
29.1 After start ......................................................................................................................... 35
30 Taxiing .......................................................................................................................................... 35
30.1 System checks ................................................................................................................ 36
30.2 Speed management ........................................................................................................ 37
30.3 Control check .................................................................................................................. 37
30.4 Entering /crossing runways and taxiways ........................................................................ 37
30.5 Engine system checks ..................................................................................................... 38
31 Before take off .............................................................................................................................. 38
31.1 TCAS and strobes ........................................................................................................... 38
31.2 Take off............................................................................................................................ 38
32 Take off ........................................................................................................................................ 40
33 Climb ............................................................................................................................................ 40
34 Level off and cruise....................................................................................................................... 41
34.1 Cruise .............................................................................................................................. 42
34.1.1 Setting cruise power ...................................................................................... 42
34.1.2 Turbulence .................................................................................................... 42
35 Descent ........................................................................................................................................ 42
35.1 Approach preparation ...................................................................................................... 44
35.2 Descent ........................................................................................................................... 45
35.3 Holding ............................................................................................................................ 45
36 Visual approach............................................................................................................................ 45
36.1 Stable approach .............................................................................................................. 46
36.2 Landing............................................................................................................................ 46
36.2.1 Landing with Anti-skid ON...................................................................................... 46
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CONTENTS
36.2.2 Landing on Contaminated Runways .............................................................. 47
36.2.3 Approach and Landing in Turbulence ............................................................ 47
37 After landing ................................................................................................................................. 47
37.1 At the runway ................................................................................................................... 48
38 Shutdown ..................................................................................................................................... 48
38.1 Shutdown ........................................................................................................................ 49
38.2 Turnarounds .................................................................................................................... 49
38.3 Aircraft securing............................................................................................................... 49
39 Precision approach (IL CAT 1) ..................................................................................................... 49
40 Non precision approach (VoR or NDB) ......................................................................................... 51
40.1 Monitored approach ........................................................................................................ 51
40.1.1 Purpose ......................................................................................................... 51
40.1.2 Monitored Approach ...................................................................................... 52
40.1.3 Descent, Holding and Initial Approach ........................................................... 52
40.1.4 Non-precision Approaches ............................................................................ 52
40.1.5 Responsibilities of the Captain (PM) .............................................................. 53
40.1.6 Outer Marker/FAF.......................................................................................... 53
40.1.7 Landing.......................................................................................................... 53
40.1.8 Captains Flying the Monitored Approach ....................................................... 53
41 Go around .................................................................................................................................... 54
42 Circling approach ......................................................................................................................... 54
43 Cockpit management ................................................................................................................... 55
44 How to use emergency /abnormal checklist ................................................................................. 56
45 Master warning or master caution ................................................................................................ 56
46 Aborted take -off (before VI) ......................................................................................................... 56
47 Engine fire before V1 -evacuation NG .......................................................................................... 57
47.1 Aborted take-off ............................................................................................................... 57
47.1.1 Evacuation..................................................................................................... 58
47.1.2 Go-orientated Take-off Philosophy ................................................................ 58
47.1.3 Stop-orientated Take-off Philosophy ............................................................. 58
48 Engine fire at or after V1 ............................................................................................................... 58
49 Engine failure/fire in climb, cruise or descent ................................................................................ 60
50 Single engine power usage .......................................................................................................... 60
51 Single engine approach landing ................................................................................................... 61
51.1 Single Engine Taxiing ...................................................................................................... 61
51.2 Single engine go-around ................................................................................................. 61
52 Single engine go around ............................................................................................................... 61
53 Donning oxygen masks ................................................................................................................ 62
54 Single engine power usage .......................................................................................................... 63
55 Single engine approach and landing ............................................................................................ 63
55.1 Single Engine Taxing ....................................................................................................... 63
55.2 Single engine go around .................................................................................................. 63
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CONTENTS
56 Single engine go around ............................................................................................................... 64
56.1 DONNING OXYGEN MASKS ................................................................................................ 64
56.2 OXYGEN MASKS ......................................................................................................................... 64
56.3 TCAS WARNING ................................................................................................................... 64
57 GPWS/TAWS Warnings ............................................................................................................... 65
58 GPWS/TAWS Warning ................................................................................................................ 67
59 Wind shear/Micro bust .................................................................................................................. 67
60 Stall recovery................................................................................................................................ 68
60.1 Clean ............................................................................................................................... 68
60.2 Configured ....................................................................................................................... 68
60.3 Stall recovery ................................................................................................................... 69
60.4 Stall in icing conditions .................................................................................................... 69
61 Crew incapacitation ...................................................................................................................... 69
62 Gear down flight ........................................................................................................................... 69
63 Steep turn ..................................................................................................................................... 70
64 Stall entry and recovery (clean) .................................................................................................... 70
65 Stall entry and recovery (clean) TALL ........................................................................................... 71
66 Stall entry and recovery (configured) ............................................................................................ 72
67 VMCA Demonstration (Simulator Only) ........................................................................................ 73
68 VMCA Demonstration .................................................................................................................. 73
69 Circuit training .............................................................................................................................. 73

TABLES
Table 1 - Call outs ............................................................................................................................................. 10
Table 2 - Configuration change ......................................................................................................................... 11
Table 3 - Flight Director Selection call outs ....................................................................................................... 12
Table 4 - Normal check list ................................................................................................................................ 20
Table 5 - Equipment check ................................................................................................................................ 21
Table 6 - Cockpit safety check .......................................................................................................................... 22
Table 7 - Cockpit system check......................................................................................................................... 23
Table 8 - Cockpit interpretation ......................................................................................................................... 25
Table 9 - Table 1: Final cockpit preparation....................................................................................................... 26
Table 10 - Engine start ...................................................................................................................................... 30
Table 11 - Engine start ...................................................................................................................................... 33
Table 12 - After start .......................................................................................................................................... 35
Table 13 - Taxing .............................................................................................................................................. 35
Table 14 - Auto feather works ........................................................................................................................... 37
Table 15 - Before take off .................................................................................................................................. 38
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TABLES
Table 16 - Take off ............................................................................................................................................ 39
Table 17 - Level off and cruise .......................................................................................................................... 42
Table 18 - Descent ............................................................................................................................................ 43
Table 19 - Landing ............................................................................................................................................ 45
Table 20 - Go round .......................................................................................................................................... 54
Table 21 - Table 2: Master warning ................................................................................................................... 56
Table 22 - Engine fire ........................................................................................................................................ 57
Table 23 - Table 3 Evacuation........................................................................................................................... 57
Table 24 - Aborted take off ................................................................................................................................ 58
Table 25 - Engine fire at or after V1 ................................................................................................................... 59
Table 26 - Table 4:Maintain directional control .................................................................................................. 60
Table 27 - Engine failure /fire in climb, cruise or descent ................................................................................... 60
Table 28 - Donning oxygen masks .................................................................................................................... 63
Table 29 - Single engine go- around ................................................................................................................. 64
Table 30 - TCAS warning – standby to maneuvered ......................................................................................... 65
Table 31 - GPWS/TAWS Warnings ................................................................................................................... 66
Table 32 - Wind shear-Micro bust ..................................................................................................................... 67
Table 33 - Clean – Stall set Max Power ............................................................................................................. 68
Table 34 - Configured – Stall Set Max Power .................................................................................................... 68
Table 35 - Steep turn ......................................................................................................................................... 70
Table 36 - Stall entry and recovery .................................................................................................................... 71
Table 37 - Stall entry and recovery (clean) Tall ................................................................................................. 72
Table 38 - Table 5: Stall entry and recovery (configured) .................................................................................. 72
Table 39 - VMCA Demonstration (Simulator Only) ............................................................................................ 73
Table 40 - Circuit training .................................................................................................................................. 75

FIGURES
Figure 1 - Safety around the aircraft .................................................................................................................. 15
Figure 2 - Single engine go around ................................................................................................................... 62

ANNEXES
Appendix A: SUPPLEMENTARY SOP ................................................................................................................... 76
Appendix B: COCKPIT LAYOUT .................................................................................................................... 78
Appendix C: HOW TO COMPLETE A WEIGHT AND BALANCE ..................................................................................... 79
Appendix D: RECOMMENDED SPEEDS TO FLY ON AN ILS ................................................................................ 80
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ANNEXES
Appendix E: DESCENT POINT CALCULATION ..................................................................................................... 81
Appendix F: AUTOPILOT ....................................................................................................................................... 83
Appendix G: SURFACE DE-ICE ............................................................................................................................. 85
Appendix H: GPS USE ............................................................................................................................................ 86
Appendix I: SINGLE ENGINE FLIGHTPATH AFTER TAKEOFF .................................................................................... 87
Appendix J: DESCENT POINT CALCULATIONS ........................................................................................................... 90
Appendix K: ICING ......................................................................................................................................... 92
Appendix L: GPS USE ............................................................................................................................................ 94
Appendix M: Acronyms .................................................................................................................................... 95

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PART A: INTRODUCTION

The purpose of this document is to integrate MALIAN AÈRO COMPANY (MAC) policy with the AFM and POH in
a practical way. This document must be consulted in conjunction with the AFM and POH. Where a discrepancy
exists, the manufacturer’s document shall take preference.

This document is divided into three sections:

Part A: Normal Procedures
Part B: Abnormal/Emergency Procedures and
Part C: Training Procedures

This document incorporates recommended procedures from the Flight Safety Foundation Approach and
Landing Risk Reduction (ALAR) Guide. It follows the MALIAN AÉRO COMPANY flow-checks as well as the POH
Manual.

NOTE: These standard operating procedures will in no case substitute the manufacturers limitations.

1 Documentation
The following documents to be carried on board on an B1900 aircraft.

a) Certificate of Registration
b) Certificate of Airworthiness
c) License for each crew member
d) Aircraft radio license
e) Certificate of Safety
f) Approved current flight manual
g) Approved mass and balance
h) Approved flight folio
i) Approved Minimum Equipment List (as agreed)
j) Operations Manual
k) List of visual signals for use by interception and intercepted aircraft

2 Legend
Items only need to be checked the first flight of the day.

PM: Pilot monitoring (not flying).

PF: Pilot flying.
Captain: Pilot sitting in the left seat.
F/O: Pilot sitting in the right seat (unless otherwise stated).
“BOLD”: Any item in bold and in inverted commas are items to be called out audibly.

Note: The captain refers to in this document is not necessarily the Designated Commander of the flight. It is
possible for MAC to delegate the First Officer to sit in the left-hand seat and do the captain procedures if only
instructed.

3 Call out
The use of the “two communication” rule is essential to a well-structured multi-crew operation. At any stage
of flight, where a challenge is made and no response is forthcoming, a second challenge should be made. If
there is still no response, incapacitation must be assumed and the PM (the challenger) must take control.
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 The purpose of standardizing a set of challenges and responses is to ensure that crewmembers have a base line
for determining when the two-way communication rule can be applied and to provide a fixed reference format
that makes flight operations and communications on the flight deck with different crew easier.

The calls outs also ensure that there are no misunderstandings and provide a doorway for crew to question
performance and standards that are below company requirements.

4 General call outs

Flight/Event/Phase Pilot Monitoring Pilot Flying
At any time when bank angle exceeds30º in normal flight. “Check Bank” “Correcting”

At any time when speed is above/below stated requirement by more than “Check Speed” “Correcting”
10 knots.

At any time when heading varies by more than 10º from heading bug. “Check Heading” “Correcting”

At any time when rate of descent varies from stated requirement by more “Check Rate of Descent” “Correcting”
than 300’/min.

When the CDI needle starts moving in (within 10º of selected radial). “Radial Alive” “Check”

When a selected navigation mode becomes active. “NAV Green” “Check”

When the localiser starts moving in. “Localiser Alive” “Check”

When the localiser mode becomes active. “Localiser Green, Glideslope Armed” “Set Runway
Heading”

When the glideslope becomes active. “Glideslope Green” “Set Missed

Approach
Altitude”
When Altitude Mode becomes active. “Alt Green” “Check”

With 1000ft to go to cleared altitude or FL. “1000ft to Level/ ft” “Check”

Table 1 - Call outs

5 Configuration change
The PF shall request configuration change. The PM must confirm that the speed/altitude criteria are met before
making the configuration change. The PM must only respond once the configuration change is complete.

Configuration call out

Pilot flying Pilot monitoring
Before action After action
“Gear up” “On speed. Selected” “Gear Clean
Flap o” On speed. Selected” “Flap 0 Set”
“Flap 17” On speed. Selected” “Flap 17 Set”

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 “Flap 35” On speed. Selected” “Flap 35 Set”
“Gear Down” On speed. Selected” “Gear Down, 3 Greens”
If the aircraft speed/altitude dos not meet the criteria for the “Check Speed/Altitude”
configuration change

Table 2 - Configuration change

The speeds for configuration changes are as follows:

a) Flap retraction: Above 128 knots (VENR in the event of an engine failure) and acceleration altitude.
Nonstandard: Minimum 200ft AGL.
b) Flap 17º: Below 188 knots.
c) Flap 35º: Below 154 knots (Indicated by top of white arc in ASI).
d) Propellers: Any speed.
e) Gear: Below 180 knots.

Configuration change procedures are applicable for all phases of flight.

It is good airmanship to extend gear and flaps below the limiting speeds, not at the limiting speeds.

6 Change of controls
Any time that control of the aircraft is transferred from one pilot to the other, the following phraseology shall
be used:

a) Pilot handing over control: “YOU HAVE CONTROL”.

b) Pilot taking control: “I HAVE CONTROL”.

When control is transferred, the pilot handing over control must make the other pilot aware of the intentions
and flight conditions (e.g. bearing, track, altitude, flight director selections and autopilot selections if applicable.

7 Power levels
During taxi and in-flight, the power levers are always the responsibility of the PF. Only when the PF requests
power changes (e.g. after take-off and for cruise) does the PM adjust the power levers. If the PM notices that
the engine parameters are out of limits during the critical stages of flight, he or she must adjust the power levers
to normal parameters but this has to be communicated to the PF.

During take-off, the power levers are the responsibility of the PF. The PF must keep his or her hand on the power
levers until V1. This enables the PF to initiate the actions for an aborted take-off without delay if it is required.
When requested by the PF, the PM must set power for take-off during the take-off roll. While power is being
set, the PF must place his hand lightly on the top of the power levers. The PM is to set power within 10 seconds
and without obstructing the power levers in the event of an aborted take-off. Once power is set, the PM must
remove his hands from the power levers, unless an adjustment must be made.

Care must be taken when setting the required torque. All engine instruments must be monitored during and
after setting desired power. Torque may “creep” to a higher setting, resulting in an engine parameter
exceedance.

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8 Altimeter and altitude clearance
When the PM obtains an altitude clearance, he or she must write it down on the operational flight plan then
select the cleared altitude on the Altitude Alerter. The PM will point to the Altitude Alerter until the PF confirms
the altitude set is correct by verbally repeating the cleared altitude/level.

Altimeter setting will be cross checked whenever the altimeter settings are changed. The PF initiates the check
by calling an altitude or flight level climbing or descending through. The PM must call out any difference that
may exist.

9 Mandatory verbal confirmations and acknowlegment

The following must be confirmed and acknowledged between pilots:

a) ATC clearances and altimeter settings and amendments thereto.

b) Runway clearance before proceeding onto the active runway.
c) Take-off clearance before power application.
d) Landing clearance before landing.

If any doubt exists as to the given clearance, clarification must be requested from ATC immediately.

10 Management of flight controls panel (flight director)

The Flight Director system has two main functions:

To aid crew in flight path control during all phases of flight.

In cases where an autopilot is installed, to provide desired flight path requests to the autopilot.

The use of the Flight Director (FD) is encouraged as it reduces pilot workload, especially during critical phases
of flight and emergencies. The correct use of the FD is, however, very important. Always ensure the correct
modes are selected, and ensure that both crew members have the same FD selections.

To assist in ensuring that the selections on both Flight Directors are the same during all stages of flight, FD
selections must be called out by the PF. The PM must only respond once the selection has been made, as shown
below:

Flight Director Selection Call Outs

PILOT FLYING PILOT MONITORING
“Select Heading “ “Heading Selected
“Indicated Airspeed Select” “Indicated Airspeed Selected
“Nav Mode Arm” “Nav Mode Armed
“Approach Mode Arm:” “Approach Mode Arm:”
“Vertical Speed Select” “Vertical Speed Select”

Table 3 - Flight Director Selection call outs

Each pilot is responsible for his/her own FD selections. It is the responsibility of the PF to communicate the
selection to the PM

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11 Avionic & EHSI Set Up
Nav 1 and 2 active frequencies must be the same at all times except when selecting ILS as per the calls out of
the Precision Approach (ILS CAT1) of the procedure on page 61 of these Standard Operating Procedures. Com
1 is used for ATC. Com 2 is used for ops/ATIS/IFBP over Africa/secondary ATC.

EHSI’s for departure should be set up as follows:

a) Heading bugs to runway heading.

b) Course bars to the first track that has to be intercepted (radial or GPS track).
c) RMI needles as required.

EHSI’s for the approach should be set up as follows:

a) Heading bugs to the cleared heading/heading required to route to the cleared position.
b) Active course bars to current track that is being flown, until cleared for the approach. Once cleared for
the approach, the inbound course must be selected.
c) Pre-select course bars to the final inbound course. Once cleared for the localizer intercept, the
preselected course must be transferred and the ILS frequency set to active.

If weather is present, the PM must have the weather radar turned on with arc/map mode selected as the active
screen.

12 Use of external lights

The PM is responsible for managing the lights at all times.

12.1 Strobe lights

Strobe lights have to be switched on from the moment the aircraft enters the runway until the aircraft vacates
the runway. The strobes should remain on throughout the flight to make the aircraft more visible to other
traffic. The only exception is when flying in IMC, and the strobes reflect back into the cockpit. The “FLT” selection
of the beacon must be switched on and off in conjunction with the strobe lights.

12.2 Landing lights

Landing lights are to be switched on upon receiving take-off clearance (even if the aircraft is not on the runway
yet), and switched off passing FL100, climbing. During the descent, the landing lights must be switched on
passing FL100, descending, and switched off when vacating the runway.

In certain conditions (e.g. at night in poor visibility), the landing lights and taxi light could impair visibility. Crew
must use their own discretion in these situations. It may be advantageous to leave these lights off for landing.
While on the ground before take-off, the PF will switch the landing lights on to acknowledge that take-off
clearance is received.

12.3 Tail flood lights

Tail flood lights are only to be used at night. They are switched on with recognition lights, and switched off
passing FL100, climbing. They are switched on again passing FL100, descending.

12.4 Recognition lights

Recognition lights are to be switched on after start and only switched off after shutdown.
Note: No recognition lights are installed in the 1900 C.
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12.5 Taxi light

When taxi clearance is received, the PF will switch the taxi light on to acknowledge that taxi clearance is
received. The PM (as the PF is busy taxiing) must switch the taxi light off during ground operations when the
marshaller is being followed, or when the park brake has been set.

12.6 Navigation lights

The navigation lights switch must remain on at all times.

13 Sterile cockpit
Headsets will be used along with boom mike to monitor all conversation with ground agencies and ATC until
top of climb and also when operating in high density traffic areas. Loud speakers may be used during cruise until
top of descent. Thereafter headsets with boom mike should be used till engines are shutdown. All HF monitoring
will be carried out on headsets including the Oceanic Clearances where both pilots are to be involved.

During any critical phase of flight crewmembers shall perform only those duties required for safe operation of
the airplane. Critical phases of flight are defined as all ground operations involving taxi, takeoff and landing and
all other flight operations conducted below 10,000 feet, and any times at less than 2000ft above MSA, except
cruise flight.

14 Passenger briefing
The passenger briefing will be done by the First Officer, unless otherwise briefed. The following items must be
covered during the passenger briefing:

14.1 Introduction

a) Welcome.
b) Introduce crew.
c) Flight details (destination, flight time, cruising altitude, expected weather).

14.2 Safety items

a) Use of seatbelts (how and when).

b) Evacuation (use of emergency exits & air stairs door and when).
c) Decompression (use of oxygen masks).
d) Location of fire extinguishers, first aid kit and survival kit.
e) No smoking.
f) Use of PED’s (Mobile telephones, MP3 players, computers).
g) Safety card.
h) Air sickness bag.

14.3 Temperature control/Take-off and Landing

a) Seatbelts.
b) Tray tables.
c) Seat back.
d) An individual briefing may be required for special needs passengers and his or her “guardian”.
e) The First Officer must ensure that an able-bodied person (ABP) is seated at each emergency exit.
f) After the briefing, the First Officer must walk down the aisle to ensure that the aisle is clear, every
passenger’s seatbelt is fastened, tray table is stowed and seatback is in the upright position. The number

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 of passengers must be counted and reported to the Captain along with confirmation that the “cabin is
secure and checked”.

15 Cargo loading
The Captain is responsible for making sure that the cargo is correctly loaded as per the Load Plan, and that it is
securely tied down and lashed as per FOM.

