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 CHECKLIST 6.00.00
PAGE 1
CONTENTS ISSUE 1

AIRPLANE OPERATING
MANUAL

FOKKER
100
SECTION 6

CHECKLISTS

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PAGE 2
CONTENTS ISSUE 1

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PAGE 3
CONTENTS ISSUE 1

6.01.00 Introduction Page

-General --------------------------------- 1
-Checklist Usage --------------------------------- 1
-Reading a Checklist -------------------------------------- 1
-Requesting a Checklist -------------------------------------- 1
-Respond to a Checklist -------------------------------------- 2
-Interrupted Checklist -------------------------------------- 2
-Open Items -------------------------------------- 2
-Deviation from Standard -------------------------------------- 2

6.02.00 Expanded Normal Checklist

-Flight Deck Checklist ------------------------------------- 1

-Final Flight Deck Checklist ------------------------------------- 2
-Before Start Checklist ------------------------------------- 2
-After Start Checklist ------------------------------------- 3
-Taxi Checklist ------------------------------------- 3
-Before Take Off Checklist ------------------------------------- 4
-After Take Off Checklist ------------------------------------- 4
-Descent Checklist ------------------------------------- 4
-Approach Checklist ------------------------------------- 5
-Final Checklist ------------------------------------- 5
-After Landing Checklist ------------------------------------- 5
-Parking Checklist ------------------------------------- 6
-Final Parking Checklist ------------------------------------- 6
-De-Icing Checklist ------------------------------------- 7

6.03.00 Abriged Normal Checklist

-Flight Deck Checklist ------------------------------------- 1

-Before Start Checklist ------------------------------------- 1
-After Start Checklist ------------------------------------- 2
-Taxi Checklist ------------------------------------- 2
-Before Take Off Checklist ------------------------------------- 2
-After Take Off Checklist ------------------------------------- 2
-Descent Checklist ------------------------------------- 3
-Approach Checklist ------------------------------------- 3
-Final Checklist ------------------------------------- 3
-After Landing Checklist ------------------------------------- 4
-Parking Checklist ------------------------------------- 4
-Final Parking Checklist ------------------------------------- 4
De-Icing Checklist ------------------------------------- 5

6.04.00 Stick Checklist

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 CHECKLIST 6.01.00
PAGE 1
Introduction INTRODUCTION ISSUE 1

General
This section contains the expanded & abridged normal checklists. The expanded normal
checklist contains all main and sub checklist items. The sub items must be committed to
memory.
The normal checklist is used to make sure that the airplane is safely prepared for the next
phase of flight. It serves to verify actions already performed or which has to be performed.
Checklists are kept as short as possible, include, however, all safety items and other items
seriously affecting economy and shall therefore not be interrupted.

Checklists must be completed in the given order. No normal operating checklist may be
omitted.
The complete flight deck checklist must be completed prior any first acceptance of the
airplane, after complete shutdown or any maintenance action accomplished.

Checklist Usage

Reading a Checklist

On ground all checklists are requested by the Commander and read by the Co-Pilot.
In flight all checklists are requested by the PF and read by the PNF.
Only the check items left side of the print line are read. The reader shall verify that the answer
complies with the check list before proceeding.

( ) means to be read silent.

A checklist is terminated by announcing: „....... Checklist completed“

If appropriate certain checklist items may be performed ahead of the time but must be
confirmed when read by the Pilot Non Flying (PNF) (e.g. take-off briefing – completed). All
checklist tasks must be worked through in the given order. Changing of lines or jumping over
items is not allowed
If a line separates the checklist, it is undserstood that the pilot reading will stop at the line
and call “….Checklist completed down to the line”. In order to continue, the proper call
will be “….Checklist below the line” and it is understood that the checklist will be continued
from below the line without having to refer to the orginal checklist.

Requesting a Checklist

Prior to requesting a checklist, PF (on ground always the Commander) shall ensure:

-that all active crew members are at their stations

-that all required actions have been performed

Then he shall request the appropriate checklist by announcing the Checklist heading.

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Introduction INTRODUCTION ISSUE 1

Respond to a Checklist

For each item one or both Crew Member (CM) are assigned to answer.
Assignment depends on role (PF, PNF) or seat location (Commander-1, Co-pilot-2) and is
printed behind each checklist line.
If more than one CM is assigned in the sequence to respond is > PF/ PNF < or > 1 / 2 <.
The assigned CM shall only respond after having checked the existing configuration/
condition. The other CM shall, whenever feasible, cross-check the validity of the response to
provide redundancy with the term „Checked“.

RMK: Checklist responds “On, Off, Set” and items related to altimeter readings are
also PNF responds.

Crew members mentioned are:

Commander .….......………………………. L/H seat

Co-Pilot ………………………………. R/H seat
PF ………………………………. Pilot Flying
PNF ………………………………. Pilot Non Flying

Interrupted Checklist

When a crew is interrupted during checklist work (e.g. communication with ATC or cabin
crew) the Pilot Non Flying (PNF) must mark the last line completed with his thumb. Once the
checklist work can be continued the Pilot Non Flying (PNF) challenges the Pilot Flying (PF)
with the last checklist line which has been completed and starts from there again.

If the checklist work has been interrupted through complex communication or manipulations
(e.g. reprogramming of the FMS), or if the Pilot Non Flying (PNF) has lost the line, the
checklist must be started over from the beginning.

Open Items
If for certain reasons the flight crew has been chosen a period of time for the application of a
checklist which, after all, did not allow for a completion of all items, one so called open item
(i.e. uncompleted checklist task represented by one line) may be kept.
When the Pilot Non Flying (PNF) reaches the end of a checklist in which one item remained
uncompleted he must report “XXX Checklist completed except YYY”. The following
checklist may only be started after the open item has been completed.

After the completion of the open item the Pilot Non Flying (PNF) must report: “XXX
Checklist completed”.

Deviation from standard

If the configuration / condition is inadvertently not in accordance with the checklist standard
corrective action shall be initiated before proceeding.

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PAGE 3
Introduction INTRODUCTION ISSUE 1

If the actual configuration/ condition is purposely not in accordance with the checklist
standard (special/ abnormal operation, MEL procedure) the response must be modified to
reflect the actual situation (specific answer).

The deviation from standard must be realized by all CM`s.

Normal procedure, which either are not related to direct checklist usage or which describe
optional operation of complex systems are found in chapter FLIGHT TECHNIQUES.
Checklist appropriate to Non-Normal situations are contained in Quick Reference Handbook
(QRH).

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Introduction INTRODUCTION ISSUE 1

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FLIGHT DECK CHECKLIST

Exterior& Flight deck Safety Insp COMPLETED 1/2

Oxygen Mask CKD&100% 1/2
Cabin Signs ON / ON 1
Hydraulics - check min 70%, amber and white lights out CHECKED 1
Flight Recorder - Push FDR p/b and check white on light ON 1
Test Panel Checked 1/2
Batteries ON 1
Fuel Quantity -x check fuel quantity against min fuel requiered CHECKED 1/2
acc. to flight plan and individual tank quantities
for equal distribution
Pressurization - check LDG ALT of destination set, amber and SET 1
white lights out
Emergency Lights ARMED 1
Window Heat –select Window Heat on and check Window Heat ON 1
Selector “LO” (if applicable)
EFIS/FMP -adjust brightness for PFD/ND SET 1/2
-set required ND mode (range 15 NM-B)
-set FD on
-push Traffic Display P/B `TRFC´(shows green bar)
-set MDA to single ENG acc. Alt
(acc. TAC+airport elevation, rounded up to next higher
full hundred)

Source Selector Sw- check all source select switches as required CHECKED 1/2
Flight instruments - check absence of flags, (except on stby X-CHECKED 1/2
horizon)
- check headings on ND´s, RMI`s and x-check
with Standby compass, compare ADI`s
Altimeter - Set QNH on ASP`s and verify QNH on PFD QNH PPPP; 1/2
- check readings and differences of altimeters aaaa FT
FMC - check proper flight plan routing SET 1/2
Radios/ X-ponder - check preset VHF Com SET/STBY 1/2
- X-ponder to SBY and to resp. System
ACARS - check GMT is updated and ACARS initializated SET 1
Rudder & Aileron Trim ZERO/ZERO 1/2
Departure Briefing - to prevent high work load in case of MAP COMPLETED /
display failure preset VOR/DME frequencies
and radials as required for SID
----------------------------Loadsheet received-----------------------------------------

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FINAL FLIGHT DECK CHECKLIST

----------------------------Loadsheet received-----------------------------------------

T/O DATA - check number of PAX, traffic load, ZFW, TOW, CONFIRMED & 1/2
LDW, trim setting SET
-insert weights, trim, V1, VR, V2 into the FMC
TRP - check Toga or Flex selected TOGA/FLEX;XX° 1/2
For TOGA T/O:
• Verify MFDS displayed T/O EPR corresponds with EPR
setting table value
For FLEX T/O:
• determine FLEX Temp. from ADB for the particular T/O
flap/RWY combination., select FLEX at the TRP and set the
FLEX Temp

BEFORE START CHECKLIST

.

Mobile Phones Crew OFF 1/2

Windows& Doors- check windows closed markings in line CLOSED 1/2
- check absence of door status at MFDS
F-DK Door -check F-DK Door closed LOCKED 1
-push F-DK DOOR P/B, check blank
Parking Brake - check alternate press indicator, if press below (AS REQ`D) 1
1000psi selected HYD SYS 1 ELEC PUMP on
until press is sufficient
Beacon ON 1
-------------------------------Push Back and Start Clearance Received----------------------
Anti Ice OFF 1
ENG Start Panel –set to CONT 1 for the first flight then, alternate SET 1
ignition selection on subsequent flights
select Eng Start P/B on
Fuel Pumps - select fuel pump P/B on, check all white and ON 1
amber lights out
CTR- TANK pumps- if CTR tank contains fuel, select CTR TANK AS REQIRED 1
1/2 B/P on and check blue “ON” Lights

Probe Heat -select Probe Heat on ON 1

Bleed Press – check bleed press approx 25 psi CHECKED 2
Thrust Levers IDLE 1

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AFTER START CHECKLIST

Engine Start Panel –select Start P/B off, set ignition to NORM SET 1
Anti Ice - select ENG anti ice on after second engine has been AS REQUIRED 1
started when ground icing conditions exist
Alert Lights - Scan overhead panel and main instr. panel and check OUT 1/2
all amber and white lights out
Stby Horizon- pull gyro caging knob, check warning flag CHECKED 1
disappeared
Stab trim – Set stabiliser for TO CG xx % SET 1
Fuel Levers CHECKED, OPEN 1

NOTE: The Stby Horizon is powered when either Fuel lever is opened. The gyro reaches
operational speed approximately one minute after power has been applied.

TAXI CHECKLIST

Brakes CHECKED 1
Flight Control Lock - select Lock off and check control lock lever CHECKED 1/2
securely latched in the lock off position
Flight Controls - hold tiller firmly and check rudder for full and CHECKED 1/2
free movement.
- Co pilot: check aileron and elevator for full and
free movement
Flaps Co-pilot places the flap lever to assigned take off 1/2
flap setting. Both pilots check that the flaps are in xx
the correct position (PFD ) and both pilots must
also confirm that the selected setting is the same as
planned for performance calculation.

Lift Dumpers – Co-pilot depresses LIFTD ARM P/B and both pilots ARMED 1/2
verify blue ARM light
FMP - arm ATS SET 1/2
- selected NAV as required
Cabin Report RECEIVED 1

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BEFORE TAKE-OFF CHECKLIST

IGNITION –use CONT 1 or CONT 2 when runway AS REQUIRED 2

covered with standing water or slush, otherwise use
NORM
APU - if flight time is less than 30 minutes the APU may be kept AS REQUIRED 2
running
Brake Temp - check brake temperatures to be in green arc CHECKED 2
X-ponder TA / RA 2
T/O Configuration - push TO CONF button, check absence of NORMAL 1/2
Take off warning and check MFD memo TO CONF
NORM

AFTER TAKE OFF CHECKLIST

Landing Gear – check gear up and transit light out UP (PNF)

Flaps – check Flaps 0 on PFD UP (PNF)
MFDS -check memos and switch off unnecessary equipment CHECKED (PNF)
-review displayed or cancelled alert messages
-review STATUS information if available
Altimeter - when passing transition altitude, selected STD on QNH or STD PF/PNF
ALTM P/B, X-check altimeter reading
Seat belt sign AS REQUIRED (PNF)

DESCENT CHECKLIST

Seat belt sign ON /

Pressurization - check correct LDG ALT is set SET /
MFDS - check for status information's and recall in case off CHECKED /
MESSAGE CANCELLED displayed
Landing Briefing - perform appr. briefing and set minimum COMPLETED /
- set ILS frequency and course
- set VOR frequencies, radials and ADF as
required
- check estimated LDG weight and Vapp
- discuss MSA, STAR, and. MISS APP for
the LDG airport

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APPROACH CHECKLIST

Altimeter - check set QNH is displayed on both EFIS PFD`s and QNH PPPP, PF/PNF
on STBY ALTM, X-check altitude indications PASS aaaa FT
Ignition – PNF sets ignition to CONT 1 or CONT 2 if runway is AS REQ`D /
contaminated, otherwise use NORM
Cabin Report RECEIVED 1

FINAL CHECKLIST

Landing Gear - check three green LD GEAR lights DOWN & PF/PNF
- no LD GEAR alerts messages 3 GREEN
Flaps - check flaps in the required landing position 42 (25) PF/PNF
Lift Dumpers - recheck blue arm light on ARMED PF/PNF
- do not arm lift dumpers before LD GEAR
down and locked!
Note: As a reminder: When clear to land, switch on nose landing light

AFTER LANDING CHECKLIST

The Commander commands: "FLIGHT CONTROL LOCK ON", the Co- pilot performs his
set up flow and reads the AFTER LANDING CL silently and states completion.

Flight control lock - selected FLT CTL LOCK on ON (2)

- push control column forward to engage
flight control lock
X-ponder STANDBY (2)
Speed Brake / Lift Dumpers IN (2)
- if „lift dumpers out“ memo is present on MFDS , check
reverse levers fully down and depress LIFTD arm p/b to
retract lift dumpers
Flaps - if approach was made in icing conditions or if runway and UP (2)
taxiway is covered with slush or snow, set flaps 25 until
the flaps are checked to be clear of ice
Radar OFF (2)
Lights AS REQUIRED (2)
APU - start APU if no electric ground power available or AS REQUIRED (2)
required for air conditioning

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PARKING CHECKLIST

Parking Brake AS REQUIRED 1

APU or GND Power - check APU available at MFDS ON 1
-if APU not used check external AC power on, before
shutting down last ENG
Fuel levers SHUT 1
Seat belt sign – after the commander received ”Doors in park”, OFF 1
he switches off the signs
Ext. Lights -set NAV / Logo and wing inspection lights as AS REQUIRED 1
required, retract taxi and landing lights
Beacon OFF 1
Anti Ice OFF 1
Fuel Pumps OFF 1
Probe Heat OFF 1
MFDS -check for memos and absence of alert messages CHECKED 1
-check fuel burned
Flight Deck Door –after passenger debarking unlock the door UNLOCKED 1
Mobile Phone - switch on the GMI Mobile Phone ON 1

FINAL PARKING

IRS -select mode selectors at IRS MSU to OFF OFF 2

Emergency & Flight deck Lights - switch off emergency light and OFF 1
dim down all instrument lights
Window Heat -select Window Heat P/B to OFF OFF 1
DU’s – switch off MFD’s CDU’s and EFIS OFF 1/2
Oxygen – rotate knob clockwise to OFF, don`t force it OFF 2
APU - wait 70 sec before switching the batteries off to allow for OFF 1
APU self test and door closure
Batteries Off 1

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DE-ICING CHECKLIST

Before De-icing (Engine shut down)

PAX and CARGO DOORS...................................................................... Closed

PACKS..................................................................................................... OFF
APU BLEED............................................................................................ OFF
Before De-icing (Engines running)

AFTER START CL................................................................................ Completed

APU.......................................................................................................... OFF
PACKS..................................................................................................... OFF
After De-icing
ALL P/B................................................................................................... Blank (except blue)
FLAPS/ STABILIZER............................................................................ Cycle competed
STAB TRIM............................................................................................ SET(xx°)
TAXI CHECKLIST................................................................................ To be completed

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FLIGHT DECK CHECKLIST

FLIGHT DECK CHECKLIST

Exterior & Flight Deck Safety Insp. COMPLETED 1/2

Oxygen Mask CKD / 100% 1/2
Cabin Signs ON / ON 1
Hydraulics CKD 1
Flight Recorder ON 1
Test Panel CKD 1/2
Batteries ON 1
Fuel Quantity CKD 1/2
Pressurization SET 1
Emerg. Lights ARMED 1
Window Heat ON 1
EFIS / FMP SET 1
Source Selector Sw. CKD 1/2
Flight Instr. X-CKD 1/2
Altimeter QNH PPPP; aaaa FT 1/2
FMC SET 1/2
Radios & X-ponder SET / STBY 1/2
ACARS SET 1
Rudder & Aileron Trim ZERO / ZERO 1/2
Dep. Briefing COMPLETED 1
---------- Load Sheet Received ----------

T/O Data CONFIRMED & SET 1/2

TRP TOGA/FLEX, xx...SET 1/2
FLIGHT DECK CHECKLIST COMPLETED

Remarks: BOLD -Through Flt | 1-COMMANDER | 2-FO | /-PF only | ( )-Silent | (PNF) Pilot
Non Flying

BEFORE START CHECKLIST

BEFORE START
Mobile Phones Crew OFF 1/2
Windows & Doors CLOSED 1/2
F-DK Door LOCKED 1
Parking Brake SET 1
Beacon ON 1
-------------Push Back and Start Clearance Received------------
Anti Ice OFF 1
ENG Start Panel SET 1
Fuel Pumps ON 1
CTR Tank Pumps AS RQD 1
Probe Heat ON 1
Bleed Press CKD 2
Thrust Levers IDLE 1
BEFORE START CHECKLIST COMPLETED

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AFTER START CHECKLIST

After Start

ENG Start Panel SET 1

Anti Ice AS RQD 1
Alert Lights OUT 1/2
Stby Horizon CKD 1
Stab trim xx %,SET 1
Fuel Levers CKD,OPEN 1
AFTER START CHECKLIST COMPLETED

TAXI CHECKLIST

TAXIING

Brakes CKD 1
Flight Contr. Lock CKD 1/2
Flt Controls CKD 1/2
Flaps XX 1/2
Lift Dumpers ARMED 1/2
FMP SET 1/2
Cabin Report RECEIVED 1
TAXIING CHECKLIST COMPLETED

BEFORE TAKE-OFF CHECKLIST

BEFORE TAKE-OFF
Ignition AS RQD 2
APU AS RQD 2
Brake Temp. CKD 2
X-ponder TA / RA 2
T/O Configuration NORMAL 1/2
BEFORE TAKE-OFF CHECKLIST COMPLETED

AFTER TAKE OFF CHECKLIST

AFTER TAKE OFF TA

Landing Gear UP (PNF)

Flaps UP (PNF)
MFDS CKD (PNF)
Altimeter QNH or STD X-CKD PF/PNF
Seat Belt Sign AS RQD (PNF)
AFTER TAKE OFF CHECKLIST COMPLETED

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DESCENT CHECKLIST

DESCENT

Seat Belt Sign ON /

Pressurization SET /
MFDS CKD /
Landing Briefing COMPLETED /
DESCENT CHECKLIST COMPLETED

APPROACH CHECKLIST

APPROACH TL

Altimeter QNHPPPP/pass aaaa FT PF/PNF

Ignition AS REQD /
Cabin Report RECEIVED 1
APPROACH CHECKLIST COMPLETED

FINAL CHECKLIST

FINAL

Landing Gear DOWN & 3 GREEN PF/PNF

Flaps 42 (25) PF/PNF
Lift Dumpers ARMED PF/PNF
FINAL CHECKLIST COMPLETED

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AFTER LANDING CHECKLIST

AFTER LANDING

Flight Control Lock ON (2)

X-ponder STBY (2)
Speed Br. / Lift Dumpers IN (2)
Flaps UP (2)
Radar OFF (2)
Lights AS RQD (2)
APU AS RQD (2)
AFTER LANDING CHECKLIST COMPLETED

PARKING CHECKLIST

PARKING
Parking Brake AS RQD 1
APU or GND Power ON 1
Fuel Levers SHUT 1
Seat Belt Sign OFF 1
Ext. Lights SET 1
Beacon OFF 1
Anti-Ice OFF 1
Fuel Pumps OFF 1
Probe Heat OFF 1
MFDS CKD 1
F-DK Door UNLOCKED 1
Mobile Phone ON 1
PARKING CHECKLIST COMPLETED

FINAL PARKING

FINAL PARKING

IRS OFF 2
Emerg Exit& F-Deck-Lights OFF 1
Window Heat OFF 1
DU`s OFF 1/2
Oxygen OFF 2
APU OFF 1
Batteries (after 70s) OFF 1
FINAL PARKING CHECKLIST COMPLETED

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DE-ICING CHECK LIST

BEFORE DE-ICING (ENG SHUT DOWN )

PAX and CARGO DOORS......………………………………………………………………………………......CLOSED
PACKS.............................................…………………………………………………………………………….........OFF
APU BLEED.........................………………………………………………………………………………..................OFF

BEFORE DE-ICING ( ENG RUNNING)

APU...........................................…………………………………………………………………………………........OFF
PACKS.........................................……………………………………………………………………………………..OFF

AFTER DE-ICING
ALL P/B.........……………………………………………………………………………………......BLANK (EXC. BLUE)
FLAPS/ STAB....……………………………………………………………………………………..........CYCLE COMPL
STAB TRIM..................…………………………………………………………………………………….........SET ( xx°)
AFTER DE-ICING CL COMPL.

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STICK CHECKLIST

AFTER TAKE-OFF TA
Landing Gear UP (PNF)
Flaps UP (PNF)
MFDS CKD (PNF)
Altimeter QNH or STD X-CKD PF/PNF
Seat Belt Sign AS RQD (PNF)
DESCENT
Seat Belt Sign ON /
Pressurization SET /
MFDS CKD /
Landing Briefing COMPLETED /
APPROACH TL
Altimeter QNH pppp PASS aaaa ft PF/PNF
Ignition AS RQD /
Cabinreport RECEIVED 1
FINAL
Landing Gear DOWN & 3 GREEN PF/PNF
Flaps 42 (25) PF/PNF
Lift Dumpers ARMED PF/PNF

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Contents CHAPTER CONTENTS ISSUE 1

AIRPLANE OPERATING
MANUAL

FOKKER

100
SECTION 7

FLIGHT TECHNIQUE

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Contents CHAPTER CONTENTS ISSUE 1

7.01 NORMAL PROCEDURE

7.01.01 INTRODUCTION PAGE
GENERAL----------------------------------------------------------------------------------------------------- 1
PHILOSOPHY------------------------------------------------------------------------------------------------ 1
USE OF EQUIPMENT--------------------------------------------------------------------------------------- 3
FLIGHT MANAGEMENT SYSTEM----------------------------------------------------------- 3
FMS NAVIGATION POLICY----------------------------------------------------------------- 3
AUTO FLIGHT CONTROL AND AUGMENTATION SYSTEM------------------------------------ 4
TRANSFER OF CONTROL- AUTOPILOT ENGAGED----------------------------------------------- 4
CREW INCAPACITATION--------------------------------------------------------------------------------- 5
AVOIDANCE OF AIRCRAFT COLLISIONS----------------------------------------------------------- 5
PRE-FLIGHT FLIGHT DECK/CABIN CREW BRIEFINGS----------------------------- 6

7.01.02 PREFLIGHT
GENERAL--------------------------------------------------------------------------------------------------- 1
EXTERIOR INSPECTION
EXTERIOR INSPECTION – PRIOR FIRST FLIGHT------------------------------------- 2
ADDITIONALLY EXTERIOR CHECKS DURING COLD WEATHER OPS--------- 14
EXTERIOR INSPECTION - THROUGH FLIGHT----------------------------------------- 15
FLIGHT DECK SAFETY CHECK------------------------------------------------------------------------ 17
PANEL SCAN FLOW ------------------------------------------------------------------------------------ 19
PREPARATION-COMMANDER----------------------------------------------------------------------- 20
PREPARATION CO-PILOT----------------------------------------------------------------------------- 25
DEPARTURE BRIEFING------------------------------------------------------------------------------- 27
TAKE OFF BRIEFING----------------------------------------------------------------------------------- 28
FLIGHT DECK CHECKLIST--------------------------------------------------------------------------- 31
FINAL FLIGHT DECK PREPARATION------------------------------------------------------------- 32
FINAL FLIGHT DECK CHECKLIST------------------------------------------------------------------ 32

7.01.03 ENGINE START

GENERAL------------------------------------------------------------------------------------------------- 1
ANTI-COLLISION BEACON - GROUND OPERATION--------------------------------------- 1
BEFORE START CHECKLIST------------------------------------------------------------------------ 3
ENGINE START PROCEDURE----------------------------------------------------------------------- 3
AFTER START------------------------------------------------------------------------------------------- 4
PUSHBACK PROCEDURE WITH GROUND CREW NOT ON INTERCOM--------------- 5

7.01.04 TAXIING

7.01.05 TAKE OFF

BEFORE TAKE-OFF CHECKLIST------------------------------------------------------------------- 1
TAKE OFF PROCEDURE------------------------------------------------------------------------------- 3
TAKE OFF THRUST------------------------------------------------------------------------------------- 4
TAKE OFF TECHNIQUE-------------------------------------------------------------------------------- 5
TAKE OFF RUN------------------------------------------------------------------------------- 5
CROSSWIND TAKE OFF------------------------------------------------------------------- 5
ROTATION AND LIFT OFF---------------------------------------------------------------- 5
CREW CO-ORDINATION DURING TAKE OFF------------------------------------------------- 7
CREW CO-ORDINATION AFTER TAKE OFF----------------------------------------------------- 8
TAKE OFF PROFILE----------------------------------------------------------------------------------- 9
AFTER TAKE OFF CHECKLIST--------------------------------------------------------------------- 10

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7.01.06 CLIMB PAGE

PASSING FL 100------------------------------------------------------------------------------------- 1
CLIMB SPEEDS-------------------------------------------------------------------------------------- 1
ENROUTE CLIMB – ECON------------------------------------------------------------------------ 1
MAX CLIMB----------------------------------------------------------------------------------------- 1
LVL CHANGE---------------------------------------------------------------------------------------- 1
TURBULENT AIR ENROUTE CLIMB---------------------------------------------------------- 1
IN FLIGHT ICING CONDITIONS---------------------------------------------------------------- 1
CREW CO-ORDINATION DURING CLIMB--------------------------------------------------- 2

7.01.07 CRUISE
AUTOMATIC FLIGHT------------------------------------------------------------------------------ 1
MANUAL FLIGHT----------------------------------------------------------------------------------- 1
AIRPLANE TRIM TECHNIQUE------------------------------------------------------------------ 1
AIRCRAFT NAVIGATION------------------------------------------------------------------------ 1
RADIO TELEPHONY PROCEDURES----------------------------------------------------------- 1
RVSM OPERATION--------------------------------------------------------------------------------- 2
TURBULENCE- WARNING CABIN CREW---------------------------------------------------- 3

7.01.08 DESCENT

BEFORE DESCENT--------------------------------------------------------------------------------- 1
APPROACH PREPARATION--------------------------------------------------------------------- 1
APPROACH BRIEFING---------------------------------------------------------------------------- 2
DESCENT CHECKLIST---------------------------------------------------------------------------- 4
RECOMMENDED DESCENT TECHNIQUES------------------------------------------------- 5
DESCENT SPEED SCHEDULE------------------------------------------------------------------ 6
PASSING FL 100------------------------------------------------------------------------------------ 6
ALTIMETER SETTING---------------------------------------------------------------------------- 6
HOLDING PATTERN------------------------------------------------------------------------------ 6

7.01.09 APPROACH

APPROACH CHECKLIST------------------------------------------------------------------------ 1
CREW CO-ORDINATION DURING DESCENT--------------------------------------------- 1
APPROACH TECHNIQUE----------------------------------------------------------------------- 2
EARLY STABILIZATION APPROACH-------------------------------------------- 2
DECELERATED APPROACH (NOISE ABATEMENT APPROACH)--------- 2
STABILIZED APPROACH------------------------------------------------------------ 3
APPROACH SPEED-------------------------------------------------------------------- 3
FINAL APPROACH SPEED----------------------------------------------------------- 3
WIND CORRECTION----------------------------------------------------------------- 4
AUTOMATIC GUST CORRECTION---------------------------------------------- 4
FINAL CHECKLIST------------------------------------------------------------------------------ 4

STANDARD ILS APPROACH CAT I

GENERAL------------------------------------------------------------------------------------------ 5
GLIDE SLOPE CAPTURE/TRACKING-------------------------------------------------------- 5
CREW CO-ORDINATION - ILS APPROACH---------------------------------------------- 6

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AUTOLAND APPROACH PAGE

PRACTICE AUTO-LAND-LOW VISIBILITY PROCEDURES-------------------------------- 7
CAT II APPROACH---------------------------------------------------------------------------------- 7
CAT IIIA APPROACH---------------------------------------------------------------------------------- 7
CATII/IIIA CREW BRIEFING-------------------------------------------------------------------------- 8
EFIS/AFCAS SELECTION----------------------------------------------------------------------------- 8
ADL- APPROACH DECISION LOGIC -------------------------------------------------------------- 9
SPEED CONTROL--------------------------------------------------------------------------------------- 10
CATII/IIIA PROCEDURE AND CREW CO-ORDINATION----------------------------------------- 11
PROFIL AUTOLAND APPROACH------------------------------------------------------------------ 12
MINIMUM AIRCRAFT EQUIPMENT CATII/CATIIIA---------------------------------------- 13
PROCEDURE FOR DOWNGRADING-------------------------------------------------------------- 14

NON-PRECISION APPROACHES

GENERAL------------------------------------------------------------------------------------------------ 15
PROFILE OF A TYPICAL NON-PRECISION APPROACHE------------------------------------- 16
VOR; VOR-DME; LOC APPROACH---------------------------------------------------------------- 17
CREW CO-ORDINATION - VOR-DME; LOC-DME APPROACH--------------------------- 18
NDB; NDB-DME APPROACH------------------------------------------------------------------------ 19
CREW CO-ORDINATION – NDB; NDB-DME APPROACH------------------------------------ 20
FMS- APPROACH (NAV ONLY)-------------------------------------------------------------------- 21
CIRCLING TO LAND APPROACH----------------------------------------------------------------- 22
TYPICAL CIRCLING APPROACH (PROFIL)----------------------------------------------------- 23

VISUAL APPROACH

FLIGHT PATH VECTOR-------------------------------------------------------------------------------- 24

PROFIL VISUAL APPROACH----------------------------------------------------------------------- 26

7.01.10 GO-AROUND

GENERAL----------------------------------------------------------------------------------------------- 1
FLAP SELECTION------------------------------------------------------------------------------------- 1
PROCEDURE AND CREW COORDINATION DURING GO AROUND-------------------- 2
REJECTED LANDING--------------------------------------------------------------------------------- 3
GO-AROUND PROFILE-------------------------------------------------------------------------------- 4

7.01.11 LANDING & ROLL OUT

LANDING------------------------------------------------------------------------------------------------ 1
USE OF BRAKES--------------------------------------------------------------------------------------- 1
CROSSWIND LANDING ----------------------------------------------------------------------------- 1
SHORT LANDING------------------------------------------------------------------------------------- 1
LANDING ROLL OUT-------------------------------------------------------------------------------- 1
REVERSE THRUST USAGE------------------------------------------------------------------------ 1
TAXI-IN-------------------------------------------------------------------------------------------------- 1
AFTER LANDING CHECKLIST-------------------------------------------------------------------- 1

7.01.11 PARKING
TAXIING IN FINAL PARKING POSITION----------------------------------------------------- 1
GROUND CREW CONTACT---------------------------------------------------------------------- 1
PARKING BRAKE----------------------------------------------------------------------------------- 1
PARKING CHECKLIST---------------------------------------------------------------------------- 1
PAPERS------------------------------------------------------------------------------------------------ 2
FINAL PARKING------------------------------------------------------------------------------------ 2

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7.02 ABNORMAL OPERATION

7.02.01 INTRODUCTION PAGE

EMERGENCY/ABNORMAL OPERATIONS---------------------------------------------------- 1
USE OF QRH-------------------------------------------------------------------------------------------- 2
PROCEDURES WITH MEMORY ITEMS--------------------------------------------------------- 3
RESET OF CIRCUIT BREAKERS--------------------------------------------------------------------- 4

7.02.02 REJECTED TAKE-OFF

GENERAL----------------------------------------------------------------------------------------------- 1
CREW COORDINATION PROCEDURE---------------------------------------------------------- 2

7.02.03 ENGINE FAILURE

ENGINE FAILURE/FIRE AFTER V1-------------------------------------------------------------- 1
ENGINE SHUT DOWN-CREW CO-ORDINATION-------------------------------------------- 2
PROFILE-------------------------------------------------------------------------------------------------- 3
SINGLE ENGINE APPROACH AND LANDING------------------------------------------------ 4
ENGINE FAILURE DURING APPROACH (FLAPS 42)---------------------------------------- 5
SINGLE ENGINE GO-AROUND------------------------------------------------------------------- 5
CREW COORDINATION DURING GO AROUND--------------------------------------------- 5
SINGLE ENGINE GO-AROUND PROFILE------------------------------------------------------- 6
OPERATION WITH ONE ENGINE AT LOW IDLE------------------------------------------- 7
ENGINE FAILURE EN ROUTE-------------------------------------------------------------------- 7

7.02.04 ABNORMAL SYSTEM OPERATION

LANDING WITH HYDRAULIC SYSTEM FAILURES

SYSTEM 1 FAILURE--------------------------------------------------------------------- 1
TOTAL SYSTEM FAILURE------------------------------------------------------------ 1

LANDING WITH JAMMED STABILIZER----------------------------------------------------- 2

LANDING WITH FLAPS LESS THAN 25------------------------------------------------------ 2
OVERWEIGHT LANDING------------------------------------------------------------------------ 3
EMERGENCY DESCENT------------------------------------------------------------------------- 3

7.03 CRITICAL FLIGHT CONDITIONS

FLIGHT WITH UNRIABLE AIRSPEED INDICATION------------------------------------- 1
STALL RECOVERY------------------------------------------------------------------------------- 2
GROUND PROXIMITY WARNINGS---------------------------------------------------------- 3
UPSET RECOVERY------------------------------------------------------------------------------- 4
LETHAL OBJECTS OR DUBIOUS BAGGAGE--------------------------------------------- 5
PILOT INCAPACITATION---------------------------------------------------------------------- 5

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7.04 ADVERSE WEATHER OPERATION

7.04.01 COLD WEATHER OPERATION PAGE
GENERAL----------------------------------------------------------------------------------------------------------- 1
GROUND ICING CONDITIONS--------------------------------------------------------------------- 1
CRITICAL SURFACES-------------------------------------------------------------------------------- 3
EXTERIOR INSPECTION----------------------------------------------------------------------------- 4
DE-ICING------------------------------------------------------------------------------------------------ 5
COMMUNICATION----------------------------------------------------------------------------------- 5
DE-ICING CHECK LIST------------------------------------------------------------------------------ 6
HOLD OVER TIME----------------------------------------------------------------------------------- 6
ENGINE STARTING---------------------------------------------------------------------------------- 7
TAXIING------------------------------------------------------------------------------------------------ 7
TAKE OFF, GENERAL-------------------------------------------------------------------------------- 8
ALTERNATIVE TAKE OFF TECHNIQUE------------------------------------------------------- 10
DECISION TREE------------------------------------------------------------------------------------- 11
TAKE OFF FROM CONTAMINATED RUNWAYS--------------------------------------------- 12
IN FLIGHT ICING CONDITIONS------------------------------------------------------------------- 13
LANDING ON CONTAMINATED RUNWAYS-------------------------------------------------- 14
PARKING------------------------------------------------------------------------------------------------ 14

7.04.02 WINDSHEAR
GENERAL---------------------------------------------------------------------------------------------- !
WINDSHEAR EFFECTS---------------------------------------------------------------------------- !
TAKE OFF PRECAUTIONS------------------------------------------------------------------------ 2
APPROACH AND LANDING---------------------------------------------------------------------- 3
WINDSHEAR RECOGNITION-------------------------------------------------------------------- 4
RECOVERY------------------------------------------------------------------------------------------- 5

7.04.03 SEVERE TURBULENCE

GENERAL---------------------------------------------------------------------------------------------- 1

7.04.04 VOLCANIC ASH

GENERAL----------------------------------------------------------------------------------------------- 1

7.04.05 WEATHER RADAR- FLIGHT PROCEDURES

TAKE OFF AND CLIMB----------------------------------------------------------------------------- 1
CRUISE-------------------------------------------------------------------------------------------------- 1
DESCENT----------------------------------------------------------------------------------------------- 1

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Front Page NORMAL PROCEDURE ISSUE 1

AIRPLANE OPERATING
MANUAL

FOKKER

100
7.01 NORMAL PROCEDURE

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INTRODUCTION
GENERAL
ALL flight crew members must follow the Germania policies and procedures laid down in the
various publications and must adhere strictly to international, national and local regulations.