16 Safety around the aircraft

Both crew members are at all times responsible for safety around the aircraft. When there are passengers
and/or cargo arriving at or leaving the aircraft, the following must be adhered to:

a) No person shall board the aircraft without the permission of the crew.
b) No passenger shall disembark the aircraft until requested to do so by the crew.
c) When the aircraft engines are starting and whilst they are running, no person shall stand in line with the
propellers as injuries may be caused by stones deflected by the propellers.
d) All personnel on the ground shall keep a minimum of 10 meters from the aircraft until a crew member
permits them to approach the aircraft.
e) No vehicles or people are to approach the aircraft until such a time as the propellers have come to a
COMPLETE stop and the red rotating beacon has been switched off.
f) No one may walk underneath the wings. Crew must ensure passengers walk around the wings

Figure 1 - Safety around the aircraft

17 Fuel usage procedures

If 3242lbs (full main tanks) of fuel or less are required, the main tanks must be used and the auxiliary tanks must
be empty.

If more than 3242lbs of fuel is required, the main tanks must be filled first, and then fuel may be added to the
auxiliary tanks.

If there is fuel in the auxiliary tanks, that fuel must be burned off prior to using the fuel in the main tanks.

17.1 Procedure For Fuel usage in the auxiliary tanks

When fuel has been loaded in the Auxiliary Tanks, the Auxiliary fuel pump switches must remain in the “AUTO”
position.

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The maximum fuel imbalance allowed is 200lbs. Fuel transfer between the left and the right sides is not
advisable below FL100, and is not allowed during take-off.

17.2 Procedure for fuel transfer

17.2.1 Captain to action

a) Ensure both standby fuel pumps are off. Select transfer switch as required.
b) Ensure “FUEL TRANSFER” annunciator is illuminated. F/O starts timer.
c) Place checklist between power levers to indicate to both pilots that fuel transfer is in progress. F/O
informs Captain of time when transfer is completed.

NB: Fuel transfer must be monitored by both pilots.

18 Gravel procedures
All performance data for gravel runway operations are obtained from the 1900 AFM under the supplement
"Hydro-Aire MkIII Anti-skid System and for Gravel Runway Operations", with and without anti-skid installed.

The following procedures must be adhered to when operating at gravel (unprepared) airfields:

18.1 Ground operations

a) Ensure area around propellers is clear of stones that may be picked up by the propellers during start (use
a broom if required).
b) No ground fine.
c) No reverse.
d) No manual/auto feather check unless on a hardstand or area clear of FOD.
e) No high idle other than as required during engine start
f) Environmental mode control & bleeds off.
g) Engine anti-ice on at all times.
h) Avoid sharp turns to prevent the nose wheel from "digging in".
i) Do all checks whilst on a hardstand or suitable area clear of FOD.

18.2 Take off

a) Use take-off data from gravel runway QRH/AFM supplement.

b) Rolling take-offs, unless the beginning of the runway is paved.
c) Max power take-offs, flap 17°.
d) Anti-skid must be on if installed.
e) Weather radar on standby or on, not off.

18.3 Landing

a) Engine anti-ice on before landing, preferably when landing is assured.

b) Anti-skid must be on if installed.
c) Bleeds & environmental mode control off prior to landing (As low as possible to avoid passenger
discomfort. Switch blowers to high for passenger cooling.)
d) Avoid reverse or ground fine on landing.
e) Flaps up (PM) on safe touchdown to avoid stone damage to the flaps.

Page 16 of 93
18.4 Anti-skid failure

Take-off and landing performance is severely affected by the lack of the anti-skid system. MALIAN AÉRO
COMPANY Jungle Jepps provide maximum take -off weights with the anti-skid operative (if installed) and
inoperative. The QRH also provides information for both conditions. These must be strictly adhered to.

19 Spiral approaches and departure

A spiral approach/departure must be done at airfields designated by MALIAN AÉRO COMPANY. A spiralling
procedure may be published in a MALIAN AÉRO COMPANY Jungle Jepps for specific airfields.

19.1 Objectives

a) Remain within the safety perimeter of the airfield.

b) Keep the load factor on the aircraft as low as possible.
c) Be established on a stable, configured approach by 500ft AGL.
d) Reduce pilot workload during the spiral, so that they can concentrate on traffic avoidance and other
external factors.

19.2 Arrival procedures

Brief beforehand from what altitude to start the spiral, what reference point to use and which direction to spiral.
It is recommended to only commence a spiral descent overhead the airfield, but is dependent on security and
traffic at the airfield.

19.2.1 Before starting the spiral

a) Complete the descent and approach checklist

b) Power set to 750ft/lbs. Propellers levers fully forward. Flaps 17º.
c) Gear down

19.2.2 Spiral

a) Indicated airspeed 160 – 170 knots. Angle of bank 25–degrees.

b) Plan to be at a base position by 1,500ft AGL. From there, commence a normal visual approach to be fully
configured and stabilized by 500ft AGL in the slo.

19.3 Departure procedure

A thorough briefing must be done by the crew covering the procedure and where the spiral climb will be. ATC
has to be advised of intentions prior to departure.

a) Perform a max power take-off.

b) Execute climb sequence at or above 1,500ft AGL. Flap may be retracted before this but not below 200ft
AGL or 128 knots.
c) Set max climb power for the climb sequence (ITT on the diamonds, torque below the yellow arc).
d) During the climb sequence, climb at Vy and maintain an angle of bank of 15º – 20º. Adjust bank angle as
required to stay within the safety perimeter.
e) At a safe altitude (10,000ft – 15,000ft, depending on the airfield), set normal climb power (1550RPM,
maximum ITT 720º), and set course.

Page 17 of 93
20 TAWS (If installed)
a) The TAWS may never be inhibited in IMC, unless it is unserviceable. G/S may only be inhibited during a
visual approach.
b) When “FLAP OVERRIDE” is required, this mode has to be inhibited on the TAWS. The TAWS may not be
used as a navigational aid.
c) The TAWS may not be used as a primary means of terrain avoidance. The TAWS test must be completed
during the first flight of the day.

Refer to Part 2 for correct response to a TAWS aural warning.

20.1 TAWS Used at Non-Published Airfields

a) After start, during the Captain’s initial flow the TAWS must be inhibited to avoid unwanted terrain
warnings during the take-off roll.
b) The TAWS must be re-activated when climb power is set as per the climb sequence.
c) For departure, unsure the TAWS display is such that it is very clear that the TAWS have been inhibited.
d) During the approach, once in the slot at 500ft and with the field in sight, the TAWS must be inhibited to
avoid unwanted terrain warnings during the final approach and landing.

21 CHECKLIST PHILOSOPHY
The MALIAN AÉRO COMPANY flows and checklist are based on Beechcraft procedures as laid out in the AFM.
All the checks are done as flows at required stages of flight. The appropriate checklist is then called for and
completed in a standard Challenge and Response format.

The FO/PM will call “…Checklist Complete” once the checklist has been correctly

responded to and once all items have been attended to. When a checklist is only done up to a line break, the
FO/PM will call “… ............. Checklist to the line”. To continue the flows, the Captain/PM only needs to request
“Below the Line”.

When the pilot responding to the checklist checks the status of that item, the annunciation/gMare for that item
must be checked. If there is no annunciation/gMare for an item installed, the status of the switch must be
checked. For example: when confirming flaps are set correctly both pilots should look at the flap gMare, not the
flap selector.

The crew co-ordination is such that reference is made to CAPTAIN and F/O when the aircraft is parked (Park
brake set). During such times the F/O will challenge the Captain from the checklist and the Captain responds.
As soon as the aircraft moves (park brake off) the dynamics change to PF and PM. During these phases the PM
makes the checklist challenges and the PF gives the response.

As the Checklist is a ‘Challenge and Response’ and not an ‘Action’ checklist (read and do), it is to be used AFTER
all the procedures have been accomplished by memory (flow) and is meant as a last chance check to ensure
that the most important safety items have been correctly carried out.

The checklist is to be used as a ‘Challenge and Response’ checklist except for the After Take Off and After
Landing Checklists which do not require a response from the PF but are completed half voice by the PM.

“AS REQUIRED” means that you must answer the status of the switch or item, i.e. “ON” or “OFF” not “AS
REQUIRED”.

First/last flight of the day times should be omitted if it is not the first/last flight of the day.

Page 18 of 93
Normal checklist
Item Response Person to respond

Pre-flight Read by FO
Cockpit preparation procedures ...................... COMPLETED Both
Park brake ........................................................ RESET Captain
Oxygen .................................................... ON Captain
Take-off data .................................... REVIEW/ BUGS SET Both
Take off briefing ....................................... COMPLETED Captain
BEFORE START START CLEARANCE REVIEW
READ BY F/O
Chocks, Pogo Stick ........................................... REMOVED F/0
Beacon .......................................................... GROUND Captain
Battery ......................................................... VOLTS Captain
Doors ............................................................ CLOSED Captain
Engine Anti –ice...................................................... ON Captain
Circuit Breakers .............................................. CHECKED Both
Fuel ............................................................... CHECKED Captain
BEFORE TAXI TAXI CLEARANCE RECEIVED
READ BY PM
Flight controls .............................................. AS REQUIRED PF
Ice Protection ................................................... CHECKED PF
Electrical ............................................. ON AND UNCAGED Captain
Standby Horizon ....................................................... SET PF
Trims ..................................................................... SET PF
Pressurization .............................................................. ON PF
Rudder Boost .................................................... CHECKED F/O
BEFORE TAKE OFF Read by PM
Flight Instruments .............................. SET AND X-CHECKED PF
Flight Controls .................................................. CHECKED PF
Manual Feather ................................................ CHECKED PF
----------------------------------------------------------------------- Line Up Clearance received
System Checks .................................... COMPLETED Captain
Engine Anti-ice ........................................... AS REQUIRED Captain
Auto Feather ................................................... ARMED Captain
Ice Projection ....................................................... ON PF
Prop Levers ............................................. FULL FORWARD PF
Flaps.............................................................. PF
Bleeds and Environmental ..............................AS REQUIRED PF
TCAS .................................................................... TA/RA PF
Annunciator lights ......................................... CONSIDERED PF
---------------------------------------------------------------------- TAKE-OFF CLEARANCE
RECEIVED
Strobes ................................................................. ON PF
Auto ignation .................................................... ARMED PF
Landing lights .........................................................ON PF
AFTER TAKE-OFF READ BY PM
Landing Gear ................................................ UP, NO LIGHTS PM, Half Voice
Flaps ....................................................................... ZERO PM, Half Voice
Yaw Damper ....................................................... ENGAGED PM, Half Voice
Bleeds & Environmental ...................................... OPEN & AUTO PM, Half Voice
Engine Instruments ................................................ CHECKED Read by PM
- Passing Transition Altitude
Altimeters............................................... SET & X-CHECKED Both
Pressurization .......................................................... CHECKED PM, Half Voice

Page 19 of 93
DESCENT Read by PM
Approach Briefing ................................................ COMPLETED PF
Landing Data ....................................................... BUGS SET Both
Pressurization ................................................................. SET PF
Auto Feather ......................................................... ARMED Captain
APPROACH (Passing Transition Level) Read by PM
Altimeters............................................... SET & X-CHECKED Both
Flight & Nav Instruments ................................ SET & X-CHECKED Both
LANDING Read by PM
Prop Levers ................................................. FULL FORWARD Both
Landing Gear ............................................ DOWN, 3 GREENS PF
Flaps ..........................................................................35° PF
Yaw Damper ................................................................ OFF PF
TAWS ........................................................................... SET PF
Engine anti-ice .............................................................. ON PF
Auto Feather .........................................................ARMED PF
APPROACH (Passing Transition Level) Read by PM
Altimeters............................................... SET & X-CHECKED Both
Flight & Nav Instruments ................................ SET & X-CHECKED Both
LANDING Read by PM
Prop Levers .................................................... FULL FORWARD PF
Landing Gear .............................................DOWN, 3 GREENS PF
Flaps ..........................................................................35° PF
Yaw Damper ............................................................... OFF PF
TAWS .......................................................................... SET PF
Engine anti-ice ............................................................. ON PF
AFTER LANDING Read by PM
Strobes & Lights ............................................... AS REQUIRED PM, Half Voice
Transponder ......................................................... STANDBY PM, Half Voice
Engine Anti-ice .............................................................. ON PM, Half Voice
Auto Feather & Ignition................................................... OFF PM, Half Voice
Prop Levers ................................................................ TAXI PM, Half Voice
Flaps ...................................................................... ZERO PM, Half Voice
Trims .................................................................... NEUTRAL PM, Half Voice
Radar .................................................................. STANDBY PM, Half Voice
SHUTDOWN Read by F/O
Park Brake .................................................................. SET Captain
EFIS Switches ...................................................................OFF Captain
Bleeds & Environmental ......................................................OFF Captain
Blowers ................................................................. AUTO Captain
Standby Horizon ................................................ CAGED & OFF Captain
AC Busses ...................................................................... OFF Captain
Avionics Switch ............................................................. OFF Captain
Oxygen (Last flight of the day)… ........................................... OFF Captain
-
Gang Bar ..................................................................... OFF Captain
Lights ..................................................................... OFF Captain
Emergency Lights ............................................................... OFF Captain

Note: This checklist is aircraft specific. Items not installed will not reflect on aircraft specific
checklist (e.g. anti-skid, power steering)

Table 4 - Normal check list

Page 20 of 93
22 Equipment check
Table 5 below indicates the equipment the captain and first officer should examine.

Captain First Officer

Flight Folio ....... DEFERRED DEFECTS Covers and bungs removed

Aircraft documentation checked

Aircraft CAA certificates and documents
DFR
MEL
AFM and POH
MALIAN AÈRO COMPANY Ops Manual
MALIAN AÈRO COMPANY
Normal Checklist
Hawker Beechcraft 1900 Pilots’ Checklist
QRH and required supplements
TOLD cards
Airport and approach plates
Required en-route charts
Other documents as required

Cabin equipment checked

Fire extinguisher serviceable
Cabin door pressure gauge 1500-2000psi
Emergency exit ground pins removed
Passenger cabin and seat pockets clean
Passenger briefing cards and airsick bags
Passenger & crew life jackets present and serviceable (if
required)

Cockpit equipment checked

Crash axe
Fire gloves (if installed)
Pilot’s fire extinguisher
Safety equipment
First aid kit
Signal strips
Torches
External walk-around completed (refer to
AFM) Survival kit checked

Table 5 - Equipment check

23 Cockpit safety check

Table 6 reflects the outlook responsibilities of the captain.

Captain First Officer

Control Locks ............................................................ REMOVED

Windshield Wipers .............................................................. OFF
Mic Selector ............................................................. NORMAL
Light Switches & Rheostats ................................................. AS REQUIRED
Interior Lights.................................................................AS REQUIRED
Exterior Lights ....................................................................... OFF
Page 21 of 93
 Captain First Officer
Navigation Lights ....................................................................ON
Battery Voltage ............................................................... CHECK
Minimum 23 Volt for battery start
Oxygen ................................................................................. .ON
Pilot’s Sub-panel Switches .........................................................OFF
Engine Anti-ice .................................................................... ON
Gear .........................................................................DOWN
LG Relay Circuit Breaker IN
LG Down Lock Release Latch in place
Flap Lever ............................................ MATCHES FLAP POSITION
Landing Gear Emergency Handl............................................STOWED
Park Brake ...................................................................... SET

Table 6 - Cockpit safety check

24 Cockpit systems check

Captain First Officer

Fire T-Handles… ....................................... PULLED

Battery ............................................. ON

Battery Voltage ................................ CHECK

Battery ....................... 23v minimum

Triple Bus… .................... 22v minimum

Center Bus… ................... 23v minimum

Annunciator Lights… ............... TEST

Warning and Caution Panels

Master Warning and Master Caution

AFX repeaters, GND COMM, VG’s

EFIS Powers and Comparators, YD engage

STBY Horizon and EFIS AUX Power ..................... OFF

FIRE EXT left and right .......................................... TEST

TEST A .................................. Amber D & Green OK

TEST B ............................................................ Green OK

Page 22 of 93
FIRE DETECT left and right ........................................ TEST

LOOP .......................................LOOP annunciator

AMP .................................T-handles, Red PUSH TO

EXT.................................. Illuminated overspeed and stall

Warnings… ................................................................... TEST

CVR .................................................................... TEST

LG handle lights… .............................................. TEST

STBY Fuel Pumps… ................................................... ON

Fire T-handles… ...................................... Individually PUSH

FUEL LO PRESS annunciators.extinguished

STBY Fuel Pumps… ..................................... Individually OFF

FUEL LO PRESS annunciators ....................... extinguished

Transfer Flow Switch… ............................... LEFT and RIGHT

FUEL TRANSFER annunciator. ........... illuminated

Opposite FUEL LO PRESS annunciator…extinguished

Fuel Quantity .................................... CHECK/RECORD

Battery .......................................................... OFF

Table 7 - Cockpit syzstem check

Page 23 of 93
25 Initial cockpit interpretation
Captain First Officer
ELT Switch ................................... ARMED Smoke Smoke Goggles ............................ STOWED
Goggles ............................STOWED
OAT Gauge .................................... CHECKED Oxygen OAT Gauge ................................. CHECKED Oxygen
Mask ................................... CHECK Mask ............................. CHECK
Fuel Panel Circuit Breakers ................. CHECKED Check fit Fuel Panel Circuit Breakers ................CHECKED
(if not quick donning type) Check fit (if not quick donning type)
Pilot’s Static Source. NORMAL Select 100% Pilot’s Static Source ....... NORMAL Select 100%EFIS Aux
EFIS Aux Power ................................... TEST Push to test Power… …TEST
Switch to TEST ...................... Green TEST Push to test
MicSelector ................ NORMAL Switch to TEST............ Green TEST Mic
ON…Amber AUX ON, Warning Horn ASI…………………… Selector ................... NORMAL
…...CHECK ON…Amber AUX ON, Warning Horn
HORN SILENCE............................ Horn silenced ASI ................................ CHECK
Pointer ZERO HORN SILENCE ....................... Horn silenced
EFIS Aux Power ................................... OFF Pointer ZERO
Barber’s Pole 247 knots EFIS Aux Power ..................................... OFF
Compass Mode ................................ SLAVED Barber’s Pole 247 knots
EADI ................................... BALL CENTRAL Compass Mode ............................. SLAVED
Clock .................................... WOUND and SET EADI ................................... BALL CENTRAL
Altimeter ............................ SET (if possible) Clock ................................. WOUND and SET
ASI ................................................. CHECK Altimeter .......................... SET (if possible)
Clock ................................... WOUND and SET ASI ...............................................CHECK
Pointer ZERO RMI.......... ADF/NAV, FLAG Clock ............................... WOUND and SET
Barber’s Pole 247 knots Compass Pointer ZERO RMI ................. ADF/NAV, FLAG
Mode ......................................... SLAVED Barber’s Pole 247 knots Compass
EADI ................................... BALL CENTRAL EADI & EHSI Mode ........................ SLAVED
brightness ............ AS REQUIRED EADI ................................. BALL CENTRAL EADI & EHSI
Altimeter ............................ SET (if possible) Bleed Air brightness .......... AS REQUIRED
Valves ......................... ENVIR OFF Altimeter ........................... SET (if possible) Bleed Air
EADI & EHSI brightness ................. AS REQUIRED Valves ........................... ENVIR OFF
Blowers ...................................... AUTO EADI & EHSI brightness .......... AS REQUIRED
RMI .............. ADF/NAV, FLAG ENVIR MODE Blowers .............................. AUTO
Control ....................................... OFF RMI .................................ADF/NAV, FLAG ENVIR MODE
Propeller Sync… .............................. ON Vent Control ....... OFF
Air .............................................. CLOSED Propeller Sync… .................................... ON Vent
Engine Instruments ............................ CHECKED Cabin & Air....................................... CLOSED
Co-pilot Air .............................. SET Engine Instruments........................... CHECKED Cabin &
ITT’s…AMBIENT/COOLDOWN TEMP Suction & Pneumatic Co-pilot Air ........................... SET
Gauges ....................... ........ CHECKED ITT’s…AMBIENT/COOLDOWN TEMP Suction & Pneumatic
Torques…. ZERO (shutdown > UE93) Oxygen Gauges ................... CHECKED
Contents .....................SUFFICIENT Torques…. ZERO (shutdown > UE93) Oxygen
All other engine gauges ............. ZERO Co-pilot’s Circuit Contents................................ SUFFICIENT
Breakers .............................. CHECKED All other engine gauges .............. ..........ZERO
Pilot Air & Defrost .................................SET Co-pilot’s Co-pilot’s Circuit brakers ............ CHECKED
Static Source ..................... NORMAL Co-pilot’s Static Source .................. NORMAL
Smoke Goggles..................................... STOWED
Oxygen Mask ................................... CHECK
Check fit (if not quick donning type)
Select 100%
Push to test
Load, Volt & Ammeter Gauges ............ CHECKED
Inverter Switch .............. LEFT
AC Gauge ......................................... CHECKED
Emergency Lights ....................... AS REQUIRED
Standby Compass ............................ CHECKED

Page 24 of 93
 Captain First Officer
Audio Panel ............................. SET AS REQUIRED
Standby Horizon Power .......................... TEST

STANDARDS OPERATING PROCEDURES

BEECH 1900D
SOP B1900D MAC
TEST .................................. Green TEST
ON .......... Amber AUX ON, Warning Horn
HORN SILENCE......................... Horn silenced
Standby Horizon Aux Power .................. OFF
Standby Horizon ................................ CAGED
Avionics Controller ................................. SET
All radio controllers ............ ON/VOLUME SET
All nav controllers ............. ON/VOLUME SET
TCAS .................................................. STBY
Altitude Alerter ................. SET (if possible)
Flap Gauge .................................. CHECK
Cabin VSI Gauge ......................................ZERO
Cabin Altimeter ......... PRESSURE ALT/ZERO DIFF
Power Levers ....... MOVEMENT, IDLE, FRICTION
Prop Levers ......... MOVEMENT, TAXI, FRICTION
Condition Levers ...... MOVEMENT, C/O, FRICTION
Elevator Trim ......... FULL FWD & AFT,1½ NOSE UP
Aileron Trim............. FULL LEFT & RIGHT, ZERO
Rudder Trim ............ FULL LEFT & RIGHT, ZERO
EFIS Power Switches ................................OFF
EFIS Reversionary Panel ........................... SET
AP/YD Switch ............................................... PF
All other selections ......... OFF/NORMAL EFIS DSP
Panels ............................................ SET
Nav Data ....................................... GSP
HSI Mode ........................................ HSI
Course Select ..................................... ACT
Radar ................................................ SET
STBY mode
Maximum gain
Tilt 5º UP
STAB ON
Range 25 Nm
Passenger Briefer ......... AS REQUIRED
Rudder Boost ................................. ON
Elevator Trim Switch .............................. ON
Park Brake .......... RESET
Pressurization Switch............................. PRESS
Cabin Controller ......................................... SET

Table 8 - Cockpit interpretation

25.1 First flight of the day

The Equipment Check, Cockpit Safety Check, Cockpit Systems Check and Initial Cockpit Preparation only need
to be done on the first flight of each day, or when a crew/aircraft change occurs. The Captain must sign the
flight folio prior to the first flight to show that these checks were done and the aircraft is serviceable.