These may only be overruled if the safety of the aircraft demands a deviating course of action.
In this case an emergency would have to be declared in order to legally endorse the deviation
from the rules and regulations.

Aircraft handling shall be accurate, precise and smooth for the benefit of safety as well as for
passenger comfort. Rough or extreme maneuvers must be avoided.

PHILOSOPHY

Normal Procedures are used by the trained flight crew to insure the airplane condition is
acceptable for flight and to properly operate the airplane and its systems for each phase of
flight. These procedures assume that all systems are operating normally and that automated
features are fully utilized.

The procedures are written for the first flight of the day or a crew change. Procedures to be
accomplished on a through flight are indicated by bold letters. The complete flight deck
checklist must be completed prior any first acceptance of the airplane, after complete
shutdown or any maintenance action accomplished.

Basic principle during preparation is the „All White Light Out “ (Dark Flight Deck) concept.
After scan and during normal operation all the white lights are extinguished.

Similar to the technical concept of the airplane (dark and quit during normal operation) verbal
crew communication will be limited to commands, requests, announcements and callouts.

During accomplishment of procedures, it is the crew member’s responsibility to assure proper

system response. If an improper indication is noted, first verify that the system controls are
properly positioned. Then, if necessary, check the appropriate circuit breaker(s) and test
related system light(s).

As a company SOP the PNF will act as a monitor at all times checking that the correct
procedures and standard techniques as laid down for the Germania operation are being
followed. Any unbriefed deviations outside of normal limitations and or clearances are to be
brought to the attention of the PF.

For ground operation, flight crew member duties have been organized in accordance with an
area of responsibility concept. The panel scan diagram describes the crew members area of
responsibility and scan flow pattern for each panel.

A normal scan flow is encouraged; however, certain items may be handled in the most logical
sequence for existing conditions. Actions outside the crew member’s area of responsibility are
initiated at the direction of the Commander. Co-ordination with ground crew for starting
engines is initiated at the direction of the Commander.

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All of the in-flight procedures in this chapter assume the Commander is flying. If the Co-Pilot
is flying, the responsibilities are reversed. It is Company policy that the Commanders and Co-
pilots share as equally as possible and as conditions permit, the PF duties. The Commander
however, retains final authority for all actions directed and performed.

Germania Fokker 100 SOP`s are based upon manufacturers recommended

procedures modified where necessary by experience.
Suggestions for improvement are welcome but until they are investigated, tested and
introduced as an SOP they should not be used as an operating technique by any pilot
in the company.

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USE OF EQUIPMENT

FLIGHT MANAGEMENT SYSTEM

-Preparation: entries are normally performed by the Co-Pilot and verified by the
Commander
-Automatic flight: PF controls the FMS
-Manual flight: PNF controls the FMS on command of the PF

To monitor FMS navigation it is recommended to respectively remote tune the departure and
the arrival VORDME.
Flying the aircraft has always priority over controlling the FMS. This implies that the PF may
instruct the PNF to make FMS selections when under automatic control. When extensive
selections are required (e.g. approach programming), the PF will temporally transfer control
to the PNF. All FMS CDU changes requiring execution must first be verified. The pilot
making the change will state the clearance (i.e. ”DIRECT….., CONFIRM”). The other pilot
will verify the Line Select Key and state “INSERT”.

Map building should be kept to a minimum below 10.000ft.

FMS NAVIGATION POLICY

Germania operational philosophy encourages the use of FMS during all phases of flight as
this technology provides improved situational awareness, beneficial to flight safety. However,
the FMS, just like any other new technology brought into the cockpit, introduces also new
possible hazards. The FMS policies reflect limitations related to the interaction between the
team concept crew and the system.

• Do not accept any pilot defined SID, STAR, APPR or waypoint made by
previous crew.
• Do not name your pilot defined waypoint in such way that it can be mistaken
for an official or company waypoint.
• Work the keybord in a slow and deliberate matter. Read and evaluate for
reasonability before accepting anything from the database.
• After any reprogramming, involve the other pilot and have him/her confirm
that the correct inputs have been made.
• It is common sense to enter values which have been changed on the FMP as
well in the FMS (i.e. cruising level).
• While one pilot programs the FMS, the other pilot`s attention must be focused
on the flight path. The worst situation is two pilots simultaneously `head
down`.
• DISCONTINIUTY is a warning that there is an inconsistency in the flight
plan. Scrutinize the flightplan carefully after having deleted a
DISCONTINUITY.

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RECOMMENDED FMS CDU PAGE SELECTION

FLIGHT PHASE PF PNF

Take off TO/ APPR TO/ APPR
Climb, Cruise, Descent F-PLN PROG
or
DCT TO
Approach PROG TO/APPR

AUTO FLIGHT CONTROL AND AUGMENTATION SYSTEM

A distinction is made between:

Automatic flight: at least 1 AP CMD and 1 ATS ON
Manual Flight: all other cases

During automatic flight in principle the PF controls the FMP.

During manual flight the PNF controls the FMP on command of the PF

The actual status of the AFCAS is indicated on the FMA. Therefore the follow-up of FMP,
FMS, ATS/AP disconnect buttons and TOGA button actions must be carefully monitored by
both pilots on their individual FMA. It is important that the crew is continuously aware of the
actual flight modes and selections made. FMP mode selections are commanded by calling
“SET”, followed by the mode as placarded on the FMP, in spoken language. FMP value
selections are commanded by calling “SET”, followed by the parameter and the value.

TRANSFER OF CONTROL- AUTOPILOT ENGAGED

Although it is encouraged to use the autopilot it is important to monitor when is used. It is

extremely important that someone is flying the aircraft to avoid inadvertent deviations from
track or altitude.
Whenever the handling of the aircraft is transfered between pilots the following calls will be
made.

PF PNF
“You have control” “I have control”

Autopilot Operation

PF PNF
“Autopilot ON / OFF” “Checked”

Autothrottle Operation

PF PNF
“Manual thrust” “Checked”

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CREW INCAPACITATION

Incapacitation occurs in many forms ranging from sudden death to subbtle, partial loss of
mental or physical performance. Subtle incapacitation is the most dangerous, and is the most
common type encountered.
One of the keys to early and effective recognition of pilots incapacitation is the strict
adherence to standard operating procedures, call outs and flight profiles.

Suspicion of some degree of incapacitation should be considered when a crew-member does

not respond to verbal communication associated with a significant departure from
standardized procedure or profile. Failure of that crew-member to respond to a second request
or challenge is cause for immediate action on the part of the challenging crew-member.
Whenever the PNF advises the PF of a deviation from the intended flight profil, the PF shall
take immediate action and announce ”CORRECTING”.
If the PF does not respond immediately, the PNF shall call the deviation a second time, and if
there is still no response from the PF, the PNF shall assume pilot incapacitation, assume
immediate control of the aircraft and announce “I HAVE CONTROL”.

Avoidance of Aircraft Collisions

The see-and-avoid strategy with a careful look out is a basic element for the avoidance of
collisions, regardless of advanced aircraft operations and more sophisticated ground and in-
flight devices. Thus, whenever weather conditions permit, it is the duty of the flight crew to
keep a sharp look out. The flight crew shall organize the flight deck work in a way that at
least one crew member may fulfill this requirement. The ACAS II (TCAS) indication must be
used for assistance. It must, however, be understood that the ACAS II indication is limited to
aircraft with an operating transponder. That may exclude the indication of other traffic (e.g.
balloons, gliders etc.).

Flight crew members must keep paper work, map reading, etc. to a minimum

• in the vicinity of an aerodrome

• during descent to an aerodrome
• during climb out from an aerodrome
• in areas where the traffic is dense

Company policy explicitly forbids any non essential conversation and any paperwork below
FL 100 or other activity that might distract the flight crew from the performance of their
duties (STERILE PERIOD).
At all times the flight crew will share tasks so that the performance of the airplane, the
flight path and the entire flight enviroment( on ground or airborne) is controlled/monitored
by at least one flight crew member.

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An early engagement of the autopilot is required in order to facilitate the look out.
Irrespective of the type of clearance received from ATC, the flight crew is still responsible for
collision avoidance with other aircraft.

Thus, a look out for conflicting traffic in VMC is an absolute necessity.

Traffic information given by ATC is of great value. It must, however, always be kept in mind
that ATC information includes known traffic only and therefore may be incomplete.

In order to protect the eyes from the sun, only the use of sunglasses and sun visors is
permitted.

The use of objects restricting the look out is prohibited during flight.

PRE-FLIGHT FLIGHT DECK/CABIN CREW BRIEFINGS

Where practical, an operating crew should carry out a pre-flight briefing together.
The purpose of such briefings is to facilitate harmonious and effective CRM between all crew
members on a given flight. Such a briefing could include some or all of the following
elements
:
• Crew Introduction.
• Schedule or variations/delays/slot times.
• En route weather/hazards.
• Number of passengers/special attention passengers.
• Crew Co-ordination in general and in emergency situations (this could involve
discussion of an emergency situation and the use of associated emergency equipment).
• Any other pertinent information.

It will not always be practical or possible for crews to conduct detailed joint briefings. It is
essential in all cases - including changes of Flight Deck or Cabin Crew during a schedule -
that as a minimum, the Commander and the CA 1 liaise and exchange pertinent information
before any engine is started.

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STANDARD CALLOUTS

The following Tables states the mandatory callouts. GMI airplanes are equipped with an auto-
callout system. If the system fails during Test, the autocalls at 500 ft and below must be
substituted by PNF callouts.

STANDARD CALLOUTS - TAKE-OFF

CONDITION / CALLOUT PNF CALLOUT PF

LOCATION
with pulling TOGA “Take Off, Time“
triggers [Commanders callout
only]
when T/O Thrust is set “T/O thrust set” “Checked“
[must be before 80 kts]
at 80 knots “Eighty” “Checked”
When passing V1, VR “V1“; “VR“; “V2“ No answer
and V2
with positive climb “Positive Climb” “Gear Up”
indication on barometric
altimeter
Above 35ft AGL “AP 1(2) on”
at 1500 ft AGL “Climb Thrust”

At 3000 ft AGL “LVL-Change, Speed…“

or
“Prof”
When passing F- speed “Flaps up”
(if applicable)
When Flaps are up “Flaps up”

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STANDARD CALLOUTS - CLIMB

CONDITION / CALLOUT PNF CALLOUT PF

LOCATION
At Transition Altitude “Transition” “Altimeter Standard
(Seat Belt Signs __ ;)
Release Cabin Crew;
After T/O CL”
Crossing FL 100 climbing “Passing One Hundred” “Lights Off”
1000 ft below assigned “One Thousand” “Checked”
Altitude/Flight Level

STANDARD CALLOUTS – DESCENT

CONDITION / CALLOUT PNF CALLOUT PF

LOCATION
Crossing FL 100 “Passing One Hundred” “Lights On”
descending
1000 ft above assigned “One Thousand” “Checked”
Flight Level / Altitude
Transition level “Transition Level“ “Altimeter __., Approach
CL“

STANDARD CALLOUTS – CONFIGURATION CHANGE

COMMAND by PF CALLOUT PNF

(final configuration reached)
“Gear up” “Gear up”
“Gear down” “Gear down three greens”
“Flaps XX” “Flaps XX”

Note:
Final conditions concerning configuration changes must be announced by the PNF.

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STANDARD CALLOUTS – APPROACH ILS CAT I

CONDITION / CALLOUT PNF CALLOUT PF

LOCATION
first positive inward “Localizer Alive” “Checked”
motion of LOC pointer
(PFD)
first positive motion of GS “Glide Slope Alive” “Checked”
pointer
with LOC capture “LOC Captured” “Checked”
with GS capture “GS Captured” “MAP ALT SET” [if A/P
engaged] or ‘’ Set MAP
ALT’’ [if in manual flight]
Passing OM or FINAL FIX “Outer Marker-/ VOR-/ “Checked”
inbound [final altimeter or NDB ALT checked”
X-check]
500 ft above field elevation "FIVE HUNDRED" “CHECKED“
(final incapacitation check) [If Autocall system u/s]
Below 500 ft above field announces all significant “Checked”
elevation deviations
100 ft above DA “Approaching Minimum” “Checked”

CONDITION / CALLOUT PNF CALLOUT PF

LOCATION
Approach Sequence “Strobe Lights in Sight”
Flashing “Checked”
Lights visible [CAT I only]
Approach Light Bars “Approach Lights in
visible [CAT I only] Sight” “Checked”
Threshold Lights [CAT I “RWY in Sight”
only] “Checked”
At DA [visual reference “... in sight”
established] “Minimum, ... in sight”] “Continue”
At DA [visual reference not “Minimum, No Contact”
established] “Go Around”
At 50 ft RA “Fifty”
Autocall “Fifty” [If Autocall system u/s]
At 30 ft RA “Thirty”
Autocall “Thirty” [If Autocall system u/s]
At 20 ft RA “Twenty”
Autocall “Twenty” [If Autocall system u/s]
At 10 ft RA “Ten”
Autocall “Ten” [If Autocall system u/s]

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ADDITIONAL CALLOUTS FOR ILS CAT II / IIIA

Approx. at 1500 ft AGL “Land 2” “ Checked”

(latest at 1000ft)
At 1000ft above field elevation “One Thousand” “ Checked”
At DH +100ft ” Approaching “Checked”
minimum”

At approx.150 ft “ALIGN”
(latest 100ft)
At DH (sufficient visual Monitor auto callout or “Continue”
references established) call “Minimum”
At DH [visual reference not Monitor auto callout or
established] call “Minimum” “Go-Around”
At aprox. 50ft “Retard, Flare”
(latest 30ft)
Touchdown “Roll out”

60 kts “Sixty”

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Summary of Abnormal Callouts for Approach, Landing and GA

Abnormal Condition Call out

Approach and Landing
One autopilot disengaged or affected by “ Autopilot 1(2) Only”
malfunction
Both autopilots disengaged “ Autopilot Off”
Autothrottle disengaged or affected by “ Manual Thrust”
malfunction
Autoland caution light “Autoland Caution”

Land 2 not indicated (FMA) after passing

“No Land 2“
1000ft
ALN not indicated (FMA) below 100ft “ No Align”
FLR not indicated (FMA) below 30ft “ No Flare”
RED not indicated (FMA) below 30ft
“No Retard”
ROLL OUT not indicated (FMA) “ No Roll Out”
Abnormal pitch (>5 up, <3 down)
“Pitch”
Abnormal bank angle (> 5° L or R)
“ Bank”
Excessive descent rate ( > 800ft) “ Descent Rate”
Speed deviation ( Vapp+/-5 kt) “ Speed”

Missed Approach

Engine thrust overboosted/ to low “ Thrust High/ Low”

Autothrottle disengaged “ Manual Thrust”
Aircraft configuration not acc. to GA shedule “ Flaps” or “Gear”
Speed dropping below Vma “ Speed”
Any System malfunction **

**
Call out the alert message as presented at MFDs

Above mentioned call outs, given clearly and immediately, are very important during low
minima approaches, should any abnormal event happen.
They are, however, also applicable during any other flight phase.

NOTE:
Whenever the PNF advises the PF of a deviation, the PF shall take immediate action and
announce “ CORRECTING”.

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STANDARD PHRASEOLOGY CABIN – FLIGHT DECK

Emergency Equipment checklist completed

To inform the Commander about completion of Emergency Equipment Checklist.
During Pre-Flight check the cabin crew checks the whole emergency and safety equipment on
board according the Emergency Equipment Checklist (for more details refer to FSM).

Transit check completed

To inform the Commander about completion of Emergency Equipment Checklist.
During Transit check the cabin crew checks only a part of the emergency and safety
equipment on board according the Emergency Equipment Checklist (for more details refer to
FSM ).

Boarding completed
To inform the Commander that probably all passengers seems to be on board. The
Commander may now announce the passengers.

Cabin clear
To inform the Commander that the cabin is fully prepared for take off (for more details refer
to FSM ).

Passengers fastened
To inform the Commander that the cabin is fully prepared for landing (for more details refer
to FSM ).

Cabin Crew , 10 minutes to land

When passing Fl 100 to make the cabin aware of impending landing

Cabin Crew Take Your Seats

To inform the cabin crew that the landing gear is down and the cabin crew must be seated and
fastened (for more details refer to FSM ).

All doors in park

To inform the cabin crew that the slides may be set in manual position and cabin doors may
be opened (for more details refer to FSM ).

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PREFLIGHT
GENERAL

The pre-flight procedures will be completed prior to each flight by means of flow patterns.

Checklists are used to verify that critical items affecting safety have been accomplished.

The FLIGHT DECK PREPARATION procedures includes the

• EXTERIOR INSPECTION,
• FLIGHT DECK SAFETY INSPECTION,
• FLIGHT DECK PREPARATION and
• FINAL FLIGHT DECK PREPARATION procedures.

The EXTERIOR INSPECTION will normally be performed by the Commander, the FLIGHT
DECK SAFETY INSPECTION belongs to Co- pilot's duties.

The FLIGHT DECK PREPARATION is divided into

• FLIGHT DECK PREPARATION - CO-PILOT and

• FLIGHT DECK PREPARATION - COMMANDER.

INSTRUMENT CROSS-CHECK, DEPARTURE BRIEFING and T/O BRIEFING are part of

the FLIGHT DECK PREPARATION procedure.

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Exterior Inspection
EXTERIOR INSPECTION – PRIOR FIRST FLIGHT

The Exterior Inspection will be performed by the Captain prior to first flight a day.

SURFACES AND CHOCKS

Visually check that all movable surfaces are clear and the chocks are in place.

LEFT AIR CONDITIONING ACCESS DOOR

Check that the latch are secure and doors closed.

LEFT ALPHA VANE

Check for damage.

CAPT. PITOT PROBE

Check conditions and attachment.

LEFT AIR INLET

Check that the air inlet is clear.

NOSE DOME AND CONDUCTOR STRIP

Check conditions and attachment.

TAXI LIGHT
Check condition.

NOSE GEAR DOORS

Check doors for looseness.

TIRES AND WHEELS

Check for inflation, cuts damage, wear.

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NOSE WHEEL WELL

Check all hydraulic components for leaks and operation of wheel well lighting.

SHOCK STRUT
Check that struts are not fully compressed.

GEAR PIN
Check nose gear down lock safety pin is removed.

STICK PUSHER PRESSURE INDICATOR

Upper indicator 75 psi.
Lower Indicator between 1000 and 3000 psi.

RIGHT AIR INLET

Check that the air inlet is clear.

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ICE DETECTOR
Check condition.

RIGHT AIR CONDITIONING ACCESS DOOR

Check that the latch are secure and doors closed.
Check for damage.

F/O PITOT PROBE

Check pitot probe for damage.

AUXILLARY PITOT PROBE

Check for damage .

RIGHT ALPHA VANE

Check for damage.

EXTERNAL POWER RECEPTACLE

Check access door if required.

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E & E ACCESS DOOR

Check door closed and handle flush.