A complete, thorough external pre-flight inspection must be done by the First Officer before the first flight of
the day. Refer to the “NORMAL PROCEDURES” section of the pilot’s checklist. As a good pre-flight habit, all the
covers and bungs should be removed first then the pre-flight inspection should be done.
Page 25 of 93
Prior to every subsequent flight, the First Officer must complete an abbreviated external pre-flight inspection,
and ensure that the cabin is in good order to receive the passengers for the next flight. As far as practical, prior
to every flight, the Captain must ensure that the areas around the propellers are clear of any FOD.

If necessary, the area must be swept with a broom.

25.2 Oxygen

Oxygen must be armed for all flights above FL100.

26 Final cockpit preparation

Captain First Officer
TOLD Card ......................... COMPLETED Load Sheet ........................... COMPLETED
Passenger & Cargo Manifest ......... ON BOARD
Operational Flight Plan .................. FILLED IN
Airport Surface Data .....................OBTAINED
Departure Clearance (if applicable)…OBTAINED
Flight Folio…DEFERRED DEFECTS, SIGNED QRH & Jepp Plates ...... READY FOR BRIEFING
Legal Documents ...... CONFIRM CHECKED
Load Sheet ................... CHECK & SIGN

Emergency Briefing (Pax Evac)…. COMPLETED

Captain’s Briefing .................. COMPLETE
NOTAMS ................................. REVIEW
Deferred Defects .................... REVIEW
OFP – Fuel, FL ...................... REVIEW
TOLD Card ........................... REVIEW Captain’s Briefing ..................... COMPLETE
Bugs Set
Acceleration Altitude
QNH Set o QNH Set

Flight Briefing (By PF)… ............ COMPLETE

Charts
Charts
Threats
Threats
Emergency Briefing ................ COMPLETE

Table 9 - Table 1: Final cockpit preparation

26.1 Crew briefing

The following gives more detail of what should be briefed. Anything that is not applicable should be omitted.

26.1.1 Review speeds and take off card with first officer

Set up speed’s bugs

a) 1st BUG SET AT V1/VR

b) 2nd BUG SET AT V2
c) 3rd BUG SET AT 125KTS (VYSE)
d) 400FT ABOVE A/F ELEV BUGGED ON ALTIMETER

Page 26 of 93
26.1.2 Review differences if applicable

The First Officer will always prepare the TOLD card, and the Captain will always brief the TOLD card. By doing
this, the validity of the TOLD card is verified by both pilots.

START

a) Battery or Ground Power

b) Left or right first
c) Limitations

TAXI

a) CAPT Brief “GROUND EMERGENCY AND PASSENGER EVACUATION”

b) PF Brief Expected taxi routing

TAKE OFF

a) PF Brief “RTO”

ENGINE IN OPERATIVE FLIGHT PATH

a) PF Brief “ENGINE IN OPERATIVE FLIGHT PATH”

SID

a) PF Brief normal departure or expected departure if unavailable

THREATS

Both Crew review threats affecting the departure for example

a) Weather
b) Snags/MEL
c) Terrain
d) ATC/AIRSPACE CONGESTION
e) Suspecting item
f) Unruly person

NB: Ground emergency and passenger evacuation briefing (First flight of the day). For a ground emergency we
will bring the aircraft to a stop and set the park brake. We will assess the situation and if an evacuation becomes
necessary we will command the evacuation, notify ATC and complete the emergency shut down on the ground.

26.2 Flight briefing done by the PF FLIGHT

Reject take off briefing (RTO)

In the event of a decision to stop before V1 we simultaneously close the power levers and apply brakes as
required.

Above V1 we will continue and we maintain runway heading and V2.

Page 27 of 93
On positive climb, gear up.

a) At. (Airfield elevation + 400 FT) we lower the nose and accelerate to KTS (VENR) and call for flap zero.
b) In case of engine failure, you will verify auto feather. If no auto feather, you will call out “no auto feather”
and we manually feather the propeller.

26.3 Engine in operative flight path briefing

The engine in operative flight path will climb to X FT turn into HDG……… and climb to MSA ........... FT contacting
ATC and complete the checklists.

Note: Once established on track and above 1500’ consider it to be in a safety window only then follow a risk
management model. For the normal departure, a brief departure plate if required.

a) Reduce to a minimum time that the passengers must remain in an unpowered and un-airconditioned
aircraft.
b) The briefing should be completed before the passengers arrive. Alternatively, the briefings may be
completed between starting the right and left engine.
c) On completion of the briefings complete the PREFLIGHT CHECKLIST

27 Engine start (Battery)

Captain First Officer
Request “Before Start Checklist” Complete the Before Start Checklist to the line
GND COMM Power ..................... ..... ON
Start Clearance ........................... OBTAIN
GND COMM Power ............................ OFF

With start clearance obtained:

Battery ...................................... ON
Battery voltage .......................... CHECK
Minimum 23 volts
Beacon .......................................GND
Door Annunciators. CONFIRM EXTINGUISHED
Fuel Panel ................................. CHECK
* Quantity ............................. CONFIRM
* STBY Pumps ................................. OFF
*Transfer Flow… ............................... OFF
*AUX Pumps...................... AUTO or OFF

Request “Before Start Checklist” Complete the Before Start Checklist

“Clear Right?”
“Clear Right”
“Starting Right”
Timer ............................... START
Right IGN & START Switch…ON • At
first indication of N1
“N1” • At first indication of the prop turning
“Rotation”
• At first indication of oil pressure
“Oil Pressure”

• N1 above 12%, ITT below 200º Monitor OIL PRES annunciator. When it
Right CONDITION Lever…LOW IDLE “Fuel extinguishes, confirm Oil Pressure at least 60PSI
Flow”

Page 28 of 93
Captain First Officer
Monitor for light up within 10 seconds and
observe ITT increase:
“Light Up”

ITT and N1 .............................MONITOR

At 50% N1
Right IGN & START Switch .... OFF “Starter
Off” Timer ....................... STOP & RESET

Monitor ITT peak:

“ITT degrees

Once engine is stable:

• ITT < 750º
• Torque not powered (Prior to UE 93) Maximum start ITT ...............RECORD
• NP stable at +1000
• N1 low idle 65% • Fuel flow normal
• Oil temperature and pressure in the green

“Stable Start”
End of Right Engine Start Procedure
Right CONDITION Lever .............. HIGH IDLE
• N1 high idle 72% Right

Right Generator ...................RESET then ON

• Right DC GEN annunciator extinguished

• L & R GEN TIE OPEN annunciators
extinguished
• Positive load on right load meter

Voltages .................................... CHECK

• Batt, L & R GEN, CTR Bus ............ .27.5-29v
• TPL Bus .................................. .26.5-28v
• EXT PWR .......................................... v

Headsets ....................................... DON Headsets ........................ DON

AC BUS CHECK
L & R AC Annunciators ............ ILLUMINATED Monitor AC Bus Check
L & R AC BUS Switches ....................... ON
L & R AC Annunciators .......... EXTINGUISHED
L Inverter Frequency .......... CHECK380-420 Hz
L Inverter Voltage .............. CHECK 110-120v

Right Inverter
R AC BUS Switch................................ OFF
R AC Annunciator illuminated
Frequency indication zero

R AC BUS Switch.............................. XFR

R AC Annunciator extinguished
Frequency indication restored

R AC BUS Switch................................. ON

Page 29 of 93
Captain First Officer
INVERTER Indication Switch ..................LEFT
Repeat with Left AC Bus

Charge battery until generator load is below 50% and ammeter shows a drop in charge from
maximum.
Start Left Engine. Note: Captain to call “Clear Left”
Both CONDITION Levers .............. LOW IDLE
Right Generator ................................. OFF
R GEN Annunciator illuminated
L/R GEN ties & Bat Tie Annunciators ... Illum.
Left Generator ..........RESET then ON

Voltages ..................................... CHECK

• Batt, L & R GEN, CTR Bus ............. .27.5-29v
• TPL Bus .................................. .26.5-28v
• EXT PWR ........................................... v

Right Generator .............. RESET then ON

• R GEN Annunciator extinguished

L & R Load Meters .......... Paralleled with 10%

DC ELECTRICAL CHECKS
GEN TIES Switch ............................. OPEN
• L & R GEN TIE OPEN

Annunciators ........................ ILLUMINATED

• TPL Bus ................................... .26.5-28v
• Battery Charge .................. DISCHARGING

GEN TIES Switch ............................ NORM

• L & R GEN TIES OPEN
Annunciators ................... EXTINGUISHED

Voltage Select ........................... CTR BUS

BUS SENSE Switch ........... TEST (Momentarily)
• L & R GEN TIE OPEN
Annunciators ........................ILLUMINATED
• BATT TIE OPEN
Annunciator ......................... ILLUMINATED

• CTR BUS............................................ v
BUS SENSE Switch ............................ RESET
L & R GEN TIE OPEN
Annunciators ..................... EXTINGUISHED

• BATT TIE OPEN

Annunciator ................. EXTINGUISHED

• CTR BUS.............................. …27.5-29v

Voltage Select ................... TPL BUS

These actions complete the Engine Start Procedure. The Captain indicates that the
First Officer may commence his / her After Start Flows by selecting Avionics Master ON.

Table 10 - Engine start

Page 30 of 93
28 Engine start (GPU)
Captain First Officer
Battery ........................................ ON
GPU ........................ ENSURE PLUGGED IN
EXTERNAL POWER Annunciator. .ILLUMINATED
External Power Voltage .................... CHECK
28-28.4v

AC BUS CHECK
L & R AC Annunciators ....................... ILLUMINATED
L & R AC BU switches ........................ ON
L & R AC Annunciators ......... EXTINGUISHED
L Inverter Frequency ....... CHECK 380-420Hz
L Inverter Voltage ................CHECK 110-120v
Monitor AC Bus Check
Right Inverter
. R AC BUS Switch ............................ OFF
R AC Annunciator.............. illuminated
Frequency indication .................Zero
. R AC BUS Switch ........................... XFR
R AC Annunciator ............ extinguished
Frequency indication .............restored
R AC BUS Switch ............................ ON
INVERTER Indication Switch .............LEFT
Repeat with Left AC Bus

Headsets .......................................DON

Request “Before Start Checklist”

Avionics Master ................................ON

Avionics Master ...................................OFF
Beacon ............................................ GND
Fuel Panel ....................................CHECK
Quantity ......................... CONFIRM Headsets ................................ DON
STBY Pumps ............................. OFF
Transfer Flow… ............................ OFF
AUX Pumps ..................... AUTO or OFF Complete Before Start Checklist to the line
Door Annunciators ...... CONFIRM EXTINGUISHED
Clearance ......................... OBTAIN
Request “Below the Line”

Start Clearance.................... OBTAIN

“Starting Right”

Right IGN & START Switch ..............ON •

At first indication of N1

N1

At first indication of oil pressure Complete the Before Start Checklist

“Oil Pressure”

“Clear Right”

Page 31 of 93
Captain First Officer
• N1 above 12%, ITT below 200º
Right CONDITION Lever ..... LOW IDLE Timer ............................ START
“Fuel Flow”

Monitor for light up within 10 seconds and • At first indication of the prop turning
observe ITT increase:
“Light Up” Monitor OIL PRES annunciator. When it
ITT and extinguishes, confirm Oil Pressure at least
N1 ............................MONITOR 60PSI
• At 50% N1

Right IGN & START Switch .... OFF “Starter

Off”
Monitor ITT peak:
“ITT degrees”

Once engine is stable:

• ITT < 750º
• Torque not powered (Prior to UE 93)
• NP stable at +1000 Timer .................... STOP & RESET
• N1 low idle 65%
• Fuel flow normal
• Oil temperature and pressure in the green Maximum start ITT ................ RECORD

“Stable Start”

START LEFT ENGINE USING SAME PROCEDURE

External Power Switch ........................... OFF
GPU .......................UNPLUG, DOOR SECURE
EXTERNAL POWER Annunciator .. EXTINGUISHED
Right Generator ...................... RESET then ON
Right DC GEN annunciator extinguished

L & R GEN TIE OPEN annunciators

Extinguished

Positive load on right load meter

Voltages ................................. ...... CHECK
Batt, L & R GEN, CTR Bus ......... .27.5-29v
TPL Bus.................26.5-28v
EXT PWR ............................... v
Left Generator ........................ RESET then ON
Right Generator ..................................... OFF
R GEN Annunciator illuminated
Voltages .................................... CHECK
Batt, L & R GEN, CTR Bus ............ ....27.5-29v
TPL Bus................................. .26.5-28v
EXT PWR ................................................. v
Right Generator ...................... RESET then ON
R GEN Annunciator extinguished
L & R Load Meters .... Paralleled
with 10%
DC ELECTRICAL CHECKS
Complete DC electrical checks found in Engine Start
(Battery) flow.
Page 32 of 93
 Captain First Officer
Monitor DC Electrical Checks
These actions complete the Engine Start Procedure. The Captain indicates that the First
Officer may commence his/her After Start Flows by selecting Avionics Master ON.

Table 11 - Engine start

28.1 Starting

Engine start must occur with both crew members in the cockpit, with the doors closed. The highest ITT during
start must be recorded in the operational flight plan by the F/O. The F/O must start his or her timer when the
starter motor is engaged, and stop and reset it when the starter is switched off.

To prevent high ITT’s during start, the following procedures are recommended:

a) Ensure that the aircraft is parked into wind prior to shut down and for the next start.
b) Delay the feathering of the propellers during shutdown to allow more cooling effect from the propellers.
c) Only introduce fuel when the ITT is below 200ºc. Motor the engine if required to achieve this.
d) Do not exceed the 20 second starter limitation (unassisted).
e) Do not introduce fuel below 12% N1.
f) Allow the engines to cool down prior to starting. This may mean delaying the start and departure if a start
is aborted, crew must follow the “ENGINE CLEARING OR RESTART” Checklist in the Normal section of the
Raytheon Beechcraft Pilot’s Checklist. All starter limitations are clearly indicated in this checklist. Ensure
that the battery is being charged (GPU or another engine) prior to following this checklist. The F/O must
time any clearing cycles and starter cool-down periods.

29 After start
Captain First officer
Avionics Master .......................................... ON
Pilot’s Circuit breakers ...................... CHECK EFIS Power Switches ............................ON
Auto feather .................................ARM Recognition Lights ............................. ON
EFIS Aux Power ................................. ON Tail Flood Light .................................. AS REQUIRED
GPWS Test (if installed)… .................. TEST Cabin & FSB Lights ......... ON Standby Horizon
GPWS warning lights illuminated Power.......................................... ON
Audio warning audible Suction and Pneumatics .... TEST & CHECK
FDR Annunciator .............. EXTINGUISHED Check L & R ENVIR OFF annunciators illuminated
Altimeter Test (if autopilot installed)…TEST Check suction in green, pressure 17.5-19 PSI
Ice Protection .................. AS REQUIRED Select left Bleed Air to INST & ENVIR OFF
Consider system protection requirements with respect Check suction in green, pressure 17.5-19 PSI
to ambient conditions Select right Bleed Air to INST & ENVIR OFF ->
Check L & R BL AIR FAIL annunciators
Elevator Trim ......... SET FOR TAKE-OFF illuminated and Suction & Pneumatic pressure
Propellers ...................... CONFIRM TAXI is zero
Flaps ........................ SET FOR TAKE-OFF Select left Bleed Air to OPEN Check L & R
ADC Test (if installed)… ................. TEST BL AIR FAIL and L ENVIR OFF annunciators
AP/YD Switch ..................................PF extinguished and suction in green, pressure
Both EFIS Displays…SET FOR DEPARTURE 17.5- 19 PSI
Active and Pre-select Courses .......... SET Select right Bleed Air Open R ENVIR OFF
HDG Bugs .................. RUNWAY HDG annunciator extinguished
HSI Pointers ................. AS REQUIRED Environmental T-Test ............... TEST
Radio Altimeters ....................... ZERO ENVIR Mode Control .................. T-TEST
Radio Altimeter Test ..................... TEST L & R ENVIR FAIL
Radar ............................... TEST/STBY Annunciator ........................ILLUMINATED
Passenger Briefer ........................ PLAY L & R ENVIR OFF
Annunciators ...................... ILLUMINATED
Page 33 of 93
Captain First officer
Yaw Damper .........................CHECK ENVIR Mode Control ..................................... AUTO
Yaw Damper Switch ................ ON Bleed Air Switches ENVIR OFF then OPEN
Yaw Damper Annunciators ..... ILLUMI
Rudder Pedals…Check for Resistance
Control Wheel Disconnect Switch.1st Level Blowers ............................. AS REQUIRED
Yaw Damper .............................. ON Altitude Encoder ........................SET TO PF
Rudder Boost Switch .................. TEST Avionics .................... SET FOR DEPARTURE
Yaw Damper ................ DISCONNECTS Altitude Select ........... SET FOR DEPARTURE
RUD BOOST Annunciator…. ILLUMINATED GPS ......................... SET FOR DEPARTURE
Rudder Boost Switch .................... ON TCAS Test .................................. TEST
Pressurization Controller1000’ above Cruise FL TCAS ...............................................SET
(Except for cruise at FL 250 - set controller to Squawk Code ......................................... SET
25,000ft) TCAS Range setting ...................... 10 nm
Cabin Rate Controller.......................SET TCAS Mode setting ...................................... ABOVE
HF Radio (if installed)… ....... ON/SET FREQ TCAS ADC ............................. SET TO PF
Captain waits for First Officer to select G/A Mode TAWS Test (if installed)… .................... TEST
TAWS Warning
light ...................................... ILLUMINATED
Audio warnings .................. .... AUDIBLE

First Officer’s Circuit Breakers .......... CHECK

Standby Horizon ...................... UNCAGED
G/A Mode ................................. SELECT

Flight Controls.......................... CHECKED

Check Yoke for Full, Free and Correct Movement
Electric Trims (if installed). CHECKED and SET
Check Captain’s trim over-rides First Officer’s
Trim

Check half/split switch will not activate trim

Check trim Disconnect button
Request ‘Flight Control Check”
Electric Trims (if installed) CHECKED and
SET EFIS Comparator Tests ............. MONITOR
Check Captain’s trim over-rides First officer
Trim

Check half/split switch will not activate trim

Check trim Disconnect button First Officer’s Comparator ...... PUSH TO RESET
Set trims for take-off
Follow through the panel scan on the R/H side and call out
EFIS Comparator Tests ..................... TEST any differences or discrepancies
Captain’s EADI ......... 10º pitch up, 10º roll right
Captain’s EHSI ............. 20º heading increase
All red warning flags on Captain’s EHSI

F/O’s EADI .......... 10º pitch down, 10º roll left

F/O’s EHSI ................ 20º heading decrease
All red warning flags on F/O’s EHSI

Panel Scan ....................... COMPLETED

“Clock indicates UTC, ASI zero, Barber’s Pole Read the Before Taxi checklist
indicating knots, EADI no flag, wings level on the

Page 34 of 93
 Captain First officer
horizon, ball centre, altimeter (setting) indicating ft,
Compass Mode slaved, headings: RMI

EHSI , standby compass EHSI no flags,

heading bug , course , VSI ft/mn.
Engine instruments normal. Com 1, 2 frequencies, Nav 1, 2
frequencies, ADF, standby horizon uncaged and erect,
Altitude Alerter set to , GPS programmed
and set, TCAS set (range) above Request

“Before Taxi Checklist”

Table 12 - After start

29.1 After start

If taxi will occur on contaminated surfaces, the flaps must be kept in the up position until reaching the holding
point.