OXYGEN PRESSURE RELIEF GREEN DISC

Check that disc is in place.

AIR CONDITION ACESS DOOR

Check door closed.

Doors
Check for damage. Pay particular attention to the areas adjacent to the doors.

PRESS CABIN RELIFE VALVE

Check condition.

RVSM STATIC PORTS

Check that no obstructions are covering static ports.

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FRONT CARGO DOOR

Open cargo door, check condition of compartment, tie-downs and lights.

LOWER ANTI-COLLISION LIGHT AND ANTENNAS

Check condition.

MID CARGO DOOR

Open cargo door, check condition of compartment, tie-downs and lights, check ladder is
stowed

FUEL CONTROL PANEL

When carring out manual refueling procedure the tank switches must be selected to closed
100kg before the tank is full to avoid spillage!

FUEL PANEL ACCESS DOOR

After refueling make sure that the refueling main switch is turned off manually before closing
the access panel

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LEADING WING
Check disruptive edge for condition.

FUEL OVERFLOW OUTLET

Check condition.

POSITION LIGHT GREEN

Check condition.

STROBE LIGHT (WHITE)

Check condition.

STATIC DISCHARGERS (5)

Check condition.

RIGHT LANDING LT.

Check condition.

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RIGHT AILERON
Check aileron.

FUEL TANK VENT

Check condition.

TRAILING EDGE FLAPS

Check condition.

LANDING GEAR DOOR AND SEAL

Check condition.

STRUT, TIRES AND WHEELS

Check strut for leaks. Check condition of cable, wheels and tie bolt on wheel rims, check tires
for inflation, cuts, damage, wear.

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SHIMMY DAMPER
Check full indication.

BRAKE WEAR INDICATORS

Check length of wear indicator pins, if flush with brake units housing (parking brake set),
inform maintenance. If brakes are released while the inspection is being made, the brake wear
check must be postponed until after the brakes are set.

STRUT EXTENSION
Check that strut is not fully compressed.

GEAR PIN
Check gear down lock safety pin is removed.

AFT CARGO DOOR

Open cargo door, check conditions of compartment, tie-downs and lights.

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ENGINE 2 INLET
Check engine for hydraulic or fuel leakage.

HYDRAULIC GROUND PANEL

Check condition and latches secure.

EXTERNAL BLEED AIR

Check condition and latches secure.

OUTFLOW VALVE
Check that outflow valve is fully open.

ENGINE TRUST REVERSER

Check reverser is stowed.

ENGINE EXHAUST
Check condition.

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APU EXHAUST
Check condition.

APU ACCESS DOOR

Check door closed and latched.

HORIZONTAL AND VERTICAL STABILIZERS

Check condition.

STATIC DISCHARGERS
Check condition.

POSITION LIGHT WHITE

Check condition.

ELEVATOR AND TABS

Check condition.

RUDDER
Check condition.

SPEED BRAKE
Check condition

ENGINE 1
Check the same condition as on engine 2.

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TOILET SERVICE DOOR

Check door and adjacent area for fluid leakage.

AFT LOWER FUSELAGE

Check for damage (tail strike).

TRAILING EDGE FLAPS

Check condition.

STRUT, TIRES AND WHEELS

Check strut for leaks. Check condition of cable, wheels and tires.

LANDING GEAR DOORS AND SEAL

Check condition.

BRAKE WEAR INDICATORS

Check length of wear indicator pins, if flush with brake units housing (parking brake set),
inform maintenance.

STRUT EXTENSION
Check that strut is not fully compressed.

SHIMMY DAMPER
Check full indication.

GEAR PIN
Check gear down lock safety pin is removed.

LEFT AILERON
Check condition.

STATIC DISCHARGERS ( 5 )
Check undamaged.

LEFT LANDING LIGHT

Check condition.

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STROBE LIGHT (WHITE)

Check condition.

POSITION LIGHT (RED)

Check condition.

WATER SERVICE DOOR

Check door and water fill level.

AUXILARY STATIC PORT

Check that no obstructions are covering static port.

RVSM STATIC PORTS

Check that no obstructions are covering static ports.

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Additional Exterior Checks during Cold Weather Operation

Carry out the exterior inspection as mentioned in previous chapter.

Additionally
• remove all protective covers.
• check that the following areas are clear of ice and snow:
• fuselage:
• wings, stabilizer, elevator and all other control surfaces, their hinge points,
tracks , shrouds, fairings and seals
• gear and gear doors
• flap, flap vane and flap shroud
• stall promoter strip and wing fence
• air conditioning intakes and exhausts
• fuel tank vents
• angle of attack vanes, pitot heads and static ports
• engine and APU intakes
• check engine inlet cowlings

To be sure that there is no contamination adhering to surfaces below a liquid layer and or
another layer of contamination take a ladder, extend your arms as fare as you can and touch
the critical surfaces with your bare hands:

• The leading edge of the wings at two stations

• The upper surface of the wings at two stations on each wing
• The upper surface of the wing at the collector tank area
• The trailing edge of the wings in the aileron area

NOTE: A black stripe is painted on the leading edge of the outer wing. The wing inspection lights are
directed towards this stripe. The purpose of this stripe is to help the cockpit crew to check for ice build
up on the wings during flight.
Do not use the leading edge black stripe to determine whether the wing upper surface is clean
while the aircraft is on the ground!

CAUTION: If applied, do not wipe off anti-icing fluid coatings during the check
NOTE:
1. Water rundown following snow removal may refreeze forward of the static ports
and may cause airflow disturbances and. consequently, errors in instruments and
systems using static air pressure.
2. Dispatch with frost at the underside of the wing is allowed on condition that the frost
layer does not extend outside the fuel tank area and its thickness does not exceed 3
mm (0.125 inch).

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Preflight NORMAL PROCEDURE ISSUE 1

EXTERIOR INSPECTION - THROUGH FLIGHT

Make an exterior inspection with emphasis on tire condition and engines.

NOSE GEAR, WHEELS AND TIRES

Check

RIGHT MAIN GEAR, WHEELS AND TIRES

Check

RIGHT ENGINE AND COWL

Check

LEFT ENGINE AND COWL

Check

LEFT MAIN GEAR, WHEELS AND TIRES

Check

SURFACES AND STRUCTURES

Check for damage, leaks and foreign objects

CAUTION:
When ground icing conditions exist (Outside Air Temperature, OAT) is below + 6°C (42°F)
and either the difference between dew point temperature and OAT is less than 3°C (5°F), or
visible moisture (fog, rain, drizzle, sleet, snow, etc.) is present or when the tanks contain fuel of
sub-zero temperature, as may be the case after a long flight, so that wet snow, rain or water
condensation can freeze on the wing upper surface during the ground stop (even if the OAT
is well above +6°C), perform a CLEAR ICE CHECK.

CLEAR ICE CHECK:

Clear ice may not be visible from a distance, in poor lighting conditions or at night. But absence of
such contamination must be verified during the exterior inspection and prior to takeoff.
Not only will this ice seriously affect the aerodynamic properties of the wing but it may also damage
the engine if the ice becomes loose when the wing flexes during take-off.

Note:
You will find a ladder in the crew compartment in Hold 2 or you will get one from the
maintenance.

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Preflight NORMAL PROCEDURE ISSUE 1

The Clear Ice Check may also be done by qualified maintenance personal but the
Commander has the final authority to decide whether de-icing/anti-icing is necessary. Strict
adherence to the CLEAN AIRCRAFT CONCEPT is mandatory.

DE- / ANTI-ICE IF ANY CONTAMINATION IS PRESENT ON THE LEADING

EDGE OR UPPER SURFACE OF THE WING AND HORIZONTAL TAIL.
SURFACES.

If an Clear Ice Check was done, make an entry in the Technical Log (action column)
“Clear Ice Check performed, no de-icing required” or if de-icing was required “De-
icing performed: Type (e.g.II/100) at (date/time), followed by the Hold Over Time.

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Preflight NORMAL PROCEDURE ISSUE 1

Flight Deck Safety Check

Co-pilot performs this checklist for initial acceptance of the aircraft or after night stop,
or after irregularities

Flight control lock/ Alternate LG handle........................................................................checked

-check Flight contr. Lock „ON“
-check Alternate landing gear handle locked down and cover closed

CB`s/ Gear pins/ Oxygen.................................................................................................checked

-check CB`s are in or in compliance with dispatch requirements
-check gear pins on board
-check knob on flight deck oxygen bottle „open“ and pressure min 1450 psi
for 3 crew or 1000 psi for 2 crew (when below 1450psi inform commander)

Emergency Equipment.....................................................................................................checked
-check: Fire axe stowed
Life vests properly stowed
Fire extinguisher
Fire protection gloves
Two flash-lights available
escape rope and smoke hood in place
Safety items......................................................................................................................checked
-check Radar „off“
-LG lever „down“
-Flap lever (in agreement with actual flap position)
-Fuel levers „shut“

Batteries....................................................................................................................................on
Check Batteries switch on (24 volt minimum)
SAP indicating
EFIS EMERG COOL FAN light on
3 green gear lights on

External power..........................................................................................................................on
-if external power “Avail” switch it” ON”

MFDS (if external power available) ........................................................................................on

-Adjust brightness of both MFDUs

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Preflight NORMAL PROCEDURE ISSUE 1

APU….......................................................................................................................................on
-CheckAPU FIRE DISCH switch and guard down
-Check AGENT LO light out
Depress the APU FIRE TEST button and check:

(BAT power only)

-FIRE APU light on the SAP is on

or (AC power available)

-FIRE light on the APU panel is on, level 3 alert

-APU FIRE message on MFD, MWLs are on
-release the APU FIRE TEST button and check that the alerts cease

Note: APU FIRE TEST is only required before the first flight of the day!

Start the APU:

-select start selector to “On”, when air intake door and
vent. Valve are open (up to 15s) pull and rotate start selector to
“START” and release
DO NOT HOLD IN START FOR MORE THAN 1 SECOND!

If no external power was available and APU is now AVAIL:

MFDS........................................................................................................................................on
Adjust brightness of both MFDUs
Check for normal indications
IRS…....................................................................................................................................NAV
-On DC (bat oper) lights on for 5 seconds
-ALIGN lights remain on until IRS transits to NAV mode
(between 3 and 15 minutes)

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Preflight NORMAL PROCEDURE ISSUE 1

Panel Scan Flow

During the Flight Deck preparation phase the Flight Deck panels are set according to the
panel scan diagam before the Flight Deck Checklist is read.(the numbers indicate the
sequence of the scan flow). However, the Nav setup is set by the PF. In addition to this each
pilot also sets his own Audio Control Panel. Shaded area is Co-pilot responsibility. Unshaded
area defines Commanders responsibility.

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Preflight NORMAL PROCEDURE ISSUE 1

Preparation - Commander
Documents.......................................................................................................................checked
Verify maintenance status is acceptable for flight and ensure agreement with
authorized dispatch deviations if required
-BRIEFING CARD check
-HOLD ITEM LIST check
-TECH LOG check and sign
Spare Headset………………………………………………………………………….available

Note: The Co-pilot must be informed about HIL items and the result of the outside
check.

-------------------Commander takes his seat and starts his scan flow-------------

Oxygen and Interphone....................................................................................................checked

-On audio panel select OPEN IC, adjust INT volume and
select SPKR ON
-Push and hold RESET/TEST slide control down and check
blinker momentarily Yellow and oxygen flow momentarily
audible via the speakers.
-Squeeze red release levers to inflate harness and check blinker
momentarily yellow. Release levers.
-Press the PRESS TO TEST control knob on the mask flow selector
and check blinker continuous yellow and oxygen flow continuous
audible via speakers, as long as the PRESS TO TEST control knob
is pressed. Release control knob.
-Release RESET/TEST slide control. Check the blinker is black and
there is no oxygen flow audible
-Check N/100 per cent lever at 100 per cent

Smoke goggle...................................................................................................................checked
Check smoke goggle properly stowed
Headset………………………………………………………………………………....checked
available and connected

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Preflight NORMAL PROCEDURE ISSUE 1

OVERHEAD PANEL

Work through all system panels, starting at the lower left side of the overhead panel

CALLS
-check lights extinguished

SEAT BELT/ NO SMOKING

-check on/on

HYDRAULIC
-check amber and white lights out, system quantity MIN 70% for each system
(system not pressurized)
-when the system is pressurized, the quantity may decrease

FLIGHT AUGMENTATION
-check amber and white lights out

AVIONICS
-check amber and white lights out
-switch FDR/CVR GND CTL P/B to „ON“

EXT LIGHTS
-check TAXI and LANDING lights RETR
-check STROBE is set to AUTO
-check BEACON off
-set NAV lights as required (on at night and if visual range less than 1NM)
-set WING INSPEC as required (on at night)

ANTI-ICING
-check amber and blue lights out

ELECTRIC
-check amber and white lights out (except EXT PWR AVAIL or ON)
-set display selection to BAT and LOAD check charge rate 10 amps or less
-set display selector to GEN and LOAD
ENG FIRE (1 and 2)
-check fire handles in and latched (push and pull) and Agent LO and LOOP A and B
out

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Preflight NORMAL PROCEDURE ISSUE 1

The following items shall be carry out only for the first flight of the day or whenever
required after irregularity.
TEST PANEL
• depress A-SKID button and check: A-SKID light on
• switch off A-SKID on center pedestal; depress A-SKID button and check: A-SKID light is off
• A-SKID switch on center pedestal in on

• ANN test button, check white and blue p/b lights, Cavallery Charge and Clacker (do the ANN test during
the WARN SYS is in the automatic test)

• depress momentarily WARN SYS button. Check TEST light on and WARN SYS in TEST memo on
MFD. After appr.20s light must change to CMPLaccompanied by one chime.

• perform ENG FIRE TEST

o hold ENG FIRE switch to 2 and check: -repetitive triple chime
-respective fire handle light on
-both MWL on FIRE ENG 2) message on
MFD1 and procedure on MFD2
o release test switch and repeat test for ENG1

When the test is completed use the ADV switch on the MFCP to remove the ENG FIRE procedures from
the RH MFDU

• depress SMOKE button and check: -repetitive triple chime; both MWL
-SMOKE FWD & AFT CARGO and TOILET
SMOKE* message on MFD

• depress GPWS button and check GPWS aural alerts, warnings and auto call outs

* if installed

FLIGHT DECK VOICE RECORDER

-depress TEST button and check needle deflects in green range

PRESSURIZATION
-set LDG ALT of destination
-manual rate full DECR
-up/down toggle MID POS
-check RATE control on mark
-check all amber and white lights out

AIRCOND AUTO SHUT

-check white light out

RAM AIR
-check white lights out

FUEL
-check 4 pump white“OFF”lights on (L1, L2, R1, and R2)
-select fuel pumps ON, check NO FAULT
-select X-FEED ON and check flow bar then X-FEED OFF
-select fuel pumps OFF and check AUTO-FEED BLANK / NO FAULT

PAX OXYGEN
-check MAN OVRD and SYS ACTV light out

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Preflight NORMAL PROCEDURE ISSUE 1

GLARE SHIELD PANEL

Adjust brightness for PFD and ND

Check green QNH light in ALT P/B on
Set DH to zero, FPA to –3°, MDA to single ENG acceleration altitude
Check Traffic Display P/B `TRFC´ ON (shows green bar)
Set FD to ON
Check bank selector to normal
Normal-V2 selector to normal

MAIN INSTRUMENT PANEL

SOURCE SELECT SWS

-check all source select switches as required

CLOCKS
-check time and date and adjust if necessary (max .diff. 2 min between both)

STANDBY INSTR. and RMI

-check for absence of flags (a flag at the stby horizon is normal!)

Note:
THE STBY HORIZON WILL NOT BE POWERED BEFORE EITHER FUEL LEVER IS
OPENED!

ALTIMETERS
-with current altimeter setting at ASP and standby altimeter the altitude indication
should show published field elevation within:

FIELD ELEV vs ALTITUDE IND TOLERANCES

FIELD ELEV / FT ASL ALT IND AT PFD`s STBY ALTMETER
-1000/+8000 -45/+45 -35/+80

Note:
Allowance should be made for difference in elevation of point where check is made.

DU
-check MDU`s ,CDU`s and EFIS DU`s for alert/failure message

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Preflight NORMAL PROCEDURE ISSUE 1

CENTER PEDESTAL

ALTERNATE STAB TRIM SWITCH

-check center

ALETRNATE FLAP SWITCH

-check center

FLAP SELECTOR
-check up / agrees

THRUST LEVERS
-release flight control lock and check full movement of thrust levers
-flight control lock “ON”, check thrust levers FWD/IDLE

FUEL LEVERS
-Check shut

LIFT DUMPER P/B

-check blank

F-DK DOOR P/B

- white NOT LKD light on

ATC TRANSPONDER
-Check set to standby
-perform TCAS test: -hold the Function Selector for 1 sec in the TEST position
-PFD and ND will show a test display
-test will result in an aural message:(“ TCAS TEST OK/FAIL)”

AILERON&RUDDER TRIM
-set to 0

ALTERNATE LANDING GEAR LEVER

-check down and latched

ACARS
-touch the interactive Display Unit and select: >ACARS; >PREFLIGHT; >GMT:
-select either Auto or Manual GMT update MENU; >INITIALIZATION
-enter:

Flight Number

Departure and Destination Station (4 letter code)

Calculated Flight Time (from OFP in h:mm)

Number 1 for CO and 2 for FO

FOB in lbs(conversion factor 2.2)
-the INITIALIZATION SUMMERY displays the information which have been
entered

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Preflight NORMAL PROCEDURE ISSUE 1

Preparation Co-pilot

OXYGEN AND INTERPHONE

--On audio panel select OPEN IC, adjust INT volume and
select SPKR ON
-Push and hold RESET/TEST slide control down and check
blinker momentarily yellow and oxygen flow momentarily
audible via the speakers.
-Squeeze red release levers to inflate harness and check blinker
momentarily yellow. Release levers.
-Press the PRESS TO TEST control knob on the mask flow selector
and check blinker continuous yellow and oxygen flow continuous
audible via speakers, as long as the PRESS TO TEST control knob
is pressed. Release control knob.
-Release RESET/TEST slide control. Check the blinker is black and
there is no oxygen flow audible
-Check N/100 per cent lever at 100 per cent

SMOKE GOGGLE
Check properly stowed

OVERHEAD PANEL

EMERG LIGHT
-check armed

PROBE/ WINDOW HEAT

-Window heat selector at position LO (12 o`clock)
-check amber lights out, all white lights on

AIRCONDITIONG
-check all lights out except blue ECON ON light on
-set Temp Selectors as required
-if cabin heating is required select ECON on, RECIRC FANS on
-if cabin cooling is required select ECON off, RECIRC FANS off

Note: Start temperature control with temperature selector in mid position

to avoid unnecessary EGT peaks during initial bleed demand on APU

ECON
-select ECON ON when the total number of PAX is less than 60
(reduces fuel consumption during flight by appr. 0,5 per cent and noise level
in the F-DECK). However ECON or normal flow may be used acc. the situation

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Preflight NORMAL PROCEDURE ISSUE 1

GLARE SHIELD PANEL

Adjust brightness for PFD and ND

Check green QNH light in ALT P/B on
Set DH to zero, FPA to –3°, MDA to single ENG acceleration altitude
Check Traffic Display P/B `TRFC´ ON (shows green bar)
Set FD to ON

MAIN INSTRUMENT PANEL

SOURCE SELECT SWS

-check all source select switches as required

ALTIMETER
-check the altimeter indication within –45/+45ft of the published field elevation
Note:
Allowance should be made for difference in elevation of point where check is made

CLOCKS
-check time and date and adjust if necessary (max. diff. 2 min)

DU
-check MDU`s ,CDU`s and EFIS DU`s for alert/failure message

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Preflight NORMAL PROCEDURE ISSUE 1

PREPARE FMS

- check ATIS or request actual weather

FMS…………………………………………………………………………………………SET
-check data base and select INIT A
-write/insert FLT NR and FROM/TO
-verify LAT/LONG and INITIALIZE A/C POS
-insert COST INDEX and CRZ FL
-select F-PLAN page
-select TO RWY/SID and exp. ARR RWY/STAR
-verify proper flight plan routing
-insert ALT airport after DEST airport into F-PLAN
-select INIT B
-insert TAXI FUEL / BLOCK FUEL and ALT FUEL
-insert estimated ZFW
-select SEC F-PLAN and COPY ACTIVE
-select PROG and insert DEST Airport
-check G/C distance and bearing for average cruise wind component
- insert average cruise wind component into INIT A
-select PROG again and insert landing RWY at TO-Alternate for possible
emergency return.
select MODE and check the flight time to destination and remaining fuel at
destination. Compare it with the OFP and report significant differences to the
commander

Departure Briefing

Review of important items for expected departure route (NAV /COM settings, alt. constraints
etc.). To prevent high work load in case of MAP display failure preset VOR/DME frequencies
and radials as required for SID

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Preflight NORMAL PROCEDURE ISSUE 1

Take Off / Emergency Briefing

The TAKE OFF / Emergency – BRIEFING is a summary of the selected T/O

configuration and a description of all actions to be taken in case of system failures
during and after T/O, which require “ Immediate Action “ by the crew.

The following T/O and Emergency– briefing should be understood as a guideline only and
should be briefed in this expanded form once a day per active crew.

PF PNF
My T/O, FLAPS …, FLEX (TOGA), [Anti-
icing ON]
You monitor engine instruments. Any
malfunction will be called out.

CPT F/O

Prior to 80kts I reject the TO for any failure,

above 80 kts only for engine failure, fire or if
the aircraft is unable to fly.
If “REJECT“, I will simultaneously:
- THRUST LEVER IDLE
- BRAKES
- REVERSERS
(idle or emergency if neccessary)
I announce via PA
„ATTENTION CREW ON STATION,
ATTENTION CREW ON STATION“
and inform ATC

When we come to a complete stop: I will select:

- FLAPS 42°
I set: - LIFT DUMPERS disarmed
- PARKING BRAKE and
THRUST REVERSE LEVERS fully
down

If no fire indication

I command „NORMAL OPERATION“ I announce via PA :

„NORMAL OPERATION, NORMAL
OPERATION“
PARKING BRAKE released
we leave the runway

(In case of engine fault we close the respective fuel lever )

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Preflight NORMAL PROCEDURE ISSUE 1

If fire indication
I do the ENGINE FIRE (on ground) After the first bottle is discharged, I take
procedure out the ON GROUND EMERGENCY /
EVAC check list
If fire indication is still on after the
completion of the procedure,
I announce:
„PASSENGER EVACUATION,
TAKE ACTION“
and do my memory items, which are:

- PARKING BRAKE set

- FLAPS 42°
- THRUST REVERSE LEVERS fully down
- LIFT DUMPERS disarmed
- BOTH FUEL LEVERS SHUT

and announce via PA:

„PASSENGER EVACUATION I inform the ATC about the passenger
PASSENGER EVACUATION“ evacuation

Than you read and I do the items of the

ON GROUND EMERGENCY /
EVACUATION Check List

PF PNF

If any failure occurs at or after V1, we

continue
I cancel the aural warning and
call „Vr“ and „POSITIVE CLIMB“
I command „GEAR UP“ and above 35ft
„AUTO PILOT1(2) ON“

In case of REVERSER UNLOCKED

-You shut down the respective engine
after my confimation

At 400 ft
„HEADING SELECT, IDENTIFY“
and you inform me about the problem

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Preflight NORMAL PROCEDURE ISSUE 1

In case of engine fire, severe damage or

engine overheat

“MFSDS Actions” on my command, in all

other cases we wait until green dot speed

At or above ACCELERATION
ALTITUDE which is ……. ft
- LVCH
- FLAPS UP (after VF)
- MCT (when reaching green dot speed)

We climb to ….. ft and after completion of all check-lists come back for landing on RWY ..
(with overweight) or we proceed to......( T/O alternate.)

[The operational and weather conditions for landing should be taken into account.]

Note:
,Inform ATC soon as practicable that you are disregarding the SID!
(“…..emergency in progress, [maitaining runway heading]], standby”)

……………………………………………………………………………………
A short version of T/O BRIEFING should be done during all turn-arounds
including:
-Special local and operational procedures for the respective airport.
(CHECK ADB FOR SPECIAL ONE-ENGINE-OUT PROCEDURE)
- Aircraft configuration and thrust settings
- Weather conditions

Example:

My T/O, FLAPS …, FLEX (TOGA), [Anti-icing ON], ACCELERATION ALTITUDE is

……. ft ( both pilots state their setting), reject or continue as briefed.
In case of engine failure:
-we are doing the SPECIAL ONE-ENGINE-OUT PROCEDURE which reads
as follow………)
-or we are climbing to ….. ft and after completion of all check-lists come back
for landing on RWY (with overweight) or we proceed to......( T/O alternate.)

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Preflight NORMAL PROCEDURE ISSUE 1

FLIGHT DECK CHECKLIST

The COMMANDER calls for "FLIGHT DECK CHECKLIST DOWN TO THE LINE". The
Co- pilot will read the checklist down to the Load sheet line while both respond with the
corresponding answer.
Note: When Final Flight Deck Preparation was already completed, the COMMANDER calls
"FLIGHT DECK CHECKLIST ALL THE WAY DOWN”
Exterior& Flight deck Safety Insp COMPLETED 1/2
Oxygen Mask CKD&100% 1/2
Cabin Signs ON / ON 1
Hydraulics - check min 70%, amber and white lights out CHECKED 1
Flight Recorder - Push FDR p/b and check white on light ON 1
Test Panel CHECKED 1/2
Batteries ON 1
Fuel Quantity – x check fuel quantity against min fuel requiered CHECKED 1/2
acc. to flight plan and individual tank quantities
for equal distribution
Pressurization - check LDG ALT of destination set, amber and SET 1
white lights out
Emergency Lights ARMED 1
Window Heat –select Window Heat on and check Window Heat ON 1
Selector “LO” (if applicable)
EFIS/FMP -adjust brightness for PFD/ND SET 1/2
-set required ND mode (range 15 NM-B)
-set FD on
-push Traffic Display P/B `TRFC´(shows green bar)
-set MDA to single ENG acc. Alt
(acc. TAC+airport elevation, rounded up to next higher
full hundred)
Source Selector Sw- check all source select switches as required CHECKED 1/2
Flight instruments - check absence of flags, (except on stby X-CHECKED 1/2
horizon)
- check headings on ND´s, RMI`s and x-check
with Standby compass, compare ADI`s
Altimeter - Set QNH on ASP`s and verify QNH on PFD QNH PPPP; 1/2
- check readings and differences of altimeters aaaa FT
FMC - check proper flight plan routing SET 1/2
Radios/ X-ponder - check preset VHF Com SET/STBY 1/2
- X-ponder to SBY and to resp. System
ACARS - check GMT is updated and ACARS initializated SET 1
Rudder & Aileron Trim ZERO/ZERO 1/2
Departure Briefing - to prevent high work load in case of MAP COMPLETED /
display failure preset VOR/DME frequencies
and radials as required for SID
----------------------------Load sheet received-----------------------------------------
Remarks: Bold -Through Flt | 1-COMMANDER | 2-FO | /-PF only |
After completion the Co- pilot states: "FLIGHT DECK CHECKLIST COMPLETED
DOWN TO THE LINE".

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Preflight NORMAL PROCEDURE ISSUE 1

FINAL FLIGHT DECK PREPARATION

When loadsheet is received, the Final Flight deck preparation will be performed.

LOAD AND TRIM SHEET

The Commander checks the load sheet and announces Zero Fuel Weight, Takeoff
Weight, Landing Weight, CG and number of passengers, while the Co-pilot enters the
figures in the computer-flight plan and corrects the ZFW in the FMC if required.
The Commander must recheck FMC’s gross weight with the data of the Load Sheet.

HEAD COUNTING
The CdC reports number of passengers on board to the Commander. The reported
number must be equal to Load sheet figures. It is prohibited to start engines, before
Head Count has been finished!

FMC
Co- pilot completes FMC entries.
1. Enter actual Zero Fuel Weight and crosscheck FMC calculated T/O Weight
against Load sheet.
2. Recheck FLEX temperature and reference speeds after the ZFW has been
actualized.

SEAT BELT, SHOULDER HARNESS

Both pilots adjust seat belts and shoulder harnesses.

FINAL FLIGHT DECK CHECKLIST

The Commander calls "FLIGHT DECK CHECKLIST BELOW THE LINE". The Co- pilot
reads the checklist below the line down to the end and each pilot responds as indicated.

----------------------------Load sheet received-----------------------------------------

T/O DATA - check number of PAX, traffic load, ZFW, TOW, CONFIRMED & 1/2
LDW, trim setting SET
-insert weights, trim, V1, VR, V2 into the FMC
TRP - check Toga or Flex selected TOGA/FLEX;XX° 1/2
For TOGA T/O:
• Verify MFDS displayed T/O EPR corresponds with EPR
setting table value
For FLEX T/O:
• determine FLEX Temp. from ADB for the particular T/O
flap/RWY combination, select FLEX at the TRP and set the
FLEX Temp

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Preflight NORMAL PROCEDURE ISSUE 1

FLIGHT DECK CHECKLIST

Exterior & Flight deck Safety Insp. COMPLETED 1/2

Oxygen Mask CKD / 100% 1/2
Cabin Signs ON / ON 1
Hydraulics CKD 1
Flight Recorder ON 1
Test Panel CKD 1/2
Batteries ON 1
Fuel Quantity CKD 1/2
Pressurization SET 1
Emerg. Lights ARMED 1
Window Heat ON 1
EFIS / FMP SET 1
Source Selector Sw. CKD 1/2
Flight Instr. X-CKD 1/2
Altimeter QNH PPPP; aaaa FT 1/2
FMC SET 1/2
Radios & X-ponder SET / STBY 1/2
ACARS SET 1
Rudder & Aileron Trim ZERO / ZERO 1/2
Dep. Briefing COMPLETED 1
---------- Load Sheet Received ----------

T/O Data CONFIRMED & SET 1/2

TRP TOGA/FLEX, xx...SET 1/2
FLIGHT DECK CHECKLIST COMPLETED

Remarks: BOLD -Through Flt | 1-COMMANDER | 2-FO | /-PF only |

The Co-pilot announces: "FLIGHT DECK CHECKLIST COMPLETED".

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 FLIGHT PROCEDURE 7.01.03
PAGE 1
Engine Start NORMAL PROCEDURE ISSUE 1

BEFORE ENGINE START

GENERAL
Note:
Never start push back without completion of the “Before start checklist down to the line”

ANTI-COLLISION BEACON - GROUND OPERATION

The Operation of the Anti-Collision beacon on the ground is an indication to ground personnel
that it is hazardous to approach the aircraft. Commanders must ensure that the Anti-Collision
Beacon is ON prior to starting engines and is not switched off at the completion of a flight
until the Commander is satisfied that it is safe for ground personnel to approach the aircraft.

BEFORE START CHECKLIST

After all doors are closed and bridge or gangway have been removed the Commander calls:
“BEFORE START CHECKLIST DOWN TO THE LINE”. The Co-pilot reads and both
respond with their answer.

Mobile Phones Crew OFF 1/2

Windows& Doors - check windows closed markings in line CLOSED 1/2
- check absence of door status at MFDS
F-DK Door -check F-DK Door closed LOCKED 1
-push F-DK DOOR P/B, check blank
Parking Brake – check alternate press indicator, if press below (AS REQ´D) 1
1000psi selected HYD SYS 1 ELEC PUMP on
until press is sufficient
Beacon ON 1
----------------PUSHBACK AND START CLEARANCE RECEIVED---------------------

CO-PILOT: “BEFORE START CHECKLIST COMPLETED DOWN TO THE LINE”.

The commander will confirm with the ground crew that they are ready for push back. After
confirmation, the Co-pilot will request ATC pushback and start clearance. After ATC
clearance has been received, the Commander will advise the Ground crew:

COMMUNICATION PROCEDURE (while pushing back)

FLIGHT DECK GROUND

“Ground from Flight deck“ “Go ahead“
“Clear for start and push back” “Release brake“
“Brakes released“ “Pushing back“
“Starting engines, sequence is two then one” “Both engines are clear“

CAUTION: ONLY THE COMMANDER IS RESPONSIBLE FOR

COMMUNICATION WITH GROUND CREW BY MEANS OF HANDSET OR HAND
SIGNALS.

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Engine Start NORMAL PROCEDURE ISSUE 1

COMMANDER:”BEFORE START CHECKLIST BELOW THE LINE”

The Co-pilot reads and both respond with their answer.

Anti Ice OFF 1

ENG Start Panel –use CONT 1 or CONT 2 according the side of PF, SET 1
select Eng Start P/B on
Fuel Pumps - select fuel pump P/B on, check all white and ON 1
Amber lights out
CTR- TANK pumps- if CTR tank contains fuel, select CTR TANK 1
1/2 B/P on and check blue “ON” Lights

Probe Heat -select Probe Heat on ON 1

Bleed Press – check bleed press approx 25 psi CHECKED 2
Thrust Levers IDLE 1

Remarks: Bold –Through Flt | 1-COMMANDER | 2-FO |

The Co- pilot states “BEFORE START CHECKLIST COMPLETED”.

BEFORE START
Mobile Phones Crew OFF 1/2
Windows & Doors CLOSED 1/2
F-DK Door LOCKED 1
Parking Brake AS REQ´D 1
Beacon ON 1

-----------PUSHBACK AND START CLEARANCE RECEIVED------------

Anti Ice OFF 1
ENG Start Panel SET 1
Fuel Pumps ON 1
CTR Tank Pumps AS RQD 1
Probe Heat ON 1
Bleed Press CKD 2
Thrust Levers IDLE 1
BEFORE START CHECKLIST COMPLETED

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Engine Start NORMAL PROCEDURE ISSUE 1

Engine Start Procedure

The Commander will conduct all starts whether on the ground or airborne. The exeption to
this will be the BOTH ENGINE FLAME OUT.

CONDITION COMMANDER CO- PILOT

Before START CHECKLIST „Starting Eng.No.2(1) , -start timing( for max. starter
completed, START approval max.TGT 740° C“ time usage)
received
-Eng. Selector momentary
hold to 2(1)
N2 Rotation -call “N 2” -verify
N1 Rotation -call “N1” - verify

Oil pressure is rising -verify “Oil pressure”

-select fuel lever to open
Minimum 15% N2 -call: „ Fuel on“
-start timing for light up
TGT rise (within 20s) „TGT“ - verify
Monitor all eng parameters, verify no MFDS alerts
Engine stabilized „Eng. Stabilized“

Note:
Keep hand on fuel lever until engine stabilized!
Engine oil pressure may peak to full scale under extreme cold
conditions. Engine should not be accelerated from idle until the oil
temperature is above-30°C (in green band).

CAUTION:

IF ENGINE ANTI-ICE IS REQUIRED, IT MUST BE SWITCHED ON AFTER

SECOND ENGINE START!

1. ENGINE ANTI-ICING MUST BE SWITCHED ON DURING ALL GROUND OR

FLIGHT OPERATIONS WHEN THE TAT IS BELOW +6°C (+42°F) DOWN TO
AND INCLUDING –25°C (-13°F), IRRESPECTIVE OF THE PRESENCE OF
VISIBLE MOISTURE.
2. POSITION ENGINE ANTI-ICE SWITCHES TO ON; VERIFY THE ANTI-ICE ON
MESSAGE ON MFDS.

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Engine Start NORMAL PROCEDURE ISSUE 1

AFTER START
Once the pushback is completed and instructed by the ground crew to set the parking brake.
The commander will advise the ground crew:

“Parking brake set.“ “Prepare aircraft for taxiing and give hand signal on left / right side.
Off blocks at: ... “

Than commands: “AFTER START CHECKLIST” The Co-pilot reads and both respond with
their answer.

Engine Start Panel –select Start P/B off, set ignition to NORM SET 1
Anti Ice - select ENG anti ice on after second engine has been AS REQUIRED 1
started when ground icing conditions exist
Alert Lights - Scan overhead panel and main instr. panel and check OUT 1/2
all amber and white lights out
Stby Horizon- pull gyro caging knob, check warning flag CHECKED 1
disappeared
Stab trim – Set stabiliser for TO CG xx % SET 1
Fuel Levers CHECKED, OPEN 1
Remarks: Bold -Through Flt | 1-COMMANDER | 2-FO |

NOTE: The Stby Horizon is powered when either Fuel lever is opened. The gyro reaches
operational speed approximately one minute after power has been applied.

The Co- pilot states "AFTER START CHECKLIST COMPLETED".

After Start

ENG Start Panel SET 1

Anti Ice AS RQD 1
Alert Lights OUT 1/2
Stby Horizon CKD 1
Stab trim xx %,SET 1
Fuel Levers CKD,OPEN 1
AFTER START CHECKLIST COMPLETED

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Engine Start NORMAL PROCEDURE ISSUE 1

PUSHBACK PROCEDURE WITH GROUND CREW NOT ON INTERCOM

• Establish with Ground Crew Push-back controller which way the nose of the aircraft
is to face. If unable to arrange prior to push-back. Tap nose with finger and then point
in direction which the nose of the aircraft should go.
• When cleared by ATC to push-back select parking brake off. Give "OPEN HANDS"
signal to ground crew.
• The ground crew will acknowledge with an "OPEN HAND" signal and will check all
clear behind.
• Monitor the push-back controller throughout the push-back. On completion or for
an interrupted push the controller will hold up a "CLOSED FIST" signal. Apply the
parking brake and if satisfied with position of aircraft return the "CLOSED FIST'
signal. The ground crew will disconnect the tow bar and when all equipment is clear
the push-back controller will give the normal "THUMBS UP SIGNAL" indicating
clear to taxi.
NOTE
If you need to stop the aircraft during push-back - sound the ground call horn and close
both fists and show "CROSSED FOREARMS" to the push controller.