30 Taxiing
Pilot flying Pilot monitoring
“Ready to Taxi” “Ready to Taxi”

With taxi clearance received:

Taxi Light ...................................... ON Insert “Block Off” time on navigation log
“Blocks Off At ” Brakes ................................... CHECK
Brakes .......... CHECK

“Brakes check left/right”

“Brakes check left/right”
Once clear of apron, personnel and obstacles:
During turns request “Instrument Checks” Captain & F/O’s Instruments .......... CHECKED
“Manual feather check”

Check NP decreases to approx 400RPM

Take-off Review (if required)…COMPLETED
Review any changes in runway, departure Obtain Departure Clearance from ATC
procedure, speeds, configuration & engine
inoperative flight path

Request “Before Take-off Checklist”

Read the Before Take-off Checklist to the 1st line
At the holding point, or when appropriate (first flight of the day):
Captain First Officer Captain First Officer
System Checks ................... COMPLETED

Table 13 - Taxing

Page 35 of 93
30.1 System checks

AUTO FEATHER CHECK YES

Auto Feather System ............................................................... CHECK AND ARM
a. Auto feather Switch ........................................................................ OFF
• AUTOFTHER OFF Annunciator .......................................... ILLUMINATED

b. Auto feather Switch ................................................ TEST

• AFX DISABLE Annunciator ........................................ ILLUMINATED

c. Power Levers . . . . . . . . . . . . . . . . . . . . . . . . . ADV ABOVE 1000 FT-LBS

• Approximately 1000 Ft-Lbs - L and R AUTOFEATHER and L and R AFX Annunciators .............. ILLUMINATED
• AFX DISABLE Annunciator .....................................EXTINGUISHED

d. Power Levers . . . . . . . . . . . . . . . . . . . . ….RETARD INDIVIDUALLY

1) Approximately 750 Ft-Lbs:
• Opposite AUTOFEATHER and AFX Annunciators ................... EXTINGUISHED
• AFX DISABLE Annunciator .................................................. ILLUMINATED

2) Below 500 Ft-Lbs - On-side AUTOFEATHER and AFX Annunciators ...... EXTINGUISHED
(Propeller starts to feather)

Note: AUTOFEATHER and AFX annunciators will cycle on and off with each fluctuation of torque as the
propeller Starts feathering
3) Advance power lever above 1000 Ft-Lbs and repeat 1) and 2) by retarding opposite power lever.
• Power Levers ..................................................................... IDLE
• L and R AUTOFEATHER and left and right AFX Annunciators ....... EXTINGUISHED
• AFX DISABLE Annunciator
Auto feather Switch ................................................................ OFF, then ARM
• AFX DISABLE Annunciator ...... EXTINGUISHED (with switch in OFF or ARM position)

AUTOFTHER OFF Annunciator ........... EXTINGUISHED (with switch in ARM position)

OVERSPEED GOVERNER AND RUDDER BOOST CHECK:

Overspeed Governors and Rudder Boost ..................................... CHECK
a. Prop Test Switch ...................................................HOLD TO OVERSPEED
b. Power Levers (individually) ..... Increase until prop is stabilized at 1535 to 1595rpm.
Continue to increase until rudder pedal resistance is felt on side of advancing power (approximately 1200 Ft-
Lbs differential torque). Observe ITT and torque limits.
c. Control Wheel Disconnect Switch ................................................... 1ST

LEVEL
d. Rudder Boost ..................................................................INTERRUPTED
e. Power Levers ................................................................................... IDLE
f. Repeat Steps b, c, d, e on the opposite engine.
g. Prop Test Switch ......................................................................... RELEASE

GROUND IDLE LOW PITCH STOP CHECK:

Ground Idle Low Pitch Stops ..................................................... CHECK

Note: The PROP GND SOL annunciator is installed on serials UE-335 and after, and those airplanes
modified by Kit 129-9011-1. It is removed on serials UE-1 and after when Kit 129-9030-1 is installed.
a. Power Levers .............................................................................. IDLE
b. Condition Levers. . . . . . . . . . . . . . . . . ………..HIGH IDLE, NOTE PROP RPM
c. Prop Test Switch .................................................. HOLD TO LOW PITCH
1) L & R RPM .......................................... STABILIZED APPROX 200 RPM

BELOW VALUE IN STEP b.

Page 36 of 93
 AUTO FEATHER CHECK YES
2) PROP GND SOL Annunciator (if installed) . .ILLUMINATED IN APPROX 8 SECONDS
(On serials UE-272 and after, and those airplanes modified by Kit 129-5200, accomplish Step 3.)

3) Each Power Lever .......................... INDIVIDUALLY LIFT & RELEASE

a) L & R RPM...... NOTE BOTH INCREASE TO ORIGINAL VALUE IN STEP b. AS EACH POWER LEVER IS LIFTED.

b) PROP GND SOL Annunciator (if installed) ........................ EXTINGUISHED

d. Prop Test Switch ............................................ RELEASE

1) L & R RPM ..................................... VERIFY RETURNS TO VALUE IN STEP b.

2) PROP GND SOL ............................. REMAINS EXTINGUISHED

e. Condition Levers ............................................................ LOW IDLE

Table 14 - Auto feather works

30.2 Speed management

Only brakes may be used for speed management during taxi. Except for an emergency, no reverse or ground
fine is allowed during taxi. On the B1900D the propellers must be in the taxi position during all ground
operations, except for take-off.

The EFIS & standby horizon may not be switched on or off while the aircraft is moving. The standby horizon may
not be caged or uncaged while the aircraft is moving.

The “MAN COOL” function may be used on the ground in extremely hot conditions to allow for quicker cabin
cooling for passenger comfort.

The order in which the taxi checks are done prior to approaching the holding point may be adapted to
accommodate the taxi path. For example, the control check may be done before the instrument check. The
instrument check can then be done when there is a turn in the taxi path.

A take-off review is only required if take-off conditions change (e.g. runway, departure, take-off weight, etc.).

30.3 Control check

The callouts for the control checks are as follows:

PF : “Control check”
PM : (Rolls the yoke to the left) “To the left”
Captain : “Up on the left”
First Officer : “Down on the right”
PM : (Rolls the yoke to the right) “To the right”
Captain : “Down on the left”
First Officer : “Up on the right”
PM : (Pulls the yoke toward himself/herself, then rolls the yoke fully left and right) “Full and
free”

30.4 Entering /crossing runways and taxiways

When entering or crossing a runway the strobes must be switched on. Prior to entering or crossing a runway or
taxiway, the PF will check that his/her side is clear of traffic, and say “Clear left/right”. The PM will then check
that his/her side is clear of traffic and respond “Clear left/right”.

Page 37 of 93
30.5 Engine system checks

Full engine system checks must be done at the first flight of the week. Depending on the area of operation, this
might fall on a Saturday or Sunday.

When full system checks are done, a max power take-off must also be done.

The engine system checks may be done from the QRH. The F/O reads the items to be done and the

Captain carries the items out (action list). It is recommended that crew perform the system checks from memory
once they are familiar with them. All system checks must be done in an area clear of foreign objects. This may
mean that these checks need to be done in an area other than the holding point.

31 Before take off

Line-up Clearance obtained
Captain First Officer
Engine Anti-ice ................ OFF/AS REQUIRED Bleeds ................................. AS REQUIRED
Auto-feather .................... CONFIRM ARMED ENVIR MODE control ................ AS REQUIRED
Windshield Anti-ice ........................ NORMAL Anti-Skid (If Installed) ................AS REQUIRED
Ice Protection Switches ...................... X6 ON
L & R Fuel Vent
Stall Warning
L & R Pitot
Alternate Static
Pilot Flying Pilot Monitoring Pilot Flying Pilot Monitoring
Propeller Levers .................. FULL FORWARD tropes ............................................ ON
Beacon ............................................FLT
Transponder ......................................ALT
Weather Radar ............................ STBY/ON
Request “Below the line” Read the Before Take-off Checklist to the 2nd line
Take-off Clearance obtained:
Captain First Officer
Auto Ignition .............................. ARMED
Pilot Flying Pilot Monitoring Pilot Flying Pilot Monitoring
Landing lights ............. ON Landing lights..................................... ON
Annunciator lights .................. CONSIDERED Anti-skid (if installed)… .......... AS REQUIRED
Power steering (if installed)… ............ OFF Complete the Before Take Off Checklist
Request “Below the line”

Table 15 - Before take off

31.1 TCAS and strobes

The TCAS & strobes have to be switched on when entering the runway, even if a long backtrack is expected. The
remaining checks to be done when line up clearance is received may be delayed until the backtrack is almost
complete, to ensure longer cooling of the cabin & less wear & tear on the ice protection systems.

31.2 Take off

Cleared and ready for take off

Pilot Flying Pilot Monitoring
“Ready for take-off” Confirm ready for take-off
“Ready/Negative”

Page 38 of 93
Cleared and ready for take off
Pilot Flying Pilot Monitoring
Power Levers .................... ADVANCE Timer .....................................START

Confirm Prop Governing .......... 1700 rpm When Auto-feather Annunciators illuminate:
“Auto-feather Armed”

“Set MAX/REDUCED Power” When power is set:

“MAX/REDUCED Power Set”

“Checks” At 80kts:
“80 knots”

Remove hand from power levers At V1:

Rotate at 3º per second into the FD Bars “V1”

“Gear At VR:
“Rotate”

When VSI and altimeter show positive rate of

climb or visual confirmation that aircraft has left the
ground

“Positive Climb”
“On Speed. Selected”
“Gear up” Landing Gear ................................UP
Taxi Light ................................... OFF
“Gear Clean”

Reaching Acceleration Altitude:

“Acceleration Altitude”

“On Speed. Selected”

Execute Climb Sequence:
Speed .................... MINIMUM 128kts
Flap Selector .......... .................... 0º
“Flap Zero, Climb Sequence” “Flap Zero Set”
(If engine anti-ice is on for take-off & the aircraft
is not in icing conditions, the Captain must close
them at the beginning of the Climb Sequence. Yaw Damper ................................ ON
The Captain must say: “Engine Anti-ice Off”) At a Minimum of 1000ft AGL
Power Levers…. + 3,000ft/lbs, ITT 720º MAX
Propeller Levers ..................................1550RPM
Power Levers .. ADJUST MAX 3,500ft/lbs,
ITT 720º
Bleeds ................................. OPEN
ENVIR Mode Control ................. AUTO
At 160kts:
Engine Instruments. CONFIRM NORMAL
Flight Director HDG, IAS/CLM
Yaw Damper ..............................ON

Flight Director ................. HDG, IAS/CLM

Do After Take-off Checklist to the line

Request “After Take-off Checklist”

Table 16 - Take off

Page 39 of 93
32 Take off
a) Regulated take-off weights must be calculated by the Captain and verified by the First Officer prior to
each flight. The AVIATION QRH, QRH supplements or AFM must be used in conjunction with
Jeppesen/Jungle Jepps information.
b) All take-offs must be timed. In the event of an engine failure, the 5 minutes maximum power limitations
must then be adhered to.
c) Reduced power take-offs must be done whenever possible.
d) 1 in every 25 take-offs must be a maximum power take-off. To ensure this, every first take-off of the
week must be a maximum power take-off. Taking-off from a gravel/contaminated airfield with engine
anti-ice on is considered a maximum power take-off.
e) Reduced power take-offs are not allowed on gravel, contaminated or wet runways. Use applicable take-
off data for surface type or condition. On runways contaminated by snow or a flap 17º, engine anti-ice
on, maximum power takeoff must be done. If anti-skid is installed, it must also be on for take-off. Use
applicable contaminated runway take-off data. Rolling take-offs are preferred provided runway length
permits. If runway length is a limiting factor for the take-off, brake may only be released once power
for take-off is set.
f) Rolling take-offs are compulsory on gravel runways unless the take-off commences from an area clear
of FOD.

i) Intersection take-offs are only allowed if the take-off is not runway length limited and if the excess runway is not
needed to clear obstacles after take-off in the event of an engine failure.
ii) The static torque calculated from the QRH/AFM must be set:
iii) Within 10 seconds of commencing the take-off if it is a rolling take-off.
iv) Prior to brake release if it is not a rolling take-off. (See AFM Page 4.24 for recommended procedures for setting
power for take off).
g) Once static torque is set, it does not have to be re-adjusted for ram air effect. The static torque calculation
already takes this into consideration. Engine gauges must, however, be monitored by the PM to ensure
no parameters are exceeded.
h) Acceleration altitude must be between 400ft or higher as permitted by obstacle clearance heights
ensuring a minimum obstacle clearance of 35ft (ICAO PANS OPS DOC 8168)
i) Flap retraction may occur at any time during or after the climb sequence, but not before.
j) The engine inoperative flight path must be constructed to ensure obstacle clearance in the event of an
engine failure. Single engine flight paths may be published in the Mali Aero Company Jungle Jepps. If
there is a possibility of wind shear on departure, calculated VR and V2 at the maximum take-off weight
available for the present conditions (Note: There are special procedures for wind shear after takeoff).
Consider a maximum power, flap 17º take-off if runway length is limiting. If doubtful, delay the takeoff.

33 Climb
Pilot Flying Pilot Monitoring
Approaching Transition Altitude:
“Transition Altitude”
Set Standard” Altimeter ................... SET 1013,25hPa
Altimeter ......................... SET 1013,25 hPa “Standard Set”
“Passing flight level now” “Check” or “ ft high/low”
Request “Below the line” Anti-skid (if installed)… .................. OFF
Complete the after Take-Off Checklist

Passing Flight Level 100, climbing

“Flight level 100 checks” “Flight level 100”

Fuel ....................................... MONITOR FL100 Checks ...................... COMPLETE

Landing Lights............................ OFF
Tail Flood Lights .......................... OFF
Page 40 of 93
 FSB Lights ................................ OFF
TCAS ........................................... SET
Pressurization ......................... CHECK
Cabin Altitude ..................... NORMAL
Cabin Rate ....... CLIMBING/DESCENDING
Differential..................... INCREASING
Fuel ..................................RECORD
“Flight level 100 checks complete”
“Checks”

Cruise climb technique as per the AFM should be implemented as far as practical:

Sea level – 10,000ft: 160 knots

10,000ft – 15,000ft: 150 knots
15,000ft – 20,000ft: 140 knots
20,000ft – 25,000ft: 130 knots

Sustained climb in icing conditions require 160 knots minimum.

Maximum power for climb at all levels is torque 3500ft/lbs. at 1550RPM, and ITT 720ºc, whichever is most
limiting.

If the above settings produce an unacceptable rate of climb for the planned flight level, a lower flight level
should be chosen. If this is not practical, a maximum climb ITT of 760ºc may be used. This should be reported
to operations as soon as practical. If operational requirements dictate a higher ITT for climb (e.g. to land before
sunset, FDP exceedance, med-evac, etc.), climb power is limited to an ITT of 760ºc. This should not be
considered as a normal event, and should be limited to only when operational needs require it.

34 Level off and cruise

Pilot flying Pilot monitoring
1000ft” to Level Off”
“Checks”
At cruising level: Flight Director .................... HDG/NAV, ALT
Flight Director.................... HDG/NAV, ALT

Inform PF of Cruise parameters:

“Cruise power is TQ,
fuel flow ,
IAS knots, TAS knots”

Once the aircraft has reached cruising speed:

Request “Set Cruise Power Once Cruise Power is set:
“Cruise Power Set”
TCAS ..................... NORMAL/MAX RANGE
Pressurisation ................................. CHECK
Fuel ...................................... RECORD
Captain First Officer

Auto-feather .................................. OFF

Fuel .......................................ASSESS
• Balance
• Remaining endurance sufficient for flight
• Calculate estimated landing fuel

Pilot Flying Pilot Monitoring

Request “Set 1450 RPM” At least 3 minutes after setting cruise power:
Page 41 of 93
 Trend Monitor (at 1550 RPM)…..COMPLETE
Propeller Levers .............. SET 1450RPM
“1450 RPM Set”

Table 17 - Level off and cruise

34.1 Cruise

Cruise power must be set according to published figures from the POH. The QRH contains High Speed,
Intermediate and Long-Range Cruise settings from the POH for easy reference.

34.1.1 Setting cruise power

a) 1,000ft prior to levelling off, the PM must obtain the outside air temperature and determine the cruise
settings from the QRH. These settings (torque, RPM, fuel flow, IAS, TAS) must be recorded on the
operational flight plan.
b) When the aircraft has levelled off, both crew members must bug the published cruise IAS.
c) Once the aircraft has achieved this IAS (or when no longer accelerating), the pilot flying can request “Set
Cruise Power”. The PM must then set the RPM and torque as per the published cruise settings. If an
autopilot is engaged, the PF may elect to set cruise power. This must be communicated to the PM.
d) If icing conditions are experienced and the IAS is below 160 knots, the power must be reset to achieve
160 knots.
e) Cruise power must be set at the RPM stated on the QRH. Once cruise power is set, the RPM may be
reduced to 1450RPM to reduce cabin noise. To achieve the correct cruise setting, the torque must not
be adjusted again (except to ensure that torques on both engines are equal).
f) If the cruising level is below transition altitude, the altimeter check must be done in the cruise, and the
after-take-off checklist must be completed before completing the cruise checklist.

NB: Cruise power is limited to High Speed Cruise or an ITT of 720ºc, whichever is least. This may only be
exceeded if operational requirements dictate its use (e.g. to land before sunset, FDP exceedance, med-
evac, etc.). Cruise Power is then limited to an ITT of 760ºc. This should not be considered as a normal
event and is only permitted when operational needs require it.

34.1.2 Turbulence

Turbulent Air Penetration speed in the 1900 is a maximum of 170 knots. If icing conditions are experienced in
turbulence, crew must be vigilant to keep the speed between 160 and 170 knots. If moderate or severe
turbulence is experienced, crew must not exceed the Turbulent Air Penetration speed. Passengers must be
instructed to return to their seats and fasten their seatbelts.

35 Descent
Approximately 10 minutes before descent or when appropriate
Pilot Flying Pilot Monitoring
ATIS/Weather…………………….OBTAIN TOLD
Card……………………….COMPLETE NAV
Aids .................................. TUNE
Approach Briefing ..................................... COMPLETE
NOTAMS ...................................... REVIEW
Serviceability…………………………..….REVIEW TOLD
Card ................................ REVIEW
Bug VYSE & VREF
Bug acceleration altitude
MDA/DA Bug VYSE & VREF
Diversion fuel Bug acceleration altitude
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 Top of Descent MDA/DA
Point .................................... REVIEW
MSA/Grid MORA & Sector Entry ....... REVIEW
Approach & Charts................... REVIEW
Com and Nav
Frequencies ............................... SETUP
Flight and Nav Instruments ....................SETUP
Missed Approach .......................... REVIEW
Diversion Fuel .................................. REVIEW
Taxi Instructions .......................REVIEW
Threats ................................. REVIEW
10nm before Top of Descent
Captain First Officer
TCAS ..................... BELOW/MAX RANGE
Pressurisation ......................... SET
Cabin Altitude ............. SET 500’ AGL
Cabin Rate ................. AS REQUIRED
When ready for descent:
Request “Descent Checklist”
Auto-feather................................ ARMED
Fuel .................................... CHECKED
Balance
Remaining endurance

Pilot Flying Pilot Monitoring

Read the Descent Checklist
Request descent. With descent clearance obtained:
Altitude Alerter ...................................SET
Passing Flight Level 100, descending:
“Flight Level 100 Checks” “Flight Level 100”
Fuel ............................... MONITOR Landing Lights ............................ON
Tail Flood Light (if required)… ............ ON
FSB Lights .......................................... ON
Passenger briefer ...................... SEND
Pressurisation........................... CHECK
Cabin alt…DECREASING/ON GROUND
Cabin Rate .................. DESCENDING
Fuel ................................RECORD
“Flight level 100 checks complete”

“Checks”
Approaching Transition Level:
“Transition Level”
Altimeter ................................... SET QNH
“QNH Set”
“Check” or “ ft high/low”
Complete the Approach Checklist
“Set QNH ”
Altimeter ........................SET QNH
“Passing ft now”
Request “Approach Checklist”
When either pilot observes
the Radio Altimeter starting to indicate:
“Radio Alt Alive” “Radio Alt Alive”

Table 18 - Descent

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35.1 Approach preparation

Approximately 10 minutes before Top of Descent, the PM must get the ATIS or surface data and complete the
Landing Card. Once the card has been completed, the crew will brief on the approach. The PM may elect to
hand control of the aircraft over to the PM while he or she briefs on the approach. Once the briefing has been
completed, the PF may resume control of the aircraft again. The pilot who will be flying the approach must do
the approach briefing.

The following gives more detail on what should be covered in the Approach Briefing. Anything that is not
applicable should be omitted.