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PAGE 1
TAXIING NORMAL PROCEDURE ISSUE 1

TAXIING
BEFORE TAXIING
Note: Commander must receive the clear signal from ground crew before starting taxiing.

TAXI CLEARANCE
On Commanders command: “CALL FOR TAXI CLEARANCE” the Co-pilot requests
appropriate clearance.

TAXI AREA
Both verify that taxi area is free of obstructions and traffic. Commander announces: “LEFT
SIDE CLEAR” after positive verification. Co-pilot announces: “RIGHT SIDE CLEAR” after
positive verification.

TAXI LIGHT
Commander switches ON the taxi light.

Ramp Signals and Guide Lines

In order to facilitate the safe taxiing of the aircraft, close cooperation of ground personnel and
pilots is required. Taxi guidelines unfortunately vary from aerodrome to aerodrome and do
not always, or for all types of aircraft, ensure clearance from obstacles. Caution is advised
during taxi.

For international adopted ramp signals refer also to OM-C (Route Manual).

TAXI

Release Parking Brake and increase smoothly thrust to minimum required for the airplane to
roll forward (wait long enough for the aircraft to respond before adding more power) then
reduce to lower thrust as required. If high break- away thrust is required (heavy cross weight,
up sloping ramp, high OAT) it may be necessary to release the flight control lock in order to
select break- away thrust..

CAUTION:
Due to the longer fuselage sufficient wing tip clearance does not ensure
lateral tail clearance.
Look out for obstacles and other traffic. Caution is necessary while turning the aircraft in
congested areas. Nose wheel and rudder pedal steering are used for manoeuvring the airplane.
Rudder pedal steering should be used while taxiing where small directional changes are
required. Full deflection of rudder pedals produces approximately 7° of nose wheel deflection.
Make all turns at a slow taxi speed and use brakes with care, remember cabin crew is doing
safety demonstration on taxi out. Good taxi technique requires an awareness of the proximity
of obstacles; the effect of thrust may cause damage to equipment or injury to personnel and
should be taken into account for passenger comfort.

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TAXIING NORMAL PROCEDURE ISSUE 1

The aircraft is equipped with carbon brakes. Contrary to steel brakes carbon brake
wear is highly dependent on the number of brake applications and not on the amount of
brake pressure applied. In order to improve brake life, minimise the amount of brake
applications as much as possible!

At idle thrust the aircraft may accelerate to a higher taxi speed than desired. Do not ride the
brakes. If taxi speed builds up, use pronounced brake application to keep it within limits.

Idle reverse on one engine may be considered to control excessive taxi speed (e.g. long
straight and down slope taxiway).

When taxiing on dry taxiways, the normal speed should not exceed 30 knots on straight
tracks, reduce to 8-12 knots before starting a turn. Turns should be made with as large a radius
as possible in order to minimize side loads on gears and tyres, centre the nose wheels before
coming to a stop.
During Low Visibility use a taxi speed of 5-10 kts.

Note:
During taxi all unnecessary activities should be suspended.

Note:
Reverser selection should be made preferably on the left engine to prevent recirculation
of exhaust fumes.

Note:
Do not taxi close behind other aircraft as the jet blast of a preceding aircraft may cause
the TAT/ SAT at the MFDS to rise to a value in excess of the flex temperature as set
prior to engine start. The flexible EPR target for take off will then reduce accordingly.

CHECKS DURING TAXI

BRAKES

The Commander applies brakes smoothly and verifies proper operation immediately after
airplane is on a constant move.

FLIGHT CONTROLS

Whenever possible, Flight Control and Taxi Checks should be performed outside congested
and /or main apron areas.
When the commander calls for:

“FLIGHT CONTROL LOCK OFF”

“FLAPS (AS REQ´D)”
“FLIGHT CONTROL CHECK”,

the Co-pilot unlocks the flight controls and insures it is secured in the down position, than he
selects required flap setting.

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TAXIING NORMAL PROCEDURE ISSUE 1

The COMMANDER checks rudder’s free movement through full travel while holding nose
steering wheel in neutral position. Co-pilot checks aileron and elevator for free movement
through full travel.
Note:
When flight controls are to be checked, do it smoothly and carefully towards the end of flight
control travel. If seat is adjusted forward after control movement is checked, make sure that
full aft movement of control column is not limited.

Note:
After aircraft de-/anti-icing: -check full STAB travel, set back to TO% position
-check full FLAP travel, set for TO accordingly
CABIN REPORT

The commander receives the "CABIN CLEAR" report from the CdC via intercom..

TAXI CHECKLIST
The Commander calls for: "TAXIING CHECKLIST", the Co-pilot reads and both respond
accordingly.

Brakes CHECKED 1
Flight Control Lock - check control lock lever securely latched CHECKED 1/2
in the lock off position
Flight Controls - hold tiller firmly and check rudder for full and CHECKED 1/2
free movement.
- Co-pilot: check aileron and elevator for full and
free movement
Flaps Co-pilot places the flap lever to assigned take off 1/2
flap setting. Both pilots check that the flaps are in xx
the correct position (PFD ) and both pilots must
also confirm that the selected setting is the same as
planned for performance calculation.

Lift Dumpers – Co-pilot depresses LIFTD ARM P/B and both pilots ARMED 1/2
verify blue ARM light
FMP - arm ATS SET 1/2
- selected NAV as required
Cabin Report RECEIVED 1
Remarks: 1- COMMANDER, 2-FO
The Co- pilot states "TAXIING CHECKLIST COMPLETED ".

TAXIING
Brakes CKD 1
Flight Contr. Lock CKD 1/2
Flt Controls CKD 1/2
Flaps XX 1/2
Lift Dumpers ARMED 1/2
FMP SET 1/2
Cabin Report RECEIVED 1
TAXIING CHECKLIST COMPLETED

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PAGE 1
Take Off NORMAL PROCEDURE ISSUE 1

TAKE-OFF
The following take-off procedures have been selected as the most desirable for safety, the
attainment of minimum practical take-off distance and for general noise abatement
requirements
• The take-off shall normally be performed with ATS engaged and both FD switched
on
• The use of NAV mode is recommended
• The PROF mode shall not be used for take-off below 3000 ft above airport elevation
• Before entering a RWY, check the respective approach area
• When lined up and before setting take-off thrust, the pilots shall cross-check
headings, runway markings and identification, no amber warning lights on overhead
panel and check the FMA
• GMI is performing the NAP A, which reads as follows:
to 1500ft AGL: Take Off Power and Take Off Flap setting
climb at V2+10-20 kt (or limited by body angle)
at 1500ft AGL: reduce thrust to climb power and climb at V2+10-20kt to
3000ft
at 3000ft AGL accelerate smoothly to en-route climb speed with flap retraction
on schedule

ATC DEPARTURE CLEARANCE

• Both pilots shall listen carefully, when getting the clearance and must verify that
Departure Route corresponds with FMC entered DEP RTE and the first “At or below
Altitude restriction“ is set on the FMP Altitude Display.
• The Co-pilot sets the advised Transponder Code or, where no Code is given, the
appropriate standard code (A 2000) must be selected.

BEFORE TAKE-OFF CHECKLIST

When receiving the LINE UP clearance, the commander calls for: “BEFORE TAKE OFF
CHECKLIST “.
The Co- pilot reads the “Before Take off Checklist” and both responds accordingly.

IGNITION – use CONT 1 or CONT 2 when runway is AS REQUIRED 2

covered with standing water or slush, otherwise use
NORM
APU - if flight time is less than 30 minutes the APU may be kept AS REQUIRED 2
running
Brake Temp - check brake temperatures to be in green arc CHECKED 2
X-ponder TA / RA 2
T/O Configuration - push TO CONF button, check absence of NORMAL 1/2
Take off warning and check MFD memo TO CONF
NORM
Remarks 1-COMMANDER | 2-FO |

After completion, the Co- pilot states "BEFORE TAKE-OFF CHECKLIST COMPLETED".

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Take Off NORMAL PROCEDURE ISSUE 1

BEFORE TAKE-OFF
Ignition AS RQD 2
APU AS RQD 2
Brake Temp. CKD 2
X-ponder TA / RA 2
T/O Configuration NORMAL 1/2
BEFORE TAKE-OFF CHECKLIST COMPLETED

Caution: Be alert to rapidly changing weather conditions, as e.g.(wet) snow may not
melt every where, or may re-freeze on a cold soaked wing (refer to chapter Flight
Techniques-Adverse Weather Operation especially Alternative Take Off Technique).

Check of Runway

Before entering the runway the respective approach area has to be checked. When lining up
both pilots shall check heading and runway markings.
PF will review and call out the first steps of Departure and initial limits.

WEATHER RADAR
If adverse weather conditions are to be expected during departure, the radar should be
switched ON prior to T/O, in order to identify the critical areas. For identification of
hazardous weather in the departure sector, the antenna must be positioned
to about 5 - 7° nose up.

ENGINE WARM UP

Prior the take off allow the engines to run at low thrust to stabilize engine temperature
before selecting take off thrust.
The time required at idle or taxi thrust prior to take off is as follows:

Oil temperature (before start) Time

40°C or above 2 minutes
between 20°C and 40°C 3 minutes
20°C and below 4 minutes

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Take Off NORMAL PROCEDURE ISSUE 1

Take-off Clearance

The flight crew has to verify the proper reception of the take off clearance with a read-back
including:

• call sign
• “cleared for take-off”
• runway
• restrictions or flight path information received with the clearance

If there is an uncertainty about the clearance, verification must be made. If the take-off has
been delayed by the flight crew for any reason after the reception of the take-off clearance,
“Rolling” shall be reported to ATC upon starting of the take-off roll.

TAKEOFF PROCEDURE:

Static Take Off

This Take off must be made when the take off weight is near maximum as dictated by
runway length or obstacles or when technical malfunctions require a reduction in take off
weight.
-bring the aircraft to a stop at the beginning of the runway, aligned with runway
heading
-keep the aircraft stationary using manual brakes
-advance thrust levers to a minimum of 1.3 EPR pull TOGA triggers
-release brakes when required take off EPR is obtained

NOTE:
To avoid high fan blade stresses, stabilized ground operation between 60 and 72% N1 is
not permitted with a static aircraft and wind velocities in excess of 15 kts.

Rolling Take Off (should be performed whenever possible)

-line up at the beginning of the runway

-advance thrust levers to a minimum of 1.3 EPR
-pull TOGA triggers
TOGA Activation
The TOGA triggers must be pulled when commencing the take-off roll.
TOGA activation ensures:
• Activation of the AFCAS take-off mode.
• ATS engagement and automatic selection of take-off thrust (TOGA or FLX).
• Heading bug synchronisation to the existing heading.
• FMS position update to the latitude/longitude of the take-off runway as selected in the
active flight plan.

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Take Off NORMAL PROCEDURE ISSUE 1

AUTOTHROTTLE PROCEDURE MANUAL THROTTLE PROCEDURE

Commander advances thrust levers to min. of Commander sets thrust levers manually to min.
1,3 EPR and pulls TOGA Levers. TO, when a min of 1.3 EPR is obtained, pulls
TOGA triggers and Commander sets thrust
close to required EPR.
Keeps hands on throttles and feels as throttles Co-pilot makes a final adjustment to obtain
drives forward. With pressing either TOGA take off EPR values upon reaching
Lever the A/T mode changes to TO and Pitch approximately 60 kts.
mode displays TO. Once the final thrust setting has been made and
At 80 kts the A/T mode annunciates D the EPR is correct at 60 kts, no further throttle
(DECLUCHED). A/T reclutches adjustment shall be made.
at climb selection

NOTE:
Check OAT limitations for take off without ATS!

Note:
In case of extreme headwind the aircraft may reach 80 kts before the engines have
attained take off EPR. Consequently ATS will declutch. This makes a manually thrust
lever adjustment necessary.

TAKE OFF THRUST

To conserve engine life, the use of flexible take off thrust should be considered for those
conditions where the actual take off weight is less than the maximum as allowed by
performance requirements.

When flex thrust is used, all field length and climb performance requirements are met.
Notwithstanding this, if during a flexible take off a situation arises that warrants the use of
additional thrust, TOGA thrust should be selected without hesitation.

When flexible thrust is selected and waiting in line for take off close behind another aircraft,
the jet blast of this aircraft, entering the air-conditioning intake ducts (where the temperature
probes for the ADCs are situated), may cause the TAT/SAT at the MFDS to rise to a value in
excess of the flexible temperature as set prior engine start.

As the flexible temperature cannot be lower than the actual OAT, the flexible temperature will
be pushed up by rising TAT/SAT and flexible EPR target will decrease accordingly.
When the jet blast is no longer present, the TAT/SAT will return to the actual OAT, but the
flexible temperature will remain at this increased value.

If unnoticed, this may result in a take off with insufficient thrust to meet certified take off
performance.

When this happens, the original values should be reset prior to commencing the take off roll.

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Take Off NORMAL PROCEDURE ISSUE 1

More over, check during take off roll prior 60 kt that the actual EPR is not
less than the required EPR!

NOTE:
The restrictions for use of flexible take off thrust are mentioned in section POWER
PLANT and LIMITATIONS.

TAKE OFF TECHNIQUE

TAKE OFF RUN

Rolling take off is recommended if RWY length is not the limiting factor. Use nose wheel
steering until airplane is aligned with the runway. Light forward pressure is held on the
control column. Directional control is maintained through rudder pedal steering and rudder.
The rudder becomes effective between 40 and 60 knots.
The Commander’s right hand rests on the thrust levers and the feet must be positioned on the
pedals to be ready for full brake operation in case of a T/O abortion prior to V1. Any rudder
input must be zeroed after rotation when the aircraft goes airborne.

CROSSWIND TAKE-OFF (above 5 kts component)

With the last given wind reading from the tower, the pilot must look to the RDMI to check the
wind direction in relation to the RWY course. Push the column firmly, in order to press the
nose wheels on ground. This gives the best lateral stability.
In relation to the x-wind component, an aileron input towards the wind direction must be
applied. This puts pressure on the main gear on the wind side, which correspond weight. By
applying this method, the wind can not blow the plane from the RWY. With increasing speed
reduce aileron input proportionally. During rotation the last aileron input shall be kept until
airborne, but upon lift off, the rudder input must be neutralized.

ROTATION AND LIFT-OFF

The Commander immediately removes his hand from the thrust levers at V1. At VR, the
control column is moved slightly to aft, to rotate the airplane smoothly to the lift-off attitude.
The proper rotation rate should not exceed 3° per second which will result in a five to six
second rotation to the take off pitch target attitude.
Take off and initial climb performance depend on rotating at the correct airspeed and proper
rate to the rotation target attitude. Adjust pitch attitude and follow the F/D to maintain V2 +10
kts. Initial climb speeds up to V2 + 20 with all engines operating, will not significantly affect
the climb profile.
Noise abatement departures require strict adherence, which means that attitudes below F/D (if
working properly) make the profile too flat.
Only if adverse weather is expected, the climb may be done at higher speeds. If a windshear
warning occurs, bring the attitude close to the stick shaker symbol.

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Take Off NORMAL PROCEDURE ISSUE 1

Do not apply brakes after becoming airborne. Braking is automatically applied when the
Landing Gear Lever is placed in the UP position. The landing gear should be retracted when a
positive climb is indicated on the Altimeter, not on the V/S indicator.
After the callout “POSITIVE CLIMB“ the PF commands “GEAR UP“ follows the F/D.
The target speed with take off flaps is V2 + 10 kts. This speed is very close to the maximum
angle of climb speed (maximum altitude gain in minimum distance) for the take off
configuration. It provides a safe margin above stall for a 30° bank angle with a 15° bank
overshoot.

ABOVE 35 FT AGL

Check speed not less than V2 +10; pitch max 18°.

PF commands “AP 1(2) ON” PNF selects the commanded AP and both pilots check the
FMA.

PASSING 1500 FT AGL

At 1500 ft AGL PF commands “CLIMB THRUST”. PNF selects CLIMB at the TRP and
verifies CLB green at the FMA and calls “CLIMB THRUST SET”.

AT ACCELERATION ALTITUDE

At Acceleration ALT. (3000ft AGL) PF engages PROF (automatic accelleration to the FMS
departure speed) or selects LVL CH and the desired climb out speed (normally 250 kt below
FL 100). When passing F-speed (if applicable) PF commands “Flaps up” and PNF operates
the flap lever and observes the flap position indication. Both pilots check the FMA display
for correct indication and that the aircraft accelerates to selected or calculated climb out
speed.
If after take-off LVLCH (or another vertical mode) is not selected, the T/O mode remains
active. Consequently the aircraft will climb with take-off pitch until capturing the FMP altitude.

AUTOPILOT USAGE
AP may be engaged above 35ft AGL. Select the AP at the side of PF. Both AP`s will engage
automatically. Upon LVL CHG selection (or PROF capture) the system reverts to single AP.
The selected AP will remain engaged.

NOTE:
AP acceleration levels are designed for maximum passenger comfort. As a result of this
design feature altitude overshoots may occur when ALT is activated with a considerable rate
of climb or descent. To prevent overshoots disengage the AP, level the aircraft manually and
engage the AP again. In the particular case of a take-off with low aircraft weight and a
selected FMP altitude below 1500ft AGL altitude overshoots of up to 300ft may be expected
when the AP is engaged after take-off, or the FD is followed during manual flight.

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Take Off NORMAL PROCEDURE ISSUE 1

TURN AFTER TAKE OFF

Obstruction clearance, noise abatement or departure procedures may require an immediate

turn after take off. Initiate the turn at safe turning altitude (minimum 400ft AGL) or at
appropriate altitude and maintain V2 + 10 to 20 kts with take off flaps.
Climb performance is slightly reduced while turning, but is accounted for in the airport
analysis. A maximum bank angle of 30 degrees is permitted at speeds greater than or equal to
V2 + 10 kts with take off flaps. After completion of the turn and at or above the flap retraction
altitude, continue while accelerating and retracting flaps.

CREW CO-ORDINATION DURING TAKEOFF

CREW CO-ORDINATION DURING TAKEOFF RUN

COMMANDER Co-pilot
Aligns airplane on runway, releases brakes and To confirm, Co-pilot announces:
advances throttles to approx. 1.3 EPR.
If Co-pilot is designated PF, Commander
announces
“YOU HAVE CONTROL”,
to indicate when Co-pilot has to take over “I HAVE CONTROL“.
control of rudder pedals and control column.
Check engine instruments normal.
PNF
pulls TO/GA triggers or moves thrust levers Pushes chronograph control! Ensures throttles
manually to take off EPR . move to take off EPR or adjusts takes EPR
- announces “TAKE OFF, TIME” manually prior to 60 kts.
The COMMANDER’s right hand remains on When T/O thrust is stabilized calls out:
thrust levers until V1 to be able to reject the “TAKE OFF THRUST SET“.
take off if necessary.
Both pilots check the FMA indication TO-TO
PF
Pushes chronograph control! Holds light Monitors all engine instruments! Checks
forward pressure on control column, maintains DECLUCHED is indicated on FMA.
directional control. Monitors airspeed. Announces “80“, “V1“, “VR“ and “V2“.
Acknowledges the With positive climb indication on Altimeter
“ TAKE OFF THRUST SET” and calls out:
“EIGHTY” call out by “CHECKED“. “POSITIVE CLIMB “.
At VR smoothly rotates to proper attitude. Positions gear lever up. Checks blue transit
With positive Climb commands: lights out. Calls out:
“GEAR UP“ “GEAR UP;”
Accelerates to V2 + 10.
Cross-check airspeed and pitch attitude.
CREW CO-ORDINATION FOR VHF COMMUNICATION
Maintains a/c control. Performs radio communication and sets
advised frequencies.

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Take Off NORMAL PROCEDURE ISSUE 1

CREW CO-ORDINATION AFTER TAKEOFF

PF PNF
Accelerates to V2 + 10 (pitch 18°). Monitors engine instruments and cross-checks
Above 35 ft command” AP 1(2) on” flight progress.
Selects the commanded AP.

Verify FMA mode annunciation

Contact the ATC

At Thrust Reduction Altitude (1500 ft AGL ) Presses CLB on TRP

calls “CLB thrust”
At Acc. Altitude (normally 3000 ft) select
PROF
(automatic accelleration to FMS departure
speed)
or
LVL CH and the desired climb out speed
(normally 250 kts below FL 100)

At F-speed ( if applicable ) calls “ FLAPSOperates the flap lever and observes the flap
UP” position indication. When the flaps have
reached the up position, he responds
“ Flaps are up”
Both verify the FMA mode annunciation and acceleration to preselected departure speed
CREW CO-ORDINATION FOR VHF COMMUNICATION
Maintains a/c control. Performs radio communication and sets
advised frequencies.

PASSING TRANSITION ALTITUDE

At TA (transition altitude) both crewmembers push their altimeter button to STD and compare
the altimeter reading.

FASTEN BELTS
The PF decides when the Fasten Belt Sign will be switched to OFF. In general OFF position
should be selected at least when passing FL 100 and no turbulence is expected. If the switch is
left in ON position release cabin crew by pressing twice the Attendant Call Switch, if weather
permits.

Note: For passengers comfort switch to “OFF” as soon as practicable in order to avoid any
psychological stress and to give the way to visit the lavatories if needed.

DO NOT WAIT UNTIL CRUISING LEVEL!

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Take Off NORMAL PROCEDURE ISSUE 1

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Take Off NORMAL PROCEDURE ISSUE 1

AFTER TAKE OFF CHECKLIST

The PF calls for: "AFTER TAKE OFF CHECKLIST", the PNF will perform the items
silently while reading the Stick Checklist except the point “Altimeters”, which has to be
announced.
At point “Altimeters“ the PNF announces the barometric setting and altitude passing, the PF
repeats barometric setting and altitude to be crosschecked.

PNF: ” Standard (STD), passing FL…”

PF: “ Standard (STD), passing FL…”

Note:
The PF should call for the After Take-off Checklist after passing transition altitude and
altimeters have been reset.

Landing Gear – check gear up and transit light out UP (PNF)

Flaps – check Flaps 0 on PFD UP (PNF)
MFDS -check memos and switch off unnecessary equipment CHECKED (PNF)
-review displayed or cancelled alert messages
-review STATUS information if available
Altimeter - when passing transition altitude, selected STD on QNH or STD PF/PNF
ALTM P/B, X-check altimeter reading
Seat belt sign AS (PNF)
REQUIRED
Remarks: BOLD-Through Flt | 1-COMMANDER | 2-FO | /-PF only | ( )-Silent | (PNF) Pilot
Non Flying

After completion, the PNF states: "AFTER TAKE OFF CHECKLIST COMPLETED".

AFTER TAKE OFF TA

Landing Gear UP (PNF)

Flaps UP (PNF)
MFDS CKD (PNF)
Altimeter QNH or STD X-CKD PF/PNF
Seat Belt Sign AS RQD (PNF)
AFTER TAKE OFF CHECKLIST COMPLETED

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Climb NORMAL PROCEDURE ISSUE 1

CLIMB
PASSING FL 100

With passing FL 100 the COMMANDER switches OFF the Landing and at night the Wing
Insp. Lights. Both crewmember check the Cabin Alt Control Penal for correct indications and
rechecks the memos on MDFS. The PF orders to switch off unnecessary equipment and
`Clear´ the remotely tuned NAV-setting.

CLIMB SPEEDS

After flap retraction accelerate to climb speed.

Below FL 100, speed should in principle not be in excess of 250 kts. This speed will keep the
aircraft within a more confined manoeuvring space, improves passenger comfort, reduces
damages in case of bird strike and offers a better chance do avoid collisions.

ENROUTE CLIMB – ECON

The FMS calculates optimized Econ Climb Speeds and drives the target speed bug
accordingly when in PROF mode.

MAX CLIMB

The best angle of climb is the maximum altitude gained in the minimum ground distance. The
airspeed for the best angle of climb in clean configuration is about VFTO. This mode is not
recommended due to high drag and it should be used only for terrain clearance (obstacles) or
ATC requirements.
The airspeed for the best angle of climb in take off configuration is V2 +10 kts

LVL CHANGE

With this mode the pilot can adjust the desired speed during climb and descent. Any change in
speed will result in different rate of climb or descent.

V/S CIMB

V/S is only to be used if a special rate of climb is required and not to be used for prolonged
time.

TURBULENT AIR ENROUTE CLIMB

In turbulent air maintaining 250 kts or M= 0.65 whichever is lower

Note: Do not fly manually in turbulent air.

IN FLIGHT ICING CONDITIONS

In flight icing conditions are present when TAT is below + 6°C down to and including –25°C
and visible moisture is present.

Note: The use of anti icing system at TAT below –25°C at higher altitudes is at pilots
discretion.

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Climb NORMAL PROCEDURE ISSUE 1

Use engine anti ice whenever icing conditions exist! Wing and tail anti ice system should be
activated when icing is observed or detected (“ICING” alert at MFDS). The system has been
designed for continuous operation. After ICING alert has ceased or one minute after leaving
icing conditions switch off ENG ANTI ICING, switch off WING/ TAIL ANTI ICE when ICE
alert has ceased and no ice build up is observed.
Note:
In case of late system activation select RELIGHT ignition prior to wing anti -icing activation.
Return ignition to NORM when wing ice has been shed and engine parameters are normal.

CREW CO-ORDINATION DURING CLIMB

PF PNF
PF commands : With passing transition altitude calls
“ALTIMETER STANDARD; out: "TRANSITION"
SEAT BELT SIGNS__ ;
Release Cabin Crew;
AFTER T/O CL"
Both CM’s set their altimeter P/B to STD
Sets fasten belt switch as commanded. Reads
“After T/O CL” silently down to the point
Altimeters and verifies all points have been
done. Then reads loud:
“ALTIMETER”.
Call: Confirms same Altimeter indication and calls
“Standard; Passing FL…”_ out: “Standard;Passing FL…“

When crossing FL100 PNF announces:

“Passing one Hundred”

Command: "Lights off”and switches OFF the

Landing Lights, checks Cabin Press Control for
normal indications, rechecks memos on MFDS
and orders to switch of unnessary equipment.
1000 ft below assigned altitude / flight level
“Checked” calls out: “One Thousand”
CRZ CLIMB in PROF mode Observe PF activities and verifies FMA mode
Selects CRZ page on FMS. Adjusts advised FL annunciations.
on FMP Altitude Selector.
CREW CO-ORDINATION FOR VHF COMMUNICATION
As long as the A/P is disengaged maintains a/c Performs radio communication and sets
control. advised frequencies.
With A/P engaged sets advised frequencies. Performs radio communication and reads back
the frequency set by the PF.

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Cruise NORMAL PROCEDURE ISSUE 1

CRUISE
Standard cruise speed for schedules is ECON FMS or .73 Mach or 280 kt at lower levels.

Do not always fly at planned levels, request change if it is beneficial.

Keep a check of estimated and actual times as well as estimated and actual fuel checks and
write them down on the Computer Flight Log.

AUTOMATIC FLIGHT

Approaching the selected FMS altitude, verify level off and mode annunciation.

MANUAL FLIGHT

Perform manual flights in exceptional cases only! Upon attaining assigned flight altitude,
accelerate with climb thrust until the airspeed or mach increases to slightly above of the
desired cruise speed, then adjust the power to maintain cruise speed.

AIRPLANE TRIM TECHNIQUE

The following procedure outlines the steps to be taken when correcting an out-of-trim
condition (both engines operating). With A/P engaged, observe any aileron inputs. If the
aileron control shows constantly to one side while the PFD has no bank indicated then:
1. Check for thrust asymmetry.
2. Check lateral fuel balance and re-distribute fuel load as required (a lateral unbalance
will appear as a roll input).
3. Verify rudder and aileron trim is zero.
4. Stabilize the airplane on constant heading with HDGs.
5. Trim rudder in the direction of the control wheel displacement.
6. Disengage the autopilot, hold wing level and trim out any control wheel forces using
aileron trim.

AIRCRAFT NAVIGATION

Although the PF is responsible for navigation the aircraft, the ultimate responsibility for the
safe and accurate navigation of the aircraft remains with the Commander.
Should a database plan not be available, then any constructed plan should be cross checked by
someone other than the crew member inserting the data.
It will be normal Germania practice in FMC equipped aircraft to confirm the aircraft position
using conventional Navaids as soon as practical. ATC must be informed in the event of FMS
failure resulting in reversion to conventional navigation techniques.

RADIO TELEPHONY PROCEDURES

The PF will always monitor the active ATC Frequency. The No. 1 VHF will normally be used
for all ATC communications. The PNF will normally carry out the necessary liaison with the
ATC authorities. When the PNF is required to monitor or transmit on another VHF Box, he
will hand over liaison with the ATC controlling agency to the PF using the terminology
“Out of ATC”. Back on the on frequency he will use the phrase ”Back on ATC”.

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Cruise NORMAL PROCEDURE ISSUE 1

RVSM OPERATION

Operation within RVSM Airspace includes special requirements with regards to altitude
indications and height keeping (autopilot). Only RVSM approved aircraft will be permitted to
operated within the EUR RVSM Airspace. The approval to operate in this airspace has been
issued to Germania by the LBA.
The autopilot shall be used for all operations in RVSM Airspace except when re-trim, system
resets, turbulence or TCAS alerts require momentary disengagement. It is recommended to
limit climb rates to 1000ft/min when within 2000ft vertically and 5NM horizontally from
other aircrafts, to avoid TCAS alerts.
The aircraft shall not be allowed to over/under shoot the cleared level by more than 150ft.
Upon level off at cruise altitude and at least every hour during cruise the PFD altitude
indication shall be checked for compliance with RVSM requirements (max. difference 200ft).
Any of the following system failures/conditions shall render the aircraft non-compliant with
RVSM requirements:

- Difference between PFD altitude indications of more than 200 ft.

- Loss of autopilot capability (both AP`s unserviceable).
- Loss of one ore both ADC`s or other failure resulting in loss of two
independent primary altitude indications.
- Turbulence resulting in inability to maintain cleared FL within required limits

Initial procedures following loss of RVSM capability:

- Notify ATC immediately of any contingency which affects the ability to

maintain the cleared level or RVSM requirements.
- Maintain cleared FL using remaining serviceable systems/indications.
- Watch for conflicting traffic (both visually and by TCAS.
- Make maximum use of exterior lights.

ATC may take appropriate tactical actions to ensure that safe separation is maintained,
including reversion to a 2000 ft separation minimum.

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Cruise NORMAL PROCEDURE ISSUE 1

R/T PROCEDURES ASSOCIATED WITH TCAS

Notification of a manoeuvre initiated in response to RA:

As soon as it is convenient to do so:

PNF…………………………………………………..”TCAS CLIMB” (or TCAS DESCENT)

And when the aircraft has begun returning to its assigned clearance:

PNF………………………………………………………”RETURNING TO xxxxft/FLxxx”

If the crew is unable to pass a message until, having responded to an RA, the aircraft is once
again complying with the assigned clearance, the message should be:

PNF…………………………………………..”TCAS CLIMB (DESCENT) COMPLETED”

Notification of inability to comply with ATC instruction because a manoeuvre has been
initiated in response to an RA:

PNF…………………………………………………….”UNABLE TO COMPLY, TCAS RA”

TURBULENCE-WARNING CABIN CREW

When warning the Cabin Crew in flight of turbulence ahead, the commander calls via PA:

“CABIN CREW TAKE YOUR SEATS DUE TO TURBULENCE”

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Descent NORMAL PROCEDURE ISSUE 1

DESCENT
BEFORE DESCENT

To optimize crews efficiency and to minimize flight deck talk level and work load, continue
as follows prior to descent:

Weather Info./ATIS received and briefed

FMC prepared
Approach Preparation performed
Approach Briefing completed
Descent CL completed

WEATHER INFORMATION / ATIS

The PNF should receive the latest weather from destination as well as from alternate and
brief it to the PF.

APPROACH PREPARATION
The PF prepares the flight deck for intended approach.

FMS
Inbound routing, active RWY and the corresponding approach must be prepared. Use
the secondary flight plan to prepare an alternative runway if any doubt about the
runway in use. Verify all necessary FMS entries for navigation and optimizing the
descent path have been made.
Check VREF for the appropriate Flap setting.

Note: If the FMS is inoperative use the Speed Reference Charts in the QRH to
determine the approach speed.

PRESSURIZATION SYSTEM
Verify LAND ALT Indicator..... Final Destination Field Elevation

EFIS Control Panel

Set DecisionAltitude/Minimim Descent Altitude (DA/MDA) for CATI/Non-Precision
Approaches.
Set Decision Height (DH) to Radio Altimeter Minimum for CATII/IIIA operation and
set additionally in that case DA if RVR>550m.

ILS
Set the appropriate ILS frequency and check selected RWY course.

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Descent NORMAL PROCEDURE ISSUE 1

ELECTRONIC PEDESTAL

VHF NAVIGATION CONTROLS

Set on both VOR NAVIGATION Controls the appropriate NAV frequency as backup
frequencies for a properly NON-precision approach (VOR, DME) for the RWY in use:

ADF RADIOS
Select appropriate ADF frequencies as follows:

1. OM, MM
2. ADF 1..........................OM beacon select
3. ADF 2..........................MM beacon select
4. only OM & OB (opposite beacon or first outbound beacon) available
5. ADF 1..........................OM beacon select
6. ADF 2..........................OB beacon select

APPROACH BRIEFING

GENERAL

The APPROACH BRIEFING is a description of the flight path with emphasis on anticipated
track and altitude restrictions. It assumes normal operating procedures will be used.
Additional briefing may be required when any elements of the approach and landing are
different from those routinely used. These may include inclement weather, adverse runway
conditions, unique noise abatement requirements, dispatch using the minimum equipment list
or any other situation where it is necessary to review or define crew responsibilities. During
briefing both pilots verify STAR and kind of approach and that all radio equipment and
minima are correctly set and cross-checked with FMS entries and published route.

APPROACH BRIEFING

The items typically covered in the approach briefing are:

1. Validation of approach charts
2. MSA and its reference navigation point
3. Transition Altitude
4. Speed restriction
5. Expected STAR and it’s routing
6. IAF
7. Relevant holdings including MHAs, entry procedures and inbound courses
8. Type of approach
9. RWY in use
10. NAV frequencies
11. Airport elevation
12. Obstacle Situation
13. Initial Approach Altitude
14. FAF
15. Final Approach Course

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Descent NORMAL PROCEDURE ISSUE 1

16. Intermediate Check Altitudes

17. Minimum
18. Missed Approach Procedure including MAA
19. Acceleration Altitude and if published special procedure for intended RWY
20. Airport Briefing including all relevant additional RWY information and taxi
procedures (taxi way to leave the RWY) other items as appropriate.

Additional Briefing Items:

FLAP SETTING

Flap 25 or 42 may be used for landing (including autoland). The standard flap
setting for landing is 42.
Flaps 25 may be used if max climb performance for GA is desired (exp. windshear).
Flap 42 must be used:

- if landing distance is limiting

- if technical malfunctions require a correction of the landing distance
- when landing on contaminated runways or runways with reduced braking action

APU Usage:

Although standard procedure is to start the APU on the ground if necessary for extra
conditioning start during the approach (hot days).

Reverser Usage:

Brief that only idle reverse is allowed except as in emergency

Information for ramp co-ordination

-Inform ground handling about any special request (WCHC`s, UM`s, refueling
required, maintenance etc.
If approaching with unserviceable APU remember to ensure ground power is
available to you on shutdown.

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Descent NORMAL PROCEDURE ISSUE 1

DESCENT CHECKLIST
Close to top of descent point, the PF calls for “DESCENT CHECKLIST“.

Note: The DESCENT CHECKLIST must be completed prior passing FL 100

The PNF reads the “ DESCENT CHECKLIST” and both respond as indicated.

Seat belt sign ON /

Pressurization - check correct LDG ALT is set SET /
MFDS - check for status information's and recall in case off CHECKED /
MESSAGE CANCELLED displayed
Landing Briefing - perform appr. briefing and set minimum COMPLETED /
- set ILS frequency and course
- set VOR frequencies, radials and ADF as
required
- check estimated LDG weight and Vapp
- discuss MSA, STAR, and. MISS APP for
the LDG airport
Remarks: -PF only |

DESCENT

Seat Belt Sign ON /

Pressurization SET /
MFDS CKD /
Landing Briefing COMPLETED /
DESCENT CHECKLIST COMPLETED

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Descent NORMAL PROCEDURE ISSUE 1

RECOMMENDED DESCENT TECHNIQUES

The pilot shall optimize the descent profile by FMS inputs of Descent Winds and if indicated
waypoint definitions (speed and altitude restrictions). All these data help the FMS to find the
optimum TOD (top of descent). The normal descent is in a clean configuration and lower
thrust limit. Speed brakes may be extended to increase the descent rate or to assure that speed
limitations will not be exceeded. Early lowering of landing gear results in additional increase
of rate of descent. The flaps are not to be used to increase the descent rate or the drag.