NOTAMs
Serviceability
TOLD Card (both crew members to bug):

a) VYSE & VREF

b) Acceleration Altitude o MDA/DA

Fuel

a) Remaining
b) Required for diversion
c) Fuel available for holds and approaches

Top of descent Charts:

MSA/MORA

a) o STAR Hold
b) Approach
c) Go-around actions
d) Missed Approach Procedure

Expected taxi instructions

a) Threats

i) ATC
ii) Terrain/obstacles
iii) Weather
iv) Temperature – Icing, runway/taxiway contamination, altimeter corrections, A/C temperature
limitations
v) Abnormal/unfamiliar approaches
vi) Performance
vii) Serviceability
viii) ETC

Unless otherwise briefed, the PM will tune, identify and test the navigation aids, and advise the PF when this is
completed. The PM must confirm and cross check the setting of any bugs, indicators, track bars, etc.

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 35.2 Descent

For airfields with no published MSA or approach procedures, the descent may not go below grid MORA/MSA
unless ground contact is adequate for visual avoidance of terrain.

35.3 Holding

The holding technique as recommended in the QRH is as follows:

a) Propeller RPM: 1,400RPM.

b) As required to maintain 160 knots.

This speed must be reached prior to entering the hold. Although lower speed/power will increase the available
holding time, the fuel gauges will become inaccurate and over-read.

The time must be recorded when entering the hold. Maximum holding time must be calculated, and a diversion
initiated when this time is reached. Ensure planned fuel consumption corresponds with actual fuel
consumption.

36 Visual approach
Pilot Flying Pilot Monitoring
On downwind position or equivalent: “On Speed. Selected” Flap
“Flap 17” selector ......................... 17º “Flap 17 Set”
“Gear Down” “On Speed. Selected”
When leaving circuit altitude: Gear selector ........................ DOWN “Gear
“Set Missed Approach Altitude” Down, 3 Greens”
On base position or equivalent: Set Missed Approach Altitude on the Altitude
“Props Full Forward” Alerter:
“Flap 35” “Missed Approach Altitude Set”
When turning final: “On Speed. Selected”
“Set Runway Heading” Propeller levers................ FULL FORWARD
Yaw Damper ..................... DISCONNECT “Props Full Forward”
(If engine anti-ice is ON is required for landing, the “On Speed. Selected”
Captain must open them before 500ft AGL. The Flap selector ......................... 35º “Flap 35
Captain must say: “Engine Anti-ice ON”) Set”
Heading bugs……SET TO RUNWAY HEADING
“Runway Heading Set”
Anti-skid (if installed)… .......... AS REQUIRED
Bleeds & ENVIR Mode Control ...... AS REQUIRED

Read the Landing Checklist

Request “Landing Checklist”

TAWS/GPWS “Five Hundred”
“Checks” “Five hundred ft, Stable”

Table 19 - Landing

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36.1 Stable approach

MALIAN Aero Company (MAC) has non-punitive go- around policy. It is vital to initiate a go around if the aircraft
is not “STABLE” or an unsafe situation occurs. No punitive action will be taken against any crew member that
initiates a go around for safety reasons.

In VMC an approach should be stabilized from 500 feet AGL and in IMC no later than the FAF or 1000 feet. A
stabilized approach shall have the following components:

a) The airplane in landing configuration: landing gear down, flaps and checklists complete.
b) The airplane on the landing profile...final approach course and at the correct altitude.
c) For ILS: on course and on glideslope;
d) Visual: on centerline and on the VASI/PAPI (or if electronic or visual glide path is unmasked available, on
a calculated glide path to give approximately 400 feet per 1 nautical mile.
e) Targeted speed is as below
f) Indicated airspeed within ± 5 KIAS of planned target speed.
g) Rate of descent no more than 800 fpm.
h) Engines spooled up (800 ft-lbs). A stable approach will normally require 1000 ft/lbs.

When VMC and below 1,000 feet AGL, or when IMC and inside the FAF, the approach will no longer be
considered stabilized when:

a) The airplane is not fully configured for landing, except the last increment of flaps and prop setting,
b) The airspeed deviates by more than +15 or –5 KIAS from the planned target speed, The rate or descent
exceeds 1,000 fpm, or
c) The airplane deviates more than ± one dot from ILS glidepath/localizer or descends below the VASI/PAPI
more than momentarily.

Deviation from two or more of these criteria shall require a missed approach.

When VMC and below 500 feet agl, the approach will no longer be considered stabilized when:

a) The engines are not spooled up (minimum 700 ft-lbs torque) with final prop setting
b) The flaps are not in the planned and briefed position.

Despite these guidelines, the limits of what constitutes a stabilized approach will always be subject to the
interpretation of the Captain. However, deviation from these guidelines must be communicated to the other
crewmembers.

36.2 Landing

The effect of the propellers going into the ground idle range is very pronounced and has a large braking effect
on the roll-out. If a quick deceleration is required, ground fine should be used at high speed, rather than brakes.

Through 40 knots, only brakes may be used. Reverse may only be used when absolutely necessary.

36.2.1 Landing with Anti-skid ON

If directional control cannot be maintained during maximum braking performance, REDUCE the pedal force on
the side opposite to the desired direction of turn. Conventional differential braking techniques will not work.

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36.2.2 Landing on Contaminated Runways

Wheel brakes are very ineffective at high speeds on contaminated runways. Use ground fine, and in exceptional
circumstances, reverse thrust to slow down. Prior to using wheel brakes, apply wheel brakes momentarily to
ensure there is sufficient grip. If wheels lock, continue using ground fine and possibly reverse thrust, and test
wheel brake at a lower speed.

36.2.3 Approach and Landing in Turbulence

If turbulence is experienced during the approach, the approach speed needs to be adjusted accordingly. Add
half the headwind component and the full gust factor to VREF. A maximum of 20 knots may be applied. When
landing in gusty conditions, do not flare for longer than required. Once the nose wheel is on the ground, use
ground fine immediately to dump lift produced by the wings. The flaps may also be selected up on touchdown
by the PM.

37 After landing
PILOT FLYING PILOT MONITORING
Confirm engines are out of GROUND FINE
“Check” “40 Knots “
When clear of the runway at a safe taxi speed
Strobes .............................................. OFF
Beacon........................................... GND
Transponder ................................. STANDBY
Request “After Landing Checklist”
Captain First Officer
Auto-ignition .............................. OFF Strobes ............................................... OFF
Engine Anti-ice ............................. ON
Auto-feather .............................. OFF
Ice Protection.............................OFF
Propeller levers .......................... TAXI Landing Lights .................................. OFF
ILS & DME Hold ....................DESELECTED
Flap Selector ..................................... 0º
Trims ..................................... NEUTRAL
Radar ............................................SET
STBY Mode
Maximum Gain
Tilt 5º UP
STAB ON
Range 25nm
Complete After Landing Checklist “After Landing
Checklist Complete”

Marshaller in sight/aircraft in parking bay:

Taxi Light ................................... OFF

Landing Lights ................................ OFF

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37.1 At the runway

Although all flows should only commence once the runway is vacated, wear and tear items may be switched off
on the runway if a long taxi/backtrack is expected prior to vacating the runway. Wear and tear items include:

a) Auto-ignition
b) Engine Anti-ice
c) Ice protection
d) Weather radar

NB: These items may only be done once the aircraft is at a safe taxi speed. The Captain approves these non-
standard actions by saying “Non-standard: My flows now”

a) Strobes, TCAS and landing lights may only be switched off once the runway is vacated.
b) The After-Landing Checklist may only be completed once the runway is vacated.
c) The request for the After-Landing Checklist initiates the standard after landing flows.

38 Shutdown
Captain First Officer
Once the aircraft is parked and the park brake is set, the
Captain confirms the blocks on time:
Record “Blocks On” time on operational flight
“Blocks ON at ” plan
Condition Levers ................... LOW IDLE
Emergency Lights................... AS REQUIRED
Battery Voltage ............................... CHECK
Minimum 23 volts Bleed Air Valves ............ENVIR OFF
EFIS Aux Power ................... OFF Blowers ........................... AUTO
Avionics Master ................................. OFF ENVIR Mode Control .................... OFF
AC Bus Switches………………; .................. OFF Standby Horizon .......... CAGED & OFF
Oxygen (Last flight of each day)…........... OFF
Timer ......................................... START

Timer .................................START

After 1 minute (for avionics to cool down):

EFIS Power Switches ........................... OFF

Request “Shutdown Checklist”

Condition levers ......................... CUT-OFF
NP below 500RPM: Read the Shutdown Checklist to the line
Propeller levers .......................... FEATHER
N1 below 15%:
Electric Gang Bar .............................. OFF

External Lights .......OFF (except Nav lights)

Interior Lights ................................ OFF
Once both propellers have stopped:

Propeller levers ................................TAXI Cabin door ......................... OPEN

Cargo door ......................... OPEN
Pogo-stick and Chocks ......... INSTALLED
Complete Shutdown Checklist Passengers ... assist with DISEMBARKING
Last Flight of the Day:
Flight Documentation .................. COMPLETED External Post Flight Inspection ..... COMPLETED
Aircraft Control Locks ....................INSTALLED Passenger Cabin ...................... INSPECTED
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 All Lights and Hot Bus Electrics .................OFF Check for lost luggage
Rubbish removal
Airsickness bags restored as necessary
Seatbelts arranged

When crew is ready to leave the aircraft:

Aircraft Doors .................. CLOSED & LOCKED …………….….INSTALLED

NB:Propeller levers must be moved to the full forward position once the propellers have come to a complete
stop.

38.1 Shutdown

The avionics require a 1 minute cool down period before shutting down the engines. Avionics fans are on when
the EFIS switches are on. Avionics cool down starts when all the avionics (except the EFIS) have been switched
off. Timers must be started by both pilots once all avionics are off (avionics master switch, standby horizon and
AC busses). During this time, low idle must be selected to allow for engine normalsation prior to shutdown.
After 1 minute, the F/O switches off the EFIS switches, and the Shutdown Checklist may then be completed to
the line

It is good airmanship to park and shutdown into the wind. This will allow for cooler ITT’s during the next start.
In between flights, an abbreviated external post flight inspection must be done by the Captain.

38.2 Turnarounds

Minimum turn-around time between shutdown and start-up will not be less than 30 minutes.

38.3 Aircraft securing

The aircraft must be chocked properly after landing. If there are no chocks available, one of the crewmembers
must remain with the aircraft until such time that chocks are found and the aircraft is secured. The pogo stick
must also be installed when the aircraft is parked.

After the last flight of each day, the control locks must be fitted. Whenever the aircraft is parked in strong wind
conditions, the control locks must be fitted, and the pogo stick removed.

After the last flight of the day, the doors must be closed and locked (when possible). If the aircraft is not lockable,
security tape must be applied before leaving the aircraft.

After the last flight of each day both main wheels must be chocked, and the park brake should be left off. If
necessary the aircraft must be tied down.

39 Precision approach (IL CAT 1)

Captain (Pilot Monitoring) First Officer (Pilot Flying)
Select ILS frequency on PF side & identify Before Downwind position (or equivalent):
“ILS selected your side” “Select ILS my side”

When lead-in radial in alive or 10º from the inbound: When observing valid fly up glideslope indication;
“Radial alive/10º to inbound” &
When observing valid left/right localiser indication;
&
When heading is within 90º of the localiser;
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Captain (Pilot Monitoring) First Officer (Pilot Flying)
Ensure ILS frequencies both sides
Once cleared for the approach:
“Select dual ILS. Arm APPR Mode”
Arm the APPR mode on both Flight Directors and
check illumination of “APPR ARM”
“APPR Mode Armed”
“Check”
When the localiser starts moving:
“Localiser Alive”

On localiser interception, check for green illumination

of “APPR” and white illumination of “G/S ARM”
“Localiser Green, glideslope Armed”

Set both heading bugs to runway heading: Confirm illumination of APPR and G/S ARM
“Runway Heading Set” “Set Runway Heading”

At first indication of G/S movement:

“G/S Alive” “Check”

“On Speed. Selected”

Landing Gear ............................... DOWN
“Gear Down, 3 Greens”
“Check”
When observing green illumination of “G/S”: At half-dot fly-up:
“Glideslope green” “Gear Down”

Set Missed Approach Altitude on Altitude Alerter: Confirm illumination of G/S

“Missed Approach Altitude Set” “Check. Set Missed Approach Altitude”

“On Speed. Selected”

Propeller levers .................... FULL FORWARD “Check”
“Props Full Forward “Props Full Forward”

“On Speed. Selected”

Flap selector........................................ 35º “Flap 35”
“Flap 35 Selected”

Complete the Landing Checklist Yaw Damper ....................... DISCONNECT

At Outer Marker or DME check height, cross-check “Landing Checklist”

instruments and altimeters:
“OM ft/ DME, ft,
Instruments and Altimeters Set and
Crosschecked”
“Check”
At 500ft to DA with aircraft stabilised on the
approach:
“500ft to DA, Approach Stable” “Check. My calls”
If not stable, go around At 100ft above DA:
“Check” “100ft to Minima”
At DA:
“Check. My calls” “Decide”
At 100ft above DA: With adequate visual references:
“Landing. I Have Control” “You have control”
“Check” “

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 Captain (Pilot Monitoring) First Officer (Pilot Flying)

With adequate visual references:

“Landing. I Have Control”

OR

Without adequate visual references:

“Go Around”

Follow the Go Around actions.

40 Non precision approach (VoR or NDB)

40.1 Monitored approach

40.1.1 Purpose

The monitored approach allows for the Captain to monitor and manage the entire approach. This becomes very
useful during poor weather and at busy airfields with complex approach procedures. As PM, the Captain is able
to manage ATC, aircraft systems, weather avoidance, icing and navigational setup while monitoring first officer
performance and aircraft flight path.

During the final stages of the approach, the Captain also has opportunity to look for visual references, allowing
his or her eyes to focus outside. Once the Captain has the runway in sight, he or she can take control and

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execute a safe landing. This avoids the pilot flying the approach having to look outside at minima, searching for
the runway while still controlling the aircraft.

40.1.2 Monitored Approach

The monitored approach procedure is suitable for all precision (ILS) and non-precision approaches. A monitored
approach is compulsory under any of the following conditions: RVR/visibility is less than 5000m. Ceiling is less
than 1000ft.

All non-precision approaches.

40.1.3 Descent, Holding and Initial Approach

If the weather condition at destination dictate a monitored approach, the Captain will delegate the First Officer
to act as the Pilot Flying (PF) throughout these phases, controlling the aircraft by means of the autopilot, if
installed. The First Officer must be the PF prior to Top of Descent so that he can conduct all the required
briefings.

Some approaches have minimum speeds which may not allow the aircraft to be fully configured when required.
In this case, configuration may be delayed to accommodate the speeds. Configuration must be completed and
landing checklist completed as soon as the speed restrictions allow. In any event, the latest the aircraft must be
configured and landing checklist completed is 500 ft to DA/MDA.

40.1.4 Non-precision Approaches

Non-precision approaches are more challenging than precision approaches. It may call for level flight close to
the ground in the landing configuration, and its construction is never standard.

To make a non-precision approach easier to fly, the following must be applied for straight in approaches:

a) The aircraft must be fully configured and the landing checklist complete before the final approach fix
(FAF), or before the final descent commences. It is recommended that the aircraft is configured before
the intermediate approach fix (IF).
b) From commencing the final descent at the FAF, fly the correct rate of descent for the corresponding
ground speed. Ensure that during this part of the approach the flight parameters remain “in the slot”.
Make use of the VS mode to aid in maintaining a stable approach.
c) Where check heights are published, the captain must call out distance and check heights, and any
deviation more than 50ft. The First Officer must respond to these calls and correct if the deviation is more
than 50ft.
d) When reaching MDA, a decision must be made by the captain to go around or land.
e) No level flight to the missed approach point (MAPt) is permitted.
f) If the captain has sufficient visual cues prior to reaching MDA, he or she may take control and land.
g) During the missed approach, fly to the MAPt first, before complying with the missed approach procedure.
h) For cloud break procedures that require a circle to land, the following differences apply:
i) The “circle to land” minima must be used at the MDA.
j) When reaching MDA, fly to the MAPt at MDA until sufficient visual cues exist to visually position the
aircraft for landing.
k) The Captain mat elect to take control before reaching the MAPt if sufficient visual cues exist to visually
position the aircraft for landing.

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40.1.5 Responsibilities of the Captain (PM)

The captain is responsible for monitoring the instruments, aircraft progress, approach charts, ATC instructions,
approach-aid-status and weather reports. The captain is also responsible for all frequency changes and facility
identification, where required.

40.1.6 Outer Marker/FAF

On passing the Outer Marker, FAF or equivalent point, the Captain will call out the crossing altitude shown on
the approach plate and cross check the actual altitude. He or she will also cross check both pilots’ panels for
flags or warnings.

On a precision approach, this check is extremely important. This confirms the QNH is set correctly, the false
glide-slope is not being flown, and the altimeters are accurate. If any significant discrepancy is observed, a go
around must be initiated, and the reason for the discrepancy determined.

If the reported RVR is below the landing minima for the approach at this point, a go around must be initiated. If
the RVR is reported to below the landing minima for the approach after passing this point, the approach may
be continued. If no outer marker or equivalent exists, 1000ft must be used to complete the above procedures.

40.1.7 Landing

In order to be ready to assume duty as PF, the Captain must place his or her hands and feet lightly on the flight
controls. This must be done by at least 500ft above DA/MDA. The Captain must resist any temptation to fly the
aircraft until control is assumed from the First Officer. The First Officer controls the aircraft with reference to
flight instruments down to DA/MDA and remains “on instruments” until touchdown.

Approaching DA/MDA, the Captain must look for visual references to the runway, and monitor aircraft flight
instruments.

When the First Officer calls “Decide”, the Captain must make an immediate decision whether to land, or go
around.If the Captain decides to land, he or she takes control of the aircraft and lands. The decision to take
control may be made before the MDA/DA provided the Captain has the runway in sight. If the runway is in sight
before 500ft above MDA/DA, he or she may instruct the First Officer to land, provided the First Officer agrees.

If the Captain decides to go around, the First Officer remains in control of the aircraft, and executes the standard
go around procedure.

If the Captain loses visual reference to the runway once he or she has taken control, a go around must be
initiated with the Captain as the pilot flying.

The Captain may elect to call for the go around prior to reaching the decision altitude/MAPt if the quality of the
approach is below the required standards.

If there is no response from the Captain when the First Officer calls “Decide”, the First Officer shall commence
a go around, and assume pilot incapacitation.

40.1.8 Captains Flying the Monitored Approach

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 The Captain may decide to continue as PF for an instrument approach if the weather conditions are above the
monitored approach minima. In this case, the roles of discussed in the monitored approach are reversed but
the responsibilities of the PF and the PM will remain the same.

In the 1900 C, Flap Approach must be selected before the Initial Approach Point.

41 Go around
Pilot Flying Pilot Monitoring
“Go Around” (either pilot) “Go Around” (either pilot)
“Set Max Power” Power Levers… ........................ MAX
Simultaneously : POWER “Max Power Set”
Depress the GA button on the Power Flap Selector… ..................................... 17º
Levers With a positive rate of climb indication:
Advance Power Levers “Positive Climb”
Rotate to A attitude shown by the FD Landing Gear ..................................... UP Taxi
When established in a climb: Light...................................... OFF
“Flap 17” On reaching acceleration altitude: “Acceleration
“Gear Up” Altitude”
“Flap 0. Climb Sequence” Execute climb sequence:
(If engine anti-ice is on & the aircraft is Speed… .................... MINIMUM 128 KNOTS
not in icing Conditions, the Captain must Flap Selector… ....................................... 0º
close them at the beginning of the Climb Power Levers… ... + 3,000FT/LBS, ITT 720º MAX
Sequence. The Captain must Propeller Levers… ......................... 1550RPM Power
“Engine Anti-ice Off”) Levers….SET MAX 3,500FT/LBS, ITT 720º Engine
At 160 knots: Instruments… ............. IN THE GREEN
Flight Director… ..................... HDG, Yaw Damper .......................................... ON
IAS/CLM Flight Director… ................. HDG, IAS/CLM “Climb
Request “After Take-off Checklist” Sequence Complete”
ATC ......................................... ADVISE
Do After Take-off Checklist to the line

Table 20 - Go round

42 Circling approach
MALIAN AÉRO COMPANY OPSPEC — CATEGORY I IFR LANDING MINIMUMS—CIRCLE-TO-LAND APPROACH
MANEUVER (required for conducting IFR operations).

The Intent of MAC’s Circling Approach Policy is to ensure that all circling approach manoeuvres performed are
done with the highest regard for safety. MACCOM specifies the lowest minimums that can be used for Category
(CAT) I circling approach manoeuvres.

Circle-to-Land Manoeuvres: For the purpose, MAC pilots are authorized to conduct circle-to-land manoeuvres.
In any weather condition, a pilot that accepts a “circle to land” or a “circle to runway (runway number)”
clearance from air traffic control (ATC) conducts circle-to-land manoeuvres. The term “circle-to-land
manoeuvre” includes the manoeuvre that is referenced in various regulations, publications, and documents as
“circle-to-land manoeuvre,” “circling,” “circling manoeuvre,” “circle,” “circling approach,” and “circling
approach manoeuvre.” With regard to pilots, “conducting” a circle-to-land manoeuvre means to act as the Pilot
Flying (PF) when a circle-to-land manoeuvre is being conducted.

Aircraft Operating Under Instrument Flight Rules (IFR) During All Circle-to-Land Manoeuvres. Aircraft operating
under IFR during all circle-to-land manoeuvres are required to remain clear of clouds. If the flight crew loses
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visual reference to the airport while conducting a circle-to-land manoeuvre, they must follow the missed
approach procedure specified for the applicable instrument approach, unless ATC specifies an alternate missed
approach procedure.

MAC pilots that have been trained and checked for the circling manoeuvre in accordance with the civil RC OPS
1.E-approved and company training program, may conduct a circle-to-land manoeuvre:

a) At the published circling landing minimums for the instrument approach to be used; or
b) At the minimums specified in the chart contained within the MAC RC OPS.1.E whichever is higher. Note:
Any pilot who possesses a pilot certificate restricting circling approaches to visual meteorological
conditions (VMC) is not eligible to conduct circle-to-land maneuvers except as provided in the last
paragraph.

MAC Pilots conducting circle-to-land manoeuvres without training and checking must use a minimum descent
altitude (MDA) of 1,000 feet (ft) height above airport (HAA) or the MDA of the published circling landing
minimums for the instrument approach to be used, whichever is higher. MAC Pilots that conduct a circle-to-
land manoeuvre under this provision remain under an IFR clearance and must comply with those procedures
otherwise required for circle-to-land manoeuvres. The pilot may conduct a circle-to-land manoeuvre when:

The reported ceiling is at least 1,000 ft and the visibility is at least 5000 m; or

The reported weather is at least equal to the published circling landing minimums for the instrument approach
to be used, whichever is higher.

Documentation Submissions showing that their crewmember training program, approved by ANAC, provides
the appropriate training and checking on circling approaches and that the ANAC has approved circling approach
manoeuvre.

PART 3: EMERGENCY PROCEDURES

General

There are many emergency procedures covered by the AFM. Pilots must review these regularly to ensure they
remain proficient in that regard.

If the Captain is flying when an emergency occurs and the aircraft is under control, he or she may elect to
transfer control of the aircraft to the First Officer, and then assume the role of the PM. All actions taken during
the emergency must be done in a positive and deliberate manner, and not done with haste.

Only emergencies that require deliberate multi-crew coordination are included in this section. Any other
emergency or abnormality must be addressed using the Pilot’s Checklist.

43 Cockpit management
In the event of an emergency or abnormality, checklists must be completed in the following order, if relevant:

a) Memory items
b) Emergency/Abnormal Checklist Normal Checklist
c) Abnormal Checklist
d) No checklists to be completed below 1500ft AGL as per Beechcraft Procedures.
e) Before continuing with the Emergency/Abnormal checklist, the Captain must “split” the cockpit. The First
Officer must be tasked as the PF, and should be made responsible for flying the aircraft (i.e. Aviate),
maintaining the desired flight profile (i.e. Navigate), and communicating with ATC. The “split” must be
positive and deliberate:

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f) Hand over control to the First Officer, if he/she is not already PF, then hand over communications: “You
have the radios. Next call…”
g) Once this is done, the Captain can focus on completing outstanding checklists and managing subsequent
actions. The Risk Management Model may now be completed if desired. Once the emergency has been
dealt with, and normal flight dynamics need to resume, the Captain must re-assign tasks as required.

44 How to use emergency /abnormal checklist

The Hawker Beechcraft Pilot’s Emergency & Abnormal Checklist must be used as an action list.

The PM must carry out the checklist. Items situated on the Captain’s sub panel must be done by the Captain.

Both crewmembers must verify that the correct checklist is being used before carrying out the actions.

The correct technique to carry out checklist items is: PM says the item, example “Bleed air … ENVIR OFF”,
identifies the switch, and then carries out the action.

45 Master warning or master caution

Pilot Flying Pilot Monitoring
Master Warning” or “Master Caution” Master Warning/Caution Flasher ...... CANCEL
If Master Warning: State annunciator that is illuminated. E.g.: “Right
“Check. Memory Items” Bleed Air Fail” or “Left Generator”
If Master Caution, or when memory items are Carry out memory items.
complete, request the emergency/abnormal “Memory items complete”
checklist for the appropriate annunciator Find and carry out the appropriate checklist

Table 21 - Table 2: Master warning

46 Aborted take -off (before VI)

Pilot Flying Pilot Monitoring
“ENGINE FIRE” (either pilot) “ENGINE FIRE” (either pilot)
Power levers...................... GROUND FINE ATC ........................................ ADVISE
Brakes .................... AS REQUIRED Pax ............... ADVISE TO REMAIN SEATED
Power levers................... FLIGHT IDLE
Park brake ............. SET

Crew to access the situation. If fire confirmed:

CAPTAIN
Condition levers (both)… ..... CUT-OFF
Propeller levers (both)…..………..….FEATHER T-handles (both)… ............................... PULL If the fire is not
extinguished:
Left/Right fire extinguisher ........... ACTUATE

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 Crew to assess the situation. If evacuation is required:
“Evacuate to the Left/Right” Coordinate passenger evacuation
PAX announcement……ORDER EVACUATION
ATC ............... ADVISE
Gang bar ........................ OFF
Evacuate aircraft

Table 22 - Engine fire

47 Engine fire before V1 -evacuation NG

Pilot Flying Pilot Monitoring
“ENGINE FIRE” (either pilot) “ENGINE FIRE” (either pilot)
Power levers.............. GROUND FINE ATC ........................................ ADVISE
Brakes ............. AS REQUIRED Pax ................ ADVISE TO REMAIN SEATED
Power levers.................. FLIGHT IDLE
Park brake ....................... SET

Crew to access the situation. If fire confirmed:

CAPTAIN
Condition levers (both)… ............ CUT-OFF
Propeller levers (both)…..………..….FEATHER T-handles (both)… ............................... PULL If the fire is not
extinguished:
Left/Right fire extinguisher ........... ACTUATE

Crew to assess the situation. If evacuation is required:

“Evacuate to the Left/Right” Coordinate passenger evacuation
PAX announcement……ORDER EVACUATION
ATC .....................ADVISE
Gang bar ............................. OFF
Evacuate aircraft

Table 23 - Table 3 Evacuation

47.1 Aborted take-off

After aborting a take-off and an engine failure/fire did not occur, the aircraft must vacate the runway as soon
as possible.

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 Pilot Flying Pilot Monitoring
“STOPPING” (either pilot) “STOP STOP STOP” (either pilot)
Power levers................... GROUND FIRE ATC .....................................ADVISE
Brakes ........................... AS REQUIRED Pax ................. ADVISE TO REMAIN SEATED
Power levers..................... FLIGHT IDLE
Park brake ................................. SET

Crew to assess the situation

Table 24 - Aborted take off

47.1.1 Evacuation

The “Engine Fire before V1 – Evacuation” flow should be used at any time on the ground if an evacuation is
required. This may include during the taxi or after landing. When stopping, every effort should be made to stop
into the wind.

47.1.2 Go-orientated Take-off Philosophy

This is when a take-off will only be aborted before V1 for critical events that will lead to an accident/incident,
which may include, but is not limited to:

a) Loss of directional control

b) Fire
c) Doors opening
d) Engine Failure
e) Runway blockage/incursion

This philosophy is applicable for take-offs where the TOFL is equal to the TOFL available, and an unnecessary
abort must be avoided.

47.1.3 Stop-orientated Take-off Philosophy

This is when a take-off will be aborted for any abnormality. This applicable for take offs where the TOFL is not a
limiting factor, and aborting a take-off will not require maximum stopping action from the crew.

It is up to the Captain to decide prior to take-off whether the take-off is go-orientated or stop-orientated.

If all performance calculations are done correctly, and the correct procedures are followed, the aircraft should
always be able to stop when aborting a take-off before V1.

48 Engine fire at or after V1

It’s vital that the PF flies the attitude indicated by the flight director. This will ensure that the correct speed will
be achieved once the engine is shutdown.

Flap must only be retracted at or above VENR, but not below acceleration altitude.

Once the memory items are complete, the Captain may elect to hand over control to the FO and complete the
emergency checklist, as some items in the checklist are located on the captain side.

Pilot Flying Pilot Monitoring

Rotate at 3° per second into the FD bars
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“Gear Up” When the VSI and altimeter show positive rate of climb:
Confirm correct engine has been identified & respond: “Positive Climb”
“Engine Fire Left/Right Confirmed” Landing gear ...................................... UP
At or above VENR: Taxi light ........................................ OFF
“Flap 0” Cancel Fire Warming, point to appropriate T-handle &
“Set Max Continuous Power” announce:
(If engine anti-ice is on for take-off & the aircraft is not in “Engine Fire Left/Right. Confirm?”
icing conditions, the captain must close them when Max On reaching acceleration altitude:
Conditions Power is requested. The Captain must say: “Acceleration Altitude”
“Engine Anti-ice Off”) Flap selector ...................................... 0°
At or Above 1000 feet AGL: Power levers ............ ,750 ft/Ibs, ITT 780°MAX
“Memory Items Engine Fire In Flight” Propeller levers .........................1700RPM
Ensure PM’s hand is on the correct Bleeds ............................... ENVIRO OFF “Max Continuous
Power Set”
Place hand on affected engine’s condition lever:
Ensure PM’s hand is on the correct propeller lever: “Condition Left/Right. Confirm?”
“Affirm”
Ensure PM’s hand is on the correct T-handle : Cut inoperative engine’s condition lever
“Affirm” Place hand on affected engine’s propeller lever:
“Propeller Left/Right. Confirm?”
Feather inoperative engine’s propeller
Place hand on affected engine’s T-handle:
“T-handle Left/Right. Confirm?”
Pull inoperative engine’s T-handle

Ensure PM’s hand is on the correct fire bottle: Place hand on affected engine’s fire bottle:
“Affirm” “Bottle Left/Right. Confirm?”
At VENR: Discharge inoperative engine’s fire bottle
Flight Director ............................ HDG, IAS Flight Director ......................... HDG,IAS
Fly engine failure flight path as briefed ATC .......................................... ADVISE
“I have control and the radios. Engine Fire or Read & do the “Engine Fire/Failure In Flight Checklist”.
Failure in Flight Checklist” Once completed:
Request: “Engine Fire/Failure In Flight Checklist Completed”
“After Take-Off Checklist” Do After Take-Off Checklist to the line

Table 25 - Engine fire at or after V1

Pilot Flying Pilot Monitoring

Maintain Directional Control When the VSI and altimeter show positive rate of climb:
Rotate at 3° per second into the FD “Positive Climb”
Target Speed V2 Landing gear ..................................... UP
“Gear Up” Taxi light....................................... OFF
Confirm correct engine has been identified & respond: Cancel Fire Warning, point to appropriate engine gauges
“Engine Failure Left/Right Confirmed” & announce:
Ensure PM’s hand is on the correct propeller lever: “Engine Failure Left/Right. Auto feather/No
“Affirm” Auto feather. Confirm?”
Flight Director ........................ HDG, ALT If no Auto feather, place hand on inoperative engine’s
At VENR propeller lever:
Flight Director .............................. IAS “Propeller Left/Right. Confirm?”
“Flap 0” Feather inoperative engine’s propeller On reaching
Fly ‘one-engine inoperative flight path’ as briefed. acceleration altitude:
“Set Max Continuous Power” “Acceleration Altitude”
(If engine anti-ice is on for take-off & the aircraft is not in Flight Director ..........................HDG,ALT
icing conditions, the Captain must close them when Max At VENR:
“VENR”
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 Continuous Power is requested. The Captain must say: Flap selector .................................... 0°
“Engine Anti-ice Off”) Flight Director ................................. IAS
“Memory Items Engine Failure at or above V1 Take off Power levers .......... 3,750ft/Ibs, ITT 780°MAX Propeller
Continued” Request: levers ........................1700RPM
“After Take-off Checklist” Bleeds ................................. ENVIR OFF
“Max Continuous Power Set”
Confirm Completed
Do After Take-off Checklist to the line

Table 26 - Table 4:Maintain directional control

49 Engine failure/fire in climb, cruise or descent

Pilot Flying Pilot Monitoring
“ENGINE FAILURE” (either pilot) “ENGINE FAILURE” (either pilot)
“Set Max Continuous Power” Propeller levers ......................... 1700RPM
“Checks” Power levers ............. ,750ft/Ibs,ITT 780°MAX
Maintain direction & VYSE/maintain altitude “Max Continuous Power Set”
“Gear Up” Landing Gear .................................... UP
“Flap 0” Flap Selector ...................................... 0°
“Confirm the Failure” Verify the failure on the gauges and T-handles if fire.
“Engine Left/Right Failure/Fire Confirmed. “Engine Left/Right Failure/Fire. Confirm?”
Memory Items” Place hand on affected engine’s condition lever:
“Affirm” “Condition Left/Right. Confirm?”
“Affirm” Cut inoperative engine’s condition lever
“Affirm” Place hand on affected engine’s propeller lever:
“Affirm” “Propeller Left/Right. Confirm?”
“I have control and the radios. Engine Fire or Feather inoperative engine’s T-Handle
Failure in Flight Checklist” Place hand on affected engine’s T-handle:
“T-handle Left/Right. Confirm?”
Pull inoperative engine’s T-handle
If fire is confirmed, place hand on affected engine’s
fire bottle:
“Bottle Left/Right. Confirm?”
Discharge inoperative engine’s fire bottle
ATC ......................................... ADVISE
TCAS ....................................... TA ONLY
Read & do the “Engine Fire Fire/Failure In Flight
Checklist”. Once completed:
“Engine Fire/Failure In Flight Checklist Completed”

Table 27 - Engine failure /fire in climb, cruise or descent

50 Single engine power usage

Mali Aero Company Operating Procedures are designed to reduce engine wear and tear and extend the life of
the engines as much as possible. In normal operations this will still result in adequate power for all noncritical
phases of flight.
Page 60 of 93
In the event of an engine failure, applying such procedures will not provide adequate power for continued safe
flight with one engine inoperative. In this case, without exception, the normal AFM limitations apply.

51 Single engine approach landing

If the Captain decides not to restart a failed engine, or a restart has failed, a single engine approach and landing
has to be executed.

The “Single Engine Approach and Landing” Checklist in the abnormal section of the Pilot’s Checklist must be
carefully followed. In case of an attempted approach and landing in weather where the monitored approach
has to be done, it is recommended that crew configure at the same time as the monitored approach procedure
suggests. This will result in a stable approach, from which the Captain will easily be able to land once the runway
is visual.

In the event of a single engine go around, the “Single Engine Go Around” checklist in the abnormal section of
the Pilot’s Checklist must be followed. Acceleration from VREF to VYSE must be done at acceleration altitude or
higher.

51.1 Single Engine Taxiing

Single engine taxi operations have not been demonstrated to provide adequate directional control under all
conditions without power steering installed.

51.2 Single engine go-around

Pilot Flying Pilot Monitoring

“GO AROUND” (either pilot) GO AROUND” (either pilot)
“Set Max Power” Power Levers .......... ,950 ft/lbs, ITT 800º MAX
Simultaneously: “Max Power Set”
Depress the GA button on the power Flap Selector .................................. 17º
levers Landing Gear ................................... UP Taxi
Advance the power levers Light .................................... OFF
Rotate to GA attitude shown by FD to maintain VREF On reaching acceleration altitude:
“Flap 17” “Acceleration Altitude”
“Gear Up” Flight Director ......................... HDG, ALT
Flight Director .......................... HDG, ALT At VYSE:
“Flap 0” “VYSE”
“Set Max Continuous Power” Flap selector ..................................... 0º
(If engine anti-ice is on & the aircraft is not in icing Flight Director ................................ IAS
conditions, the Captain must close them when Max Power levers ............ ,750ft/lbs, ITT 780º MAX
Continuous Power is requested. The Captain must say: Propeller levers ......................... 1700RPM
“Engine Anti-ice Off”) Bleeds ..................................ENVIR OFF
“After Take-off Checklist” Engine Instruments .............. IN THE GREEN
“Max Continuous Power Set”
ATC ...................................... ADVISE
Complete the after take-off checklist to the
line.

NB: Not to be attempted once flaps are extended beyond 17°

52 Single engine go around

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It is essential that flap 17° and gear up is selected before a positive climb indication, to avoid excessive loss in
height or a prolonged transition into the climb. In unfavorable conditions, it is possible that the aircraft will not
be able to climb unless gear is retracted and flap set to 17º.

The key to a successful single engine go-around is proper briefing and preparation prior to the approach. Crew
must ensure that the weight of the aircraft during the approach does not exceed the “Maximum Landing Weight
as Limited by Climb Requirements”, found in the QRH, or the AFM.

Figure 2 - Single engine go around

53 Donning oxygen masks

Crew co-ordination is required when oxygen has to be used. The PM will don his or her oxygen mask first, then
he or she will take control, and the other pilot will don his or her oxygen mask. Oxygen must only be provided
to the passengers if no smoke or fumes are present.

The applicable emergency checklist must be completed once the crew and/or passengers are using
supplemental oxygen.

In the event of decompression (CABIN ALT HI Annunciator) or smoke/fumes in the cabin:

Captain First Officer
Oxygen ......................... CONFIRM ON
Passenger Oxygen ........................ ACTIVATE*
*Only if no smoke or fumes in the cabin
Pilot Flying Pilot Monitoring

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 Sunglasses ...................... REMOVE
Headsets ..................... REMOVE
Goggles (if required)… ............. DON
Oxygen Mask ......................... DON
Headsets .............................. DON Mic
Selector .................... OXYGEN MASK
“Captain/First Officer on Oxygen. I have control”
“You Have Control”

“You Have Control”

Sunglasses .................................REMOVE
Headsets .................................. REMOVE
Goggles (if required)… ....................... DON
Oxygen Mask ................................DON
Headsets ....................................... DON
Mic Selector ................... OXYGEN MASK
“Captain/First Officer on Oxygen. I have control”

Table 28 - Donning oxygen masks

54 Single engine power usage

MALIAN AÉRO COMPANY Operating Procedures are designed to reduce engine wear and tear and extend the
life of the engines as much as possible. In normal operations this will still result in adequate power for all
noncritical phases of flight.

In the event of an engine failure, applying such procedures will not provide adequate power for continued safe
flight with one engine inoperative. In this case, without exception, the normal AFM limitations apply.

55 Single engine approach and landing

If the Captain decides not to restart a failed engine, or a restart has failed, a single engine approach and landing
has to be executed.

The “Single Engine Approach and Landing” Checklist in the abnormal section of the Pilot’s Checklist must be
carefully followed. In case of an attempted approach and landing in weather where the monitored approach
has to be done, it is recommended that crew configure at the same time as the monitored approach procedure
suggests. This will result in a stable approach, from which the Captain will easily be able to land once the runway
is visual.

In the event of a single engine go around, the “Single Engine Go Around” checklist in the abnormal section of
the Pilot’s Checklist must be followed. Acceleration from VREF to VYSE must be done at acceleration altitude or
higher.

55.1 Single Engine Taxing

Single engine taxi operations have not been demonstrated to provide adequate directional control under all
conditions without power steering installed.

55.2 Single engine go around

Pilot Flying Pilot Monitoring

“GO AROUND” (either pilot) GO AROUND” (either pilot)

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 “Set Max Power” Power Levers .......... ,950 ft/lbs, ITT 800º MAX
Simultaneously: “Max Power Set”
Depress the GA button on the power Flap Selector .................................. 17º
levers Landing Gear ................................... UP Taxi
Advance the power levers Light .................................... OFF
Rotate to GA attitude shown by FD to maintain On reaching acceleration altitude:
VREF “Acceleration Altitude”
“Flap 17” Flight Director ......................... HDG, ALT
“Gear Up” At VYSE:
Flight Director ......... HDG, ALT “VYSE”
“Flap 0” Flap selector .................................. 0º
“Set Max Continuous Power” Flight Director ................................. IAS
(If engine anti-ice is on & the aircraft is not in icing Power levers ............ ,750ft/lbs, ITT 780º MAX
conditions, the Captain must close them when Max Propeller levers ......................... 1700RPM
Continuous Power is requested. The Captain must Bleeds ..................................ENVIR OFF
say: Engine Instruments ............. IN THE GREEN
“Engine Anti-ice Off”) “Max Continuous Power Set”
“After Take-off Checklist” ATC ..................................... ADVISE
Complete the after-take-off checklist to the line

Table 29 - Single engine go- around

56 Single engine go around

It is essential that flap 17° and gear up is selected before a positive climb indication, to avoid excessive loss in
height or a prolonged transition into the climb. In unfavorable conditions, it is possible that the aircraft will not
be able to climb unless gear is retracted and flap set to 17º.

The key to a successful single engine go-around is proper briefing and preparation prior to the approach. Crew
must ensure that the weight of the aircraft during the approach does not exceed the “Maximum Landing Weight
as Limited by Climb Requirements”, found in the QRH, or the AFM.