PATH DESCENT
The default PROF descent mode is ECON. It is the most economic descent procedure,
provided all necessary FMS entries have been made. During PROF cruise flight, selecting a
lower FMP altitude, arms the FMS to command FD pitch and A/T modes to automatically
begin the descent upon arrival over the FMS calculated top of descent point (TOD), and to
follow the FMS selected profile, including all altitudes and speed restrictions. However PROF
descent respects first the limiting altitude selected on FMP.
When cruising at high altitudes FMS may request to commence descent before the calculated
TOD point to prevent uncomfortable high cabin rates of descent (message: REPR-XXNM
BEFORE T/D).

Note.
The use of the PROF mode in certain approach conditions creates extra workload.
Disconnect the PROF mode in cases where:
• Radar vectors and/or speed restriction are given
• The NAV mode is not used for other reasons
• Late descent clearances are given
• Operationally not acceptable speed targets are issuded by FMS

EARLY DESCENT
Allows early initiation of a path descent. An early PROF path descent is performed by 1000
fpm descent rate until intercepting the computed path. Early descent may be commenced prior
to reaching the top of descent by using the <IMM DES > prompt on the F-PLAN page.
The vertical speed may be adjusted, if necessary, by entering a different vertical speed on the
F-PLAN page.

LVL CHG
Descent in LVL CHG mode co-ordinated pitch for FMP target speed and commands thrust to
lower limit (LL). Use standard descent speed schedule and plan TOD as

3 x flightlevel / 10 = TOD in NM (in still air)

V/S
The V/S mode gives pitch commands to hold the selected vertical speed. Speed is controlled
by thrust ( IAST or MT ). V/S mode is only to be used if a special rate of descent is required.

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Descent NORMAL PROCEDURE ISSUE 1

Descent Speed Schedule

Standard Descent Speed Schedule: FMS (ECON DES)

AFCAS: -Maintain cruise Mach until reaching 280kts

-Maintain 280kts until FL100 and 250kts below
FL100

High Speed Descent Schedule: FMS (MIN TIME)

AFCAS: -above FL100 fly M.76/IAS 310kts whichever is

lower
-below FL100 fly IAS 250 kts or as equested/approved
by ATC

PASSING FL 100

When passing or approaching FL 100 the COMMANDER switches ON the Landing and at
night theWing Inspec Lights.
Below FL 100, speed should in principle not be in excess of 250 kts. This speed will keep the
aircraft within a more confined manoeuvring space, improves passenger comfort, reduces
damages in case of bird strike and offers a better change do avoid collisions.

Note: An ATC request for a higher speed due to traffic reasons may be complied with. Local
regulations may stipulate a maximum speed below a certain altitude, or in a defined area.

ALTIMETER SETTING
GENERAL
When cleared down to an altitude the PF sets his ASP to QNH (independent of present FL).

Note: As soon as actual QNH of destination has been received, both pilots preselects the
actual QNH on there altimeters set panel, the COMMANDER sets the actual QNH on the
STBY Altimeter.

PASSING TRANSITION LEVEL

At transition level the PNF calls for: “TRANSITION LEVEL” and pushes his ASP.

HOLDING PATTERN
During holding, FMS will schedule the speed for maximum endurance for the actual aircraft
configuration. Approximately 3 min before holding entry, FMS will reduce the speed to
holding speed.

If the holding is inserted when the aircraft is less than 3 min from the holding fix, the
actual speed at holding entry may exceed the prescribed holding speed and the aircraft
may exceed the protected area,

FMS will schedule a holding leg time of 1 min at or below 14,000ft and 1.5 min above this
altitude.Fly a speed of green dot+20kt or when holding with flaps 8 green dot-10 and PROF is
not engaged.

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Approach NORMAL PROCEDURES ISSUE 1

APPROACH
APPROACH CHECKLIST

The PF calls for “APPROACH CHECKLIST“ the PNF reads and both respond.

Altimeter - checks QNH is displayed on both EFIS PFD`s and QNH PPPP, PF/PNF
on STBY ALTM, X-check altitude indications PASS aaaa FT
Ignition – PNF sets ignition to CONT 1 or CONT 2 if runway is, AS REQD /
contaminated, otherwise use NORM
Cabin Report RECEIVED 1
Remarks: 1-COMMANDER -PF only | (PNF) Pilot Non Flying

APPROACH TL

Altimeter QNHPPPP/pass aaaa FT PF/PNF

Ignition AS REQD /
Cabin Report RECEIVED 1
APPROACH CHECKLIST COMPLETED

CREW CO-ORDINATION DURING DESCENT

PF PNF
1000 ft above assigned altitude/flight level calls
“CHECKED“ out: “ONE THOUSAND”
When crossing FL 100 PNF announces:
Commands: “LIGHTS ON” “PASSING ONE HUNDRED”
PNF switches ON the Landing Lights as well as NAV/Logo lights (as required).
With passing transition level calls out:
PF commands: “QNH __ ; “TRANSITION”
APPROACH CL”
Both CM’s set their altimeters to actual DEST QNH.
PF PNF
Reads Approach CL loud.
“ALTIMETER”
Announces: „QNH PPPP; passing aaaa FT „ Confirms same Altimeter indication by
repeating:
“PPPP; aaaa FT CROSS-CHECKED“
Reads “Ignition” and sets ignition to Cont1(2)
if required and calls “CONT 1(2)” or “NORM”
Confirms setting with “CHECKED ”
CREW CO-ORDINATION FOR VHF COMMUNICATION
As long as the A/P is disengaged maintains a/c Performs radio communication and sets advised
control. frequencies
With A/P engaged sets advised frequencies. Performs radio communication and reads back
the frequency set by the PF.

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Approach NORMAL PROCEDURES ISSUE 1

APPROACH TECHNIQUE

GENERAL

Good approach technique requires an awareness of the actual traffic situation and weather
conditions (tail wind). The kind of approach (precision or non precision) determines the
configuration arrangement.

Note: The use of AP and ATS is recommended.

Approach Techniques
There are two different approach techniques to bring the aircraft to a stabilized condition for
landing.

Decelerated Approach (Noise Abatement Approach)

This technique brings the aircraft down to 1000 ft AGL at VAPP. This technique is
recommended for ILS approaches when weather is not marginal. Generally used as GMI
standard approach and for fuel and noise abatement reasons.

• intercept localizer in clean configuration (speed 210+/-10 kts)

• 2 dots below glide slope select flaps 8 and a speed of 160kts+/-10kts
• not below 2000 ft AGL select gear down, then flaps 25 and speed VAPP25
(Vma25+5+WC)
• at approx. 1300 ft AGL select flaps 42 and speed VAPP42 (Vma42+5+WC)
• be stabilized latest when passing 1000 ft AGL (normally before OM)

Caution:
Gear extension takes appr. 25sec and a level 3 alert is presented when LG is not down
and locked at RA<1000ft, flaps>23° or thrust lever position less than MIN TO.

Early Stabilization Approach

This technique brings the aircraft to the FAF / FAP in landing configuration at VAPP. This
technique is should used for actual low minima approaches and non-precision approaches.

• intercept localizer with flaps 8 and speed green dot minus 10 kts
• approximately 1dot below glide slope select gear down
• upon glide slope capture select flaps 25, then flaps 42

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Approach NORMAL PROCEDURES ISSUE 1

STABILIZED APPROACH

All approaches should be stabilized either by passing 1000 ft in IMC or by passing 500 ft
AGL with visual contact!

An approach is considered to be stable if:

1. The airplane is on the correct flight path.
2. Only small changes in heading and/or pitch are required to maintain the path.
3. The speed is not higher than Vref +15 and not lower than Vref.
4. The sink rate does not exceed 1000 ft per min. If an approach requires a sink rate
grater than 1000 ft/min, a special briefing should be performed.
5. Power setting appropriate for configuration (higher than LL).
6. All briefings and checklists are performed.
7. Specific type of approaches are considered to be stabilized if they also fulfil the
following: ILS approaches must be flown within one dot of the GS or LOC. During
visual approaches the wings must be levelled on final with reaching 500 ft AGL.

APPROACH SPEED

The speed symbols are used as primary speed setting reference. Select flaps near to the actual
configuration normal manoeuvring speed to avoid large pitch corrections. Configurations
versus normal manoeuvring speeds are:

-flaps 0 green dot plus 20 kts

-flaps 8 green dot minus 10 kts

Note: When PROF is engaged the aircraft will be controlled during descent so as to
arrive on the localizer, 2 dots below glide path with green dot + 20 kts.

FINAL APPROACH SPEED

The final approach speed for flaps 25 or 42 is Vref (25 or 42) + 5 kts +wind correction.
During approach Vref is equal to Vma (mid CG). Vma is displayed as the top of the amber
strip at the PFD speed scale and is valid for actual weight and flap setting and is corrected for
variations in CG.

Note:
VMA on PFD is valid for actual weight and flap setting and is corrected for variations
in CG. A difference of up to 5kt may exist between PFD indication and the speed card
figure of the QRH.
Approach and landing speeds as displayed at the FMS APPROACH page are for
reference only. FMS speeds are only accurate if actual landing weight is equal to the
FMS landing weight.

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Approach NORMAL PROCEDURES ISSUE 1

WIND CORRECTION

The final approach speed (Vref +5) should be corrected for wind, including gusts as follows:

-wind up to 10 kts : no correction

-wind (+gust) 11-20 kts : +5kts
-wind (+gust) more than 20 kts : +10kts

AUTOMATIC GUST CORRECTION

VMA + 8 is the lowest speed to which ATS will control during approach in gusty conditions.

FINAL CHECKLIST

The PF calls for “FINAL CHECKLIST“ when landing configuration is made, the PNF reads
and both responds as follows:

Landing Gear - check three green LD GEAR lights DOWN & 3 GREEN PF/PNF
- no LD GEAR alerts messages
Flaps - check flaps in the required landing position 42 (25) PF/PNF
Lift Dumpers - recheck blue arm light on ARMED PF/PNF
- do not arm lift dumpers before LD GEAR
down and locked!
Note: As a reminder:
When clear to land, switch on nose landing light

Remarks: Bold –Through Flt | 1-COMMANDER | 2-FO | /-PF only | ( )-Silent | (PNF) Pilot
Non Flying

FINAL

Landing Gear DOWN & 3 GREEN PF/PNF

Flaps 42 (25) PF/PNF
Lift Dumpers ARMED PF/PNF
FINAL CHECKLIST COMPLETED

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Approach NORMAL PROCEDURES ISSUE 1

STANDARD ILS APPROACH CAT I

GENERAL

After Approach Checklist completed select the appropriate approach mode (EFIS Control
panel to APP). Proceed on intercept course in HDGs mode and until localizer
interception use ROSE mode on the side of PF !
When cleared for approach and maximum LOC angle is less than 90°, push LAND. Start
configuration when glide slope is alive.

Note: Because of a possible insufficient FMC radio update, which can result in inaccurate
presentation of RWY and other relevant points on the ND, it is prohibited to intercept an
ILS in NAV mode with LAND mode armed! This serves to prevent an eventually parallel
establishing of LLZ course (ILS or LLZ APP).

Certain combinations of localizer beam characteristics and modern receiver / autopilot

combinations can cause premature localizer capture. Flight crews should be alert to this
possibility. Flight deck procedures should be designed to reduce the risk of this type of event
by not arming the capture mode to early. Flight crews are advised to confirm the validity of
ILS capture by crosschecking with other sources of navigational information where available.
Being alerted to anomalous aircraft performance such as illogical heading or descent will also
assist in guarding against premature capture

Full auto-flight should be used as standard in busy terminal areas and in poor weather
for safety reasons, allowing both pilots maximum ability to monitor flight progress.

Approaches in weather conditions equal to or better than CAT 1 may be flown with or
without the use of AP and ATS to keep in practice manual flying.

In case of a LAND 2 indication on the FMA the pilot has the option to land manually or to
make an autoland.

In case of an autoland approach monitor AFCAS behaviour as described for

CATII/IIIA approach!

Glide slope capture/ tracking:

Glide slope capture will only take place after localizer capture. When intercepting the glide
slope before localizer capture assured, use V/S to follow the glide slope provided terrain
clearance is assured, but not below last assigned altitude unless cleared by ATC.
If `LAND´ is selected when the aircraft is still descending to the initial approach altitude, the
FMA will show ALT blue ( and not GS blue) in the path window. GS blue will show upon
capturing the initial approach altitude.

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CREW CO-ORDINATION - ILS APPROACH

CONDITION: autopilot engaged, -on intercept course in HDG SEL, - approach checklist
completed, ECP set to APP, -cleared for approach;

POSITION / HEIGHT PF PNF

on intercept course Selects “LAND” & calls out:
(cleared for approach) “LAND MODE ARMED“ “CHECKED
first positive inward motion of "LOCALIZER ALIVE"
LOC pointer "CHECKED"
first positive motion of GS "GLIDE SLOPE ALIVE"
pointer "CHECKED"
with LOC capture "LOC CAPTURED"
“CHECKED"
with GS capture "GS CAPTURED"
“CHECKED"
Sets MA altitude and calls out:
"MA ALT SET"
“CHECKED"
passing OM or FINAL FIX Both pilots perform final
inbound altimeter cross-check!
below 1500ft AGL “ LAND 2” or “GS/LOC”
“CHECKED”
500 ft above field elevation "FIVE HUNDRED"
(final incapacitation check) “CHECKED“

100 ft above DA "APPROACHING

MINIMUM"
(PNF starts looking for visual
"CHECKED" cues and calls out
appropriately)
When runway or approach „RUNWAY“ or APPR.
lights in sight LIGHTS
At DA “MINIMUM”

Visual reference established: "CONTINUE”

Latest at autopilot minimum Disengage the AP
using height Continue to land
or
at DA "MINIMUM"

NO sufficient visual reference "GO AROUND

Note:
Autopilot minimum using height with GS/LOC annunciated is 80ft

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Autoland Approach

Autoland with the Fokker 100 is only allowed on runways with CAT II/III ILS ground
equipment.

Throughout the approach the PF must ensure that the autopilot is monitored by one
hand on the control wheel, the other hand on the throttles with fingers on the TOGA
triggers.

Practice Auto-Lands-Low Visibility Procedures

In Category I conditions or better, LVP will not be in force unless specifically requested.
Intrusion into the ILS critical and sensitive areas by taxiing aircraft, ground vehicles or
overflight of the ILS localizer may cause interference to the ILS signal. This interference may
result in deviations from the desired approach path and may be accompanied by a LOC
warning flag appearing briefly.

When making auto-lands in conditions not requiring the introduction of LVP, flight crews
should closely monitor the flight path of their aircraft and be prepared to disconnect the
autopilot immediately if excessive disturbances occur near to the ground.

CAT II Approach

Approaches in CAT II weather conditions must be flown with AP engaged. The commander
is always the PF. The use of ATS and autoland is recommended. In case of green GS/ LOC
indication at the FMA, the AP must be disengaged at DH and a manual landing must be made.
The crew co-ordination differs in so far to the CAT1, that the co-pilot always stays head down
and monitors the AP performance. The commander goes ”head up” to check outside for visual
references when approaching minimum.

CAT IIIA Approach

Approaches in CAT IIIA weather conditions must be flown with AP engaged and an
automatic landing is compulsory. The use of ATS is recommended and the commander is
always the PF.

Note:
On the first contact with approach control request CATII/III approach.

Start the APU during Approach Check. The APU generator may be used to share the
electrical load in the event of failure of an engine generator

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CAT II/IIIA Crew Briefing

Prior commencing an actual CAT II/IIIA approach pilots must check, in addition to their
normal duties, the following items:

Conditions to start the approach:

Ø Crew Qualification
Ø Aircraft status (check Minimum Equipment List, if necessary)
Ø Airport Equipment:
-NOTAM, ATIS (LVP in force)
-Approach clearance ( on first contact with approach control
request CAT II/IIIA approach)
Ø Task sharing: PF always commander
Ø Weather Conditions:
-Before OM or equivalent, continue the approach
-At OM, RVR at minimum or missed approach procedure
-Passed the OM, continue the approach to DH
Minimums:

Ø Cat III Airport capability is shown in Jeppesen 10-ABP-(1), 10-9A (20-9A....) charts
Ø Check CAT II radio altimeter setting in Jeppesen chart
Note:
Set DH on ECP and CAT I DA at the M/DA selector. The selector will be left
in DH position
Extra Briefings:

Ø check seat position

Ø dim interior lights
Ø switch off all external lights except beacon and navigation
Ø Start APU
Ø review of calls to be made by the crew, and runway exits points and taxi procedures

EFIS/AFCAS SELECTION

For localizer interception proceed on intercept course in HDGs mode and PF must select
ROSE until LOC capture!

The EFIS/AFCAS selection are as described below:

AFCAS ATS EFIS

Selection CTL FD/FPV ND MODE RMI
PNL PF PNF PF PNF POINTERS
LAND ON APP FD FD MAP 15 MAP 15 ADF
(ILS) or or
ROSE ROSE

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ADL- Approach Decision Logic

In general there are three possible responses to the failure of any system, instrument or other
element during the approach.

• continuation of the approach to the planned minimum

• reversion to higher minimum
• go-around and reassessment of the capabilities

The nature of the failure and the point of its occurrence will determine which response is
appropriate.

As a general rule, if a failure occurs above 1 000ft AGL, the approach may be continued
reverting to a higher Decision Height (DH), providing the appropriate conditions are met and
all non normal checklists (if there are any) are properly done.

Below 1 000 ft AGL the occurrence of any failure implies a go-around and a reassessment of
the system capabilities. Another approach may then be initiated to the appropriate minimum
for the given aircraft status.

It is recommended to carry out the procedure as presented in the table below , if during
approach, either one or a combination of the following occurs:
-Master warning light flashes
-Master caution light flashes
-Autoland caution light flashes
-AP disconnect

Above 1000ft <1000ft-DH

Ground Reference No ground reference
-Continue Approach -Continue Approach -Go-around
-Reset Alert -Reset Alert -Reset Alert
-Carry out procedure -Carry out procedure
-Check Land/ Approach
capability

Note:
In case of excessive beam deviation and no ground reference perform a go-around.

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Speed Control

During approach, adjust the speed as to arrive at 800ft AGL with a speed not in excess
of
Vref +15. When speed at 800 ft AGL is above Vref+15 speed control is as described below:

AFCAS
800 FT AGL
SPEED ALERT
Speed> Vref+15

500FT AGL

Speed>Vref+15

ATS engaged ATS not engaged

Speed <Vref+23 Speed >Vref+23

AUTOMATIC SPEED
REDUCTION TO NO AUTOLAND
Vref+10

If an automatic speed reduction cannot be avoided use the speed brakes to avoid low thrust
conditions below 500ft AGL.

Below 500ft AGL, speed selection at the FMP in LAND 2 are inhibited.
If conditions require a speed in excess of Vref+10 (ATS engaged) below 500ft an
automatic landing is not possible and the AP must be disengaged before landing.

If an automatic speed reduction cannot be avoided use the speed brakes to avoid low thrust
conditions below 500ft AGL.

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CAT II/IIIA Procedure and Crew Co-ordination

Phase PF PNF
On intercept