56.1 DONNING OXYGEN MASKS

This section deals with dressing of oxygen masks in the aircraft by the crew.

56.2 OXYGEN MASKS

Crew co-ordination is required when oxygen has to be used. The PM will don his or her oxygen mask first, then
he or she will take control, and the other pilot will don his or her oxygen mask. Oxygen must only be provided
to the passengers if no smoke or fumes are present.

The applicable emergency checklist must be completed once the crew and/or passengers are using
supplemental oxygen.

56.3 TCAS WARNING

Aircraft collision avoidance system designed to reduce the incidence of mid-air collision between aircrafts. It is
independent of air traffic control and flight navigation instrument.

Pilot flying Pilot monitoring

“Standby to Manoeuvre” “TCAS Traffic”

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 Place hands on controls & power levers Switch on all external lights
Keep autopilot engaged Call intruder distance, position (clock code method) &
Look outside & try to acquire intruder visually altitude difference
Recall minimum safe altitude (MSA)
Look outside & try to acquire intruder visually

Traffic Advisory: “TRAFFIC, TRAFFIC"

Maintain flight profile Monitor PF
Remain out of red zone on TCAS display Monitor intruder position & try to acquire
Keep autopilot engaged visually
Resolution Advisory: “CLIMB, CLIMB”
“Climbing” Monitor PF – ensure correct vertical speed is maintained
Autopilot .............................. DISCONNECT Monitor intruder position & try to acquire
VSI .................................... FLY TO GREEN visually
Request configuration and power changes if Monitor IAS compared to VS
required If time permits, advise ATC
Resolution Advisory: “DESCEND, DESCEND”
“Descending” Monitor PF – ensure correct vertical speed is maintained
Autopilot .............................. DISCONNECT Monitor intruder position & try to acquire
VSI .................................... FLY TO GREEN visually
Request configuration and power changes Monitor IAS compared to VFE, VLE & VMO
if required Monitor aircraft altitude compared to MSA
If time permits, advise ATC
Resolution Advisory: “CLEAR OF CONFLICT”
Return to pervious flight level/altitude or vertical Advise ATC
profile

Table 30 - TCAS warning – standby to maneuvered

When a resolution advisory is issued, the red arc on the VSI is forbidden, and the green arc must be maintained
until clear of conflicting traffic. The ideal vertical speed to fly is where the green arc meets the red arc from
where the VS comes from. This will result in minimum deviation from original flight path.

The ideal attitude change to achieve the required vertical speed for a Beechcraft 1900 at cruising speed is
approximately 1° for every 400 fpm change required (E.g. if the RA requires 1500 fpm vertical speed, the
attitude change will be approximately 4°).

The PM must call out traffic distance and direction until the traffic is in sight, or when clear of traffic. If a TA
and/or RA is received by the TCAS, and the aircraft is in a turn, wings must be rolled level immediately until the
conflict is resolved.

When a climb or increase climb RA occurs with the aircraft in the landing configuration or on the go-around
phase, the normal go-around procedure should be performed, including the appropriate power changes and
configuration changes.

Following a flight where a RA was generated, an incident report must be submitted to the MALIAN AÉRO
COMPANY Safety Officer. This is not required for a TA.

57 GPWS/TAWS Warnings
Pilot Flying Pilot Monitoring
TAWS: ‘’CAUTION, TERRAIN. CAUTION, TERRAIN’’
If in level flight: Power levers .........+ 3,000 ft/lbs, ITT 720º MAX
“GPWS. CLIMBING” Propeller levers .......................... 1550 RPM
Power Power levers ....Adjust MAX 3,000 ft/lbs, ITT 720º
levers ........................... ADVANCE Engine instruments ............... IN THE GREEN
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“Set Climb Power” “Climb Power Set”
Autopilot .................... DISCONNECT
Altitude ............... ESTABLISH CLIMB
Continue climb until warning ceases
In if descent:
“GPWS. LEVELLING OFF”
Power levers ........... ADVANCE AS REQUIRED
Altitude ..................... MAINTAIN
If alert continues, establish climb
TAWS/GPWS: “TERRAIN, PULL UP. TERRAIN, PULL UP”
“GPWS. SET MAX POWER”
Power levers ............................ ADVANCE
Autopilot .................... DISCONNECT
Wings .............................. LEVEL
Attitude ............ SMOOTHLY TO 15º NOSE UP
Speed ................ VX (122 KNOTS)
If flaps and/or gear are extended:
“Flap 0. Gear Up”
Continue maneuver until aural warning ceases

Propeller levers ........................ 1700RPM

Power levers ...........,950 ft/lbs, ITT 800º MAX

“Max Power Set”Flap selector ...................0º
Landing Gear ...................................UP
Monitor ROC & IAS carefully. Call out radar altimeter
height and airspeed trend
TAWS/GPWS: “SINK RATE”
“Correcting”
Adjust attitude & power to silence warnings
If on final approach in IMC: Go Around
TAWS/GPWS: “DON’T SINK
“Correcting”
Adjust attitude & power to maintain level or climbing
flight
TAWS/GPWS: “TOO LOW GEAR/TOO LOW FLAPS”
Go Around
TAWS/GPWS: “GLIDESLOPE”
“Correcting”
Adjust attitude & power to re-establish on glide slope
Within 500’ to DA – Go Around
If in VMC, cancel warning if intentional

Table 31 - GPWS/TAWS Warnings

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58 GPWS/TAWS Warning
A GPWS or TAWS alert in IMC or at night must be responded to immediately, and the maneuver must be
continued until the warnings cease.

If a GPWS warning is received during an instrument approach, the standard missed approach must be flown.

Any warning in VMC may be considered as an advisory, provided visual separation with terrain can be
maintained.

59 Wind shear/Micro bust

Pilot Flying Pilot Monitoring
At the first indication of possible wind shear: “Wind Propeller levers ........................ 1700RPM
shear. Set Max Power” Power levers ........... ,950 ft/lbs, ITT 800º MAX
Simultaneously: “Max Power Set”
Advance Power Levers Monitor pitch attitude and if attitude is below 8-
Rotate to 8-10º attitude (do not use the FD 10º, call:
Refer to basic attitude). “Check Pitch”
Initially, do not attempt any Monitor ROC/ROD carefully. Call out Radio
configuration change Altimeter height and airspeed trend
If the aircraft is not climbing, smoothly increase When positively climbing and passing 400ft AGL:
pitch until a climb is established or the stall warning “Passing 400ft. Positive Climb”
is encountered. If stall warning is encountered Continue with normal Go Around
decrease pitch sufficiently to depart the stall
warning regime
Continue with normal Go Around

Table 32 - Wind shear-Micro bust

These procedures are applicable for take-off, approach and landing.

If wind shear or a microburst is suspected, or a shear is encountered that jeopardizes safety, initiate a go-
around. The key to recovering from wind shear is to fly the aircraft, so that it is capable of a climb gradient
greater than the wind shear-induced loss of performance.

Any configuration change should only be initiated once a safe altitude (usually acceleration altitude) has been
reached, and a positive climb is confirmed. The positive climb should be verified on at least two instruments.
Leave the gear down until you have this positive indication as it will absorb some energy on impact, should the
microburst exceed the aircraft’s climb capability.

The best wind shear procedure is avoidance. Recognize the indications of potential wind shear and avoid.
Normally, the standard wind/gust correction factor will provide a sufficient margin of climb performance. If the
sink rate is arrested, continue with the above procedure for microburst.

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60 Stall recovery
These procedures are applicable for take-off, approach and landing.

If wind shear or a microburst is suspected, or a shear is encountered that jeopardizes safety, initiate a go-
around. The key to recovering from wind shear is to fly the aircraft, so that it is capable of a climb gradient
greater than the wind shear-induced loss of performance.

Any configuration change should only be initiated once a safe altitude (usually acceleration altitude) has been
reached, and a positive climb is confirmed. The positive climb should be verified on at least two instruments.
Leave the gear down until you have this positive indication as it will absorb some energy on impact, should the
microburst exceed the aircraft’s climb capability.

The best wind shear procedure is avoidance. Recognize the indications of potential wind shear and avoid.
Normally, the standard wind/gust correction factor will provide a sufficient margin of climb performance. If the
sink rate is arrested, continue with the above procedure for microburst.

60.1 Clean

Pilot Flying Pilot Monitoring

Stall warning, buffet or signs of an impending stall:
“Stall. Set Max Power” Simultaneously:
Attitude ............... LOWER NOSE TO 5º
Power levers .....................ADVANCE
As airspeed increases, raise nose to establish climb
Above 128 knots and clear of terrain: Climb
sequence”
Continue as per normal take-off procedure
Propeller levers........................... 1700RPM
Power levers ............. ,950 ft/lbs, ITT 800º MAX
“Max Power Set”
When VSI and altimeter show positive rate of climb:
“Positive Climb”
Execute climb sequence
Continue as per normal take-off procedure

Table 33 - Clean – Stall set Max Power

60.2 Configured

Pilot Flying Pilot Monitoring

Stall warning, buffet or signs of an impending stall:
“Stall. Set Max Power” (Transient Limits if needed) Propeller levers .......................... 1700RPM
Simultaneously: Power levers .............,950 ft/lbs, ITT 800º MAX “Max
Attitude ...................... LOWER NOSE BY 2º Power Set”
Lowering Nose will cause height loss +/- 500ft When VSI and altimeter show positive rate of climb:
Power levers ...............................ADVANCE “Positive Climb”
As airspeed increases, raise nose to establish climb Flap selector ....................................... 17º
Above 128 knots and clear of terrain: Landing gear ..................................... UP
“Flap 17” Execute climb sequence
“Gear Up” Flight Director ....................... AS REQUIRED
“Flap 0. Climb sequence” When necessary: “Climb Sequence Complete”
Flight Director .................... AS REQUIRED Complete the After Take-off Checklist
Request “After Take-off Checklist”

Table 34 - Configured – Stall Set Max Power

Page 68 of 93
60.3 Stall recovery

Stall recovery is most effective if the nose is lowered as soon as the approaching stall is recognised, and
maximum available power is applied as quickly as possible. The PF must advance the power levers briskly to a
high power setting. Even if this results in an over-torque or over-temp situation, the PM will adjust as required.

Lowering the nose to the recommended attitudes combined with brisk power application and raising the nose
as soon as speed starts to increase will reduce height loss. Configuration changes must be avoided until clear of
the stall and a climb is established.

60.4 Stall in icing conditions

If a stall occurs due to icing, very few warning cues will occur.

The stall warning may not sound at all.

The stall may occur almost immediately after the buffet.

Stall speed significantly increases in icing conditions.

Stalling angle of attack is reduced in icing.

Stall recovery in icing will require the nose to be lowered to a much lower attitude to see an airspeed increase.
Height must be sacrificed for speed. When raising the nose, do it slowly, and ensure a secondary stall does not
occur.

If a stall occurred in icing conditions, avoid continuing the flight in such conditions as much as possible.

61 Crew incapacitation
Upon the first signs of crew incapacitation, the non-affected pilot must take over full control of the aircraft. In
case of incapacitation of a crew member, the remaining crew member shall as soon as possible call a third crew
member if they are on board the aircraft, or alternatively any able-bodied person. This person must then:

Tighten and manually lock the shoulder harness of the incapacitated crew member, ensuring that his/her arms
are crossed under the shoulder straps.

Pull the seat completely aft.

Ensure the body of the incapacitated crew member cannot interfere with the aircraft controls.

If there is nobody to help secure the incapacitated crew member as above, the remaining crew member must
do this, once the aircraft is on a safe flight path and altitude.

A request should be made for the assistance of any medical practitioner that may be onboard during passenger
operations.

Land as soon as possible. In order to alleviate pilot workload for the remainder of the flight, the remaining crew
member must:

Request priority handling and medical services if necessary. Make full use of the autopilot. Read all checklist
out loud.

62 Gear down flight

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In the event of a planned flight with gear down, performance corrections and limitations must be applied as per
Hawker Beechcraft Memorandum (AERO MEMO) 000590. Notably, the following limitations apply:

Only required crew members are permitted onboard. Do not fly in icing or extreme harsh weather conditions.
Do not retract undercarriage except if required in an emergency. Do not exceed 180KIAS. Avoid excessive pitch
attitudes on rotation and climb out. Do not take-off with a tailwind.

If the gear fails to retract after take-off, the gear down performance data (such as climb, cruise & single engine
service ceiling) may be used to aid the crew to assess whether it is feasible to continue to destination or di.

PART 3: TRAINING PROCEDURES

GENERAL

The purpose of providing procedures for general training manoeuvres is to prepare crew for proficiency checks
and for the initial conversion, where these manoeuvres are required to be demonstrated as part of the initial
and recurrent training.

The turn and VMC demonstration procedures are recommended procedures only

Manoeuvres may not be carried out during operational flights.

All exercises must start from a reference heading and altitude. Once the manoeuvre is complete, the aircraft
must be returned to this reference heading and altitude.

63 Steep turn
Pilot Flying Pilot Monitoring
Airspeed ........................... 180 KNOTS
Torque ................... +2,000FT/LBS
Entering Turn
Bank Angle ................ ROLL TO 45º
Attitude .............. +3-5º NOSE UP
Torque ................... +2,200FT/LBS
(TO MAINTAIN 180 KNOTS)
Exiting Turn
Bank Angle .................ROLL TO 0º
Attitude .......... BACK TO ORIGINAL
Torque .................. +2,000FT/LBS
(TO MAINTAIN 180 KNOTS)

Table 35 - Steep turn

64 Stall entry and recovery (clean)

Pilot Flying Pilot Monitoring
Safety checks................. COMPLETE
Stall entry
Power lever .............. FLIGHT IDLE
“Cancel the Landing Gear Warning Horn”
Cancel the landing gear warning horn

“Props full forward” Propeller levers ....... FULL FOWARD

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 Altitude & Heading ............ MAINTAIN
Pull back on the control colum to maintain altitude
Electric trim may be used until decelerating Through
120 Kts
No aileron input when approaching the stall
Stall warning buffet or signs of approaching stall
“Stall. Set maximum power” Transient Limits if Needed
Simultaneously
Attitude ...........LOWER NOSE BY 2°
Power lever ..... .. ADVANCE

“Max power set”

Table 36 - Stall entry and recovery

65 Stall entry and recovery (clean) TALL

Pilot Flying Pilot Monitoring
Safety checks.................... COMPLETE
Stall entry
Power lever ............... FLIGHT IDLE
“Cancel the Landing Gear Warning Horn”

Cancel the landing gear warning horn

“Props full forward” Propeller levers ........... FULL FOWARD

Altitude & Heading .......... MAINTAIN

Pull back on the control column to maintain
altitude
Electric trim may be used until decelerating Through
120 Kts
No aileron input when approaching the stall
Stall warning buffet or signs of approaching stall
“Stall. Set maximum power” Transient Limits if
Needed
Simultaneously
Attitude ...........LOWER NOSE BY 2°
Power lever ..... .. ADVANCE

“Max power set”

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 As speed increases, raise nose to establish climb
When VSI and altimeter shows positive rate of
climb
“Positive climb”

Above 128 Knots and clear of terrain Execute climb sequence

“Climb sequence”

Continue as per normal take-off procedure Continue as per normal take-off procedure

Table 37 - Stall entry and recovery (clean) Tall

66 Stall entry and recovery (configured)

Pilot Flying Pilot Monitoring
Safety checks ......................... COMPLETE
Configuration:
IAS below 188 knots:
“Flap 17”
IAS below 180 knots: “Gear Down”
“Props Full Forward”
IAS below top of white arc (154 or 143 knots): “Flap
35”
Stall Entry:
Power levers.... FLIGHT IDLE Flap selector ................................... 17º
Altitude & Heading .................. MAINTAIN Landing gear.......................... DOWN
Pull back on the control column to Propeller lever ...........FULL FORWARD
Maintain altitude Flap selector ............................. 35º
Power lever ..... ,950 ft/lbs, ITT 800ºMAX “Max
Electric trim may be used until Power Set”
Decelerating through 120 knots Flap selector ................................. 17º
When VSI and altimeter show positive rate of climb:
No aileron input when approaching the “Positive Climb”
stall Landing gear............................. UP
Stall warnings, buffet or signs of approaching stall: Execute climb sequence
“Stall. Set Max Power” Transient Limits if Needed
Simultaneously:
Attitude .....................LOWER NOSE BY 2º
Power lever ........................... ADVANCE
As speed increases, raise nose to establish climb
Above 128 knots and clear of terrain:
Flap 17”
“Gear up”
“Flap 0. Climb Sequence”

Table 38 - Table 5: Stall entry and recovery (configured)

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67 VMCA Demonstration (Simulator Only)
Pilot Flying Pilot Monitoring
Safety checks .......................... COMPLETE
Configuration:
IAS below 188 knots: “Flap 17”
“Props Full Forward”
Entry:
One power lever .................... FLIGHT IDLE
Direction ................................MAINTAIN
“Cancel the Landing Gear Warning Horn”
“Set Max Power on the Live Engine”
Attitude ................................... INCREASE
Raise the nose to decrease speed. Increase rudder & aileron
input as required to maintain direction & wings level
Recovery: At 20º heading loss
Live power lever ............... RETARD HALFWAY
Attitude ........................... 5º NOSE DOWN
Heading ......... TURN ONTO INITIAL HEADING At 128 knots:
Live power lever ........................ ADVANCE
“Set Max Power on the Live Engine”
Altitude ...........RETURN TO INITIAL ALTITUDE

Flap selector .................................. 17º

Propeller levers ..................... FULL
FORWARD
Cancel the landing gear warning horn
Live power lever ....... 3,950 ft/lbs, ITT 800º
MAX
“Max Power Set”
Live power lever ......... 3,950 ft/lbs, ITT
800º MAX “Max Power Set”

Table 39 - VMCA Demonstration (Simulator Only)

68 VMCA Demonstration
The purpose of a VMCA demonstration is to show how directional control can be lost when flying asymmetric.

Maintaining altitude for the demonstration is irrelevant.

As this is a demonstration, all actions and effects on aircraft control must be verbalized.

69 Circuit training
Pilot Flying Pilot Monitoring
Cleared and ready for take-off Confirm ready:
“Standby for Take-off” “Standing by/Negative”
Power levers .......................... ADVANCE When auto-feather annunciators
“Set MAX/REDUCED Power” illuminate “Auto-feather Armed”
“Checks” When power is set:

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Remove hand from power levers “MAX/REDUCED Power Set”
Rotate at 3º per second into the FD Bars At 80 knots: “80 Knots”
“Gear Up” At V1: “V1”
“Flap Zero, Climb Sequence” At VR:
(If engine anti-ice is on for take-off & the aircraft is not in “Rotate”
icing conditions, the Captain must close them at the When VSI and altimeter show positive
beginning of the Climb Sequence. The Captain must say: rate of climb: “Positive Climb”
“Engine Anti-ice Off”) Landing gear ................................. UP
At 160kts: Taxi light ................................... OFF
Flight Director .................... HDG, IAS/CLM At acceleration altitude:
“Acceleration Altitude”
Execute Climb Sequence:
Speed ............... MINIMUM 128kts
Flap Selector ....................... 0º
Power Levers .. + 3,000ft/lbs, ITT 720º
MAX Propeller Levers ...... 1550RPM
Power Levers ....................... ADJUST
MAX 3,500ft/lbs, ITT 720º
Bleeds .......................... OPEN
ENVIR Mode Control .... .. AUTO
Engine Instruments. CONFIRM NORMAL
Yaw Damper .................. ON
Flight Director ............ HDG, IAS/CLM
“Climb Sequence Complete”
Lookout for conflicting traffic
Do After Take-off Checklist to the line
500’ – 1,000’ AGL ................ TURN DOWNWIND At circuit altitude:
Request “After Take-off Checklist” Flight director ...........................ALT
At circuit altitude: Flap selector ............................. 17º
Flight director ..................................ALT Landing gear ......................... DOWN
Power levers .......................... + 1,500 FT/LBS Propeller levers .......... FULL FORWARD
Airspeed ............................... + 160 KNOTS Flap selector ............................. 35º
On downwind: Set runway heading
“Flap 17” Read the Landing Checklist
“Gear Down”
On base position or equivalent (to initiate descent):
“Props Full Forward”
“Flap 35”
When turning final approach:
“Set Runway Heading”
Yaw Damper ................. DISCONNECT
(If engine anti-ice is ON is required for landing, the
Captain must open them before 500ft AGL. The
Captain must say: “Engine Anti-ice ON”)
Request “Landing Checklist”
TAWS/GPWS “500”: TAWS/GPWS “500”:
“Checks” “Five hundred ft, in the slot”
After all wheels are on the ground:
Flap selector……AS REQUIRED FOR TAKE-OFF When power is set:
When auto-feather annunciators
illuminate

Power Levers ................. ADVANCE “Set MAX/REDUCED Power”“Auto-

feather Armed”
“Set MAX/REDUCED Power” “Auto-feather
“MAX/REDUCED Power Set”
Remove hand from power levers At V1:
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 “V1”

At VR:

Continue from “Positive Climb” of the “Circuit Training” flow.

Table 40 - Circuit training

PART D: APPENDICES

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Appendix A: SUPPLEMENTARY SOP

With multiple crews rotating on and off our aircraft, sometimes standards are forgotten or for any variety of reasons,
the standards may not even be communicated. As a result, items get misplaced, procedures are forgotten, and
confusion can occur. This SUPPLEMENTARY SOP is designed as a "housekeeping" document to clarify the standards that
have been and should continue to be maintained in our operations.

Fuel Reserves:

Because of the lack of suitable alternate airports in Mali, Standard minimum fuel reserves for the Beech 1900 operations
shall be 1,300 lbs. Any landing with less than 1,000 lbs. shall require a written report explaining the reason for landing with
less than standard minimum. Exception to this shall be where IFR reserves have been planned and a landing was made
at an IFR alternate.

Mali Refuelling for International Flights:

All refuelling for international flights shall be done on the main ramp by the airport refuelling company. This is to take
advantage of tax fee fuel for international flights.

MOPTI, TOMBOUCTOU, GAO Refuelling:

When refuelling at these airports, take only the quantity needed for the flight as the price per litre is very expensive
in comparison to Bamako’s fuel price. MAC has an account with TOTAL FUEL SUPPLIES so no cash is needed for the fuel
purchase in Bamako only.

Night Alternates:

Suitable Bamako night alternates are: a) DFOO (BOBO-DIOULASSO)

ASECNA Landing Fees:

At all government airstrips there is a landing fee that must be paid to ASECNA. The amount is usually less than
4.000 F/CFA unless there is an overnight, night landing or parking fee added. This must be paid prior to departure.
All ASECNA landing fees in Bamako are automatically billed to the MAC account and paid on a monthly basis.

Procedures for starting and taxiing an aircraft

All persons required to start or taxi MAC aircraft will undergo specific instruction on starting, handling start up
emergencies correctly, shutdown and correct taxi procedures in confined areas.

Captains or Captains in Training shall receive this instruction as part of their initial line training.

All First Officers (FO) required to start or taxi the aircraft without a Captain occupying the left seat position shall have
received instruction from the Chief Pilot on engine starts, potential start up emergencies, shutdown procedures, and
safe taxi procedures.

A minimum of 3 start/taxi procedures under the training of the Chief Pilot or designate, together with a notation
approving this procedure shall be placed on the pilot’s permanent file for insurance purposes.

First Officer taxiing single pilot at night from MAC hanger to main ramp. ............... approval is only granted if two ramp
workers available to guard wings until clear of all aircraft & obstacles.

This policy does not allow for night taxi back to the MAC hanger single pilot for FO's....

but may be exercised if both crews are occupying crew seats to enhance training.

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Appendix B: COCKPIT LAYOUT

Page 77 of 93
Appendix C: HOW TO COMPLETE A WEIGHT AND BALANCE

Page 78 of 93
Appendix D: RECOMMENDED SPEEDS TO FLY ON AN ILS

Page 79 of 93
Appendix E: DESCENT POINT CALCULATION

The following procedure is a guide to pilots on how to calculate a descent point which will result in a comfortable descent
profile, allowing adequate time for the cabin to descend, and time for the aircraft to decelerate to configure for
landing.

TECHNIQUE:

Rate of Descent: 1500 fpm.

Speed: Barber’s pole -10 knots.

Power: As required to maintain speed.

Alternatively, power can be set at 1500 – 2000 ft-lbs.

CALCULATION:

Height to lose (in thousands of feet) x 3 = distance (in nm) from which descent must be commenced. Recommendation:

Add additional 5 nm to all for deceleration.

Example:

Cruising level: FL 250.

Airfield elevation: 5,000ft.

Height to lose: 20,000 ft. 20

x 3 = 60 nm.

Deceleration: + 5 nm.

Descent point: 65 nm to destination.

Frequently during the descent, the calculation must be redone to ensure the correct profile is maintained. Example:

Descending through FL 200.

Height to lose: 15,000 ft.

15 x 3 = 45 nm.

Deceleration: + 5 nm.

Aircraft should be 50 nm to destination.

If the aircraft is further than 50 nm, reduce the rate of descent. If the aircraft is closer than 50 nm, increase rate of descent.

OTHER CALCULATIONS:

Rate of descent required 2000 fpm: Multiply height to lose by 2. Rate

of descent required 1000 fpm: Multiply height to lose by 4.

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Appendix F: AUTOPILOT

The following serves as a reference on how the autopilot should be used. For more detailed information, refer
to the appropriate supplement in the 1900 D AFM.

Limitations:

Cruise: not below 1000 ft AGL.

Approach: not below 200 ft AGL.

The correct autopilot computer must be selected prior to flight. If the PF is in the left seat, the left autopilot
computer must be selected, and vice versa.

Emergency procedures:

Autopilot malfunction/trim runaway

Control column. ................ HOLD FIRMLY, BE PREPARED TO ACCEPT CONTROL WHEEL

FORCES AP YD/DISC TRIM Switch (Red button on control column) ............. DEPRESSFULLY

Do not use the autopilot if the A/P FAIL annunciator is illuminated. Select opposite autopilot if autopilot use is
desired.

Manual autopilot disengagement:

The autopilot will disengage when one of the follow events occur:

(Procedures in blue are the normal procedure to use when autopilot disengagement is desired)

AP YD/DISC TRIM Switch (Red button on control column) ....... DEPRESS TO FIRST LEVEL.

Automatic autopilot disengagement:

Disengagement will normally be followed by an aural warning.

Electric Power .................................... MAJOR DEGREDATION, INTERRUPTION, OR LOSS

Vertical Gyro (ATT flag on EADI) ................................................................. FAILURE

Bank Angle ................................................................................... MORE THAN 45°

Air Data Computer (ADC) ......................................................................... FAILURE

A/P FAIL Annunciator ........................................................................ ILLUMINATED

EFIS Drive Transfer Switch. .................. SIDE OPPOSITE TO ACTIVE AUTOPILOT SELECTED

GENERAL NOTES:

Do not use the autopilot if the A/P TRIM FAIL Annunciator is illuminated. Illumination of this annunciator means
that the elevator trim servo is not responding to commands from the autopilot. The autopilot will not disengage,
but the electric trim will disengage automatically. In the event of an engine failure with the autopilot engaged,

Page 81 of 93
disengage the autopilot, complete all emergency procedures, retrim the aircraft and then re-engage the
autopilot, if desired. The rudder must be manually retrimmed after every power and configuration change. The
autopilot will not automatically correct an overspeed and stall condition. The autopilot must be disengaged and
the condition corrected manually. The yaw damper will automatically engage when the autopilot is engaged.

The vertical control switch adjusts the following modes in the following increments:

ALT ................................................................................................................... ± 25 ft

IAS.................................................................................................................. ± 1 knot

VS.................................................................................................... ± 200 ft per minute

PITCH HOLD ............................................................................................................................. ± 1°

DSC ..............................................................................................................± 200 ft per minute

During CLM mode autopilot will return the programmed climb schedule.

CLM mode provides the following speed schedule: 160 knots up to 10,000 ft, then 2 knots decrease per 1,000
ft above 10,000 ft.

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Appendix G: SURFACE DE-ICE

Surface De-Ice:

During icing conditions in flight, the wing surfaces must be monitored for ice accumulation. When the ice
accumulation is 2.5 – 3.8 cm thick, the surface de-ice must be activated to remove the ice accumulations from
the wing.

When activating the surface de-ice (SINGLE selection on the surface de-ice switch), the following annunciators
should be observed: ‘OUTBD WING’, ‘INBD WING’, TAIL DEICE’. If these annunciators do not illuminate, use the

MANUAL selection of the surface de-ices switch. This switch must be held in this position until all the surface
deice annunciators illuminate for at least 6 seconds.

Note: Momentary illumination of the ‘BLEED AIR FAIL’ annunciator may occur during manual boot activations.

Do not use the surface de-ice below -40°C.

Propeller De-Ice:

In visible moisture, in temperatures below 0°C, the propeller de-ice must be switched on. The de-ice ammeter
must be monitored to ensure that the indication is within the green arc.

A lower than normal ammeter reading may indicate a failure of one of the four prop de-ice boots. This could
lead to uneven de-icing of the propeller, which may result in engine vibrations. The propeller anti-ice must then
remain off, and crew must exit icing conditions soon as possible.

PERFORMANCE DEGRADATIONS:

The following degradations in performance were determined with simulated ice shapes installed on the aircraft
to represent ice that could accumulate on the protected surfaces just prior to surface de-ice activation (2.5 –
3.8 cm) and on unprotected surfaces during 45 minutes of icing flight

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Appendix H: GPS USE

Modern GPS’s are useful tools that may be used to ensure accurate navigation and easier in-flight re-planning.
They act as simplified Flight Management Systems, and can greatly reduce pilot workload and increase
situational awareness.

However, GPS’s may not be used as a sole means of navigation. The following serves as a guide to pilots on how
to use the GPS in conjunction with other onboard avionics and pre-flight preparation.

Limitations:

May not be relied on as a sole means of navigation.

May not be used as a sole means of reference during instrument approach procedures.

May not be used as sole means of reference below MSA or Grid MORA.

General use:

When entering waypoints into the GPS, ensure that the co-ordinates in the GPS database corresponds with the
co-ordinates on the OFP/en-route chart/Jeppesen Plate/Jungle Jeppe. – NEVER ASSUME THAT THE WAYPOINTS
IN THE GPS DATABASE ARE CORRECT.

When tracking to a beacon using the GPS, ensure the beacon is tuned, identified and tested and information
from the RMI & EHSI correspond with GPS information.

Do not use GPS ETA’s during the climb – GPS’s use current ground speed to calculate ETA’s.

A couple of degrees track difference between OFP, GPS and relevant en-route chart may exist. This is normal.

Avoid constantly resetting the track by pressing ‘DIRECT’ to next waypoint/destination.

When using the GPS as reference for holding, ensure that there is not a waypoint programmed in after
theholding point. The GPS will automatically give instructions to route to the next waypoint once the holding
point is reached. If followed, it will lead the aircraft away from the holding area.

Page 84 of 93
Appendix I: SINGLE ENGINE FLIGHTPATH AFTER TAKEOFF

Do not operate propellers in feather while the aircraft is stationary.

The propellers may only be in feather for feather checks, and for as short time as possible.

Do not operate propellers in ground fine while the aircraft is stationary. Ground fine should only be used when
needed in taxi to slow the aircraft down.

Reverse is not allowed on the ground except for landing.

Take Off:

Torque: 3950 ft-lbs (Red line)

ITT: 800° C (Red line)

N1: 104%

RPM: 1700*

Take off power is limited to 5 minutes (yellow arc of the torque and ITT Mares).

A reduced power takes off must be done whenever possible. This is to reduce engine wear and tear without
compromising minimum take off requirements. One in every 25 take offs must be a maximum power take off.
Torque settings for take-off are published in the 1900D MALIAN AÉRO COMPANY QRH. These are static torque
settings, and ram air effect is already compensated for - Slight torque increase further on the roll does not need
adjustment.

*RPM for take-off may be up to 1735 RPM with an oil temperature between 85°C and 90°C. A maximum of 10
RPM split is allowed.

Max Cruise & Climb:

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Torque: 3750 ft-lbs (Top of green)

ITT: 760° C (Diamond)

N1: 104%

RPM: 1700

This is the maximum power for cruise and climb as stated by the manufacturer. It should only be exceeded for
take-off, and any emergency that requires it.

MALIAN AÉRO COMPANY SOP’s further limits climb & cruise power to 740°C ITT & 3500 ft-lbs torque, unless
otherwise specified for specific operations. Intermediate/high speed cruise settings should be used during
normal operations.

Max continuous:

Torque: 3750 ft-lbs (Top of green)

ITT: 780° C (Top of green)

N1: 104%

RPM: 1700

This is the maximum continuous power. This should only be exceeded during takeoff, and any emergency that
requires it.

Vle: 180 KIAS (Maximum speed for operation with gear extended)

Vlo : 180 KIAS ((Maximum speed for cycling the gear)

Vmo : 248 KIAS (Maximum operating speed – barber’s pole)

Mmo : 0.48 Mach (Maximum operating mach number)

Maximum Demonstrated Crosswind Component: 22 KIAS

Fuel:

Maximum fuel in the auxiliary tanks: 621 lbs per tank (1242 lbs total)

Maximum fuel in the main tanks: 1621 lbs per tank (3242 lbs total)

Maximum fuel imbalance: 200 lbs

Auxiliary fuel must be burned off in flight prior to using the fuel in the main tanks.

Weights (structural limitations only):

Maximum Ramp Weight: 17230 lbs (7815 kg)

Maximum Take Off Weight: 17120 lbs (7765 kg)

Maximum Landing Weight: 16765 lbs (7604 kg)

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Maximum Zero Fuel Weight: 15165 lbs (6878 kg)

Maximum Weights on Cargo Compartments:

Forward: 250 lbs (113 kg)

Aft (forward section): 1000 lbs (454 kg)

Aft (aft section): 630 lbs (286 kg)

Cabin floor loading limit: 100 lbs/sq ft (488 kg/sq m)

Maximum Flight Load Factors:

Flaps up: +3G/-1.2G

Flap 17° & 35°: +2G/-0G

Page 87 of 93
Appendix J: DESCENT POINT CALCULATIONS

The following procedure is a guide to pilots on how to calculate a descent point which will result in a comfortable
descent profile, allowing adequate time for the cabin to descend, and time for the aircraft to decelerate to
configure for landing.

Technique:

Rate of Descent: 1500 fpm.

Speed: Barber’s pole -10 knots.

Power: As required to maintain speed.

Alternatively, power can be set at 1500 – 2000 ft-lbs.

Calculation:

Height to lose (in thousands of feet) x 3 = distance (in nm) from which descent must be commenced.

Recommendation: Add additional 5 nm to all for deceleration.

Example:

Cruising level: FL 250.

Airfield elevation: 5,000ft.

Height to lose: 20,000 ft. 20

x 3 = 60 nm.

Deceleration: + 5 nm.

Descent point: 65 nm to destination.

Frequently during the descent, the calculation must be redone to ensure the correct profile is maintained. Example:

Descending through FL 200.

Height to lose: 15,000 ft.

15 x 3 = 45 nm.

Deceleration: + 5 nm.

Aircraft should be 50 nm to destination.

If the aircraft is further than 50 nm, reduce the rate of descent.

If the aircraft is closer than 50 nm, increase rate of descent.

Another calculation:

Rate of descent required 2000 fpm: Multiply height to lose by 2. Rate

of descent required 1000 fpm: Multiply height to lose by 4.

Page 88 of 93
Appendix K: ICING

The 1900 D is approved for flight in icing conditions. This however, does not include all icing conditions that may
be encountered (e.g. freezing rain, freezing drizzle, mixed conditions or conditions defined as severe). Some
icing conditions may produce hazardous ice accumulations which exceed the capabilities of the aircraft’s ice
protection equipment and/or create unpredictable aircraft performance. Pilots must exercise caution when
icing conditions exist.

A speed of 160 knots or greater must be maintained in icing conditions. This ensures that ice accumulations do
not occur on surfaces where the ice protection systems cannot de-ice the aircraft. When approaching and
landing in icing conditions, configuration changes must be delayed for as long as possible.

There are two types of ice protection systems installed on the 1900 D: Anti-ice systems & de-ice systems.

Anti -ice systems

Anti-ice systems are used to prevent ice accumulation/ingestion. They need to be activated prior to entering
icing Conditions.

These systems are:

Engine anti-ice (inertial separator).

Engine auto-ignition.

Windshield heaters.

Fuel vent heaters.

Pitot heaters.

Alternate static source heaters.

Wing ice lights.

Stall warning heater.

If a possibility exists that ice could have formed within the pitot-static system overnight, or a possibility of icing
exists on the ground, these items (except engine auto-ignition and wing ice lights) should be switched on after
start. For Malian AÉRO Company operations, the following items must be switched on prior to take off, and
remain on during the entire flight:

Engine auto-ignition.

Windshield heaters.

Fuel vent heaters.

Pitot heaters.

Alternate static source heaters.

Stall warning heater.

Page 89 of 93
Wing ice lights (night operations in possible icing conditions only).

The engine anti-ice must be switched on below 5°C when flight clear of visible moisture cannot be assured. A
torque drop is normal when the engine anti-ice is switched on. The torque may be reset to its original value, as
long as N 1 and ITT limits are observed. If torque is reset, a 5% increase in overall fuel flow will occur.

Note: If the Windshield heaters were left off for take-off, avoid switching them on in flight in very cold
conditions.

This could lead to the windshields cracking due to the sudden increase in temperature.

De-ice systems

Surface De-Ice:

During icing conditions in flight, the wing surfaces must be monitored for ice accumulation. When the ice
accumulation is 2.5 – 3.8 cm thick, the surface de-ice must be activated to remove the ice accumulations from
the wing.

When activating the surface de-ice (SINGLE selection on the surface de-ice switch), the following annunciators
should be observed: ‘OUTBD WING’, ‘INBD WING’, TAIL DEICE’. If these annunciators do not illuminate, use the
MANUAL selection of the surface de-ice switch. This switch must be held in this position until all the surface de-
ice annunciators illuminate for at least 6 seconds.

Note: Momentary illumination of the ‘BLEED AIR FAIL’ annunciator may occur during manual boot activations.
Do not use the surface de-ice below -40°C.

Propeller De-Ice:

In visible moisture, in temperatures below 0°C, the propeller de-ice must be switched on. The de-ice ammeter
must be monitored to ensure that the indication is within the green arc.

A lower than normal ammeter reading may indicate a failure of one of the four prop de-ice boots. This could
lead to uneven de-icing of the propeller, which may result in engine vibrations. The propeller anti-ice must
then remain off, and crew must exit icing conditions soon as possible. Use of propeller de-ice at temperatures
above 10°C may damage the propeller.

Performance degradations

The following degradations in performance were determined with simulated ice shapes installed on the aircraft
to represent ice that could accumulate on the protected surfaces just prior to surface de-ice activation (2.5 –
3.8 cm) and on unprotected surfaces during 45 minutes of icing flight.

Page 90 of 93
Appendix L: GPS USE

Modern GPS’s are useful tools that may be used to ensure accurate navigation and easier in-flight re-planning.
They act as simplified Flight Management Systems, and can greatly reduce pilot workload and increase
situational awareness.

However, GPS’s may not be used as a sole means of navigation. The following serves as a guide to pilots on how
to use the GPS in conjunction with other onboard avionics and pre-flight preparation.

Limitations

May not be relied on as a sole means of navigation.

May not be used as a sole means of reference during instrument approach procedures.

May not be used as sole means of reference below MSA or Grid MORA.

General use

When entering waypoints into the GPS, ensure that the co-ordinates in the GPS database corresponds with the
co-ordinates on the OFP/en-route chart/Jeppesen Plate/Jungle JEPP. – NEVER ASSUME THAT THE WAYPOINTS
IN THE GPS DATABASE ARE CORRECT.

When tracking to a beacon using the GPS, ensure the beacon is tuned, identified and tested and information
from the RMI & EHSI correspond with GPS information.

Do not use GPS ETA’s during the climb – GPS’s use current ground speed to calculate ETA’s.

A couple of degrees track difference between OFP, GPS and relevant en-route chart may exist, this is normal.

Avoid constantly resetting the track by pressing ‘DIRECT’ to next waypoint/destination.

When using the GPS as reference for holding, ensure that there is not a waypoint programmed in after the
holding point. The GPS will automatically give instructions to route to the next waypoint once the holding point
is reached. If followed, it will lead the aircraft away from the holding area.

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 Appendix M: Acronyms

ALT- Altitude IAF- Initial Approach Fix

ALTN- Alternate Aerodrome IAS- Indicated Airspeed
AMSL- Above Mean Sea Level L- Locator Beacon
ASI- Airspeed Indicator LLZ- Localizer (also LOC)
CAA- Civil Aviation Authority MAP- Aeronautical Maps and Charts (Section of the AIP)
CAS- Calibrated Air Speed - Missed Approach Point (Aerad & Jeppessen Charts)
CDI- Course Deviation Indicator MAPt– Missed Approach Point
DA- Decision Altitude MDA – Minimum Decent Altitude
DH- Decision Height MDA(H)- Combination of MDA & MDH
DI- Directional Indicator MDH- Minimum Decent Height
DME- Distance Measuring Equipment MSA- Minimum Sector Altitude
EAT- Expected Approach Time MSL- Mean Seal Level
ELEV- Elevation Nm- Nautical Miles
FAF- Final Approach Fix OBS- Omni Bearing Selector
FAP- Final Approach Point OCA- Obstacle Clearance Altitude
FL- Flight Level OCA (H)- Combination of ( OCA & OCH)
GS- Glide slope OFP- Operational Flight Plan
HDG- Heading OPS- Operations
HPa- Hectopascals PAPI- Precision Approach Path Indicator
HSI – Horizontal Situation Indicator
PANS-OPS- Procedures For Air Navigation Services – Aircraft Operations
RWY- Runway
SID- Standard Instrument Departure
STAR- Standard Terminal Arrival Route
TDZ- Touch Down Zone
VIS- Visibility
VSI- Vertical Speed Indicator
W/V- Wind Velocity

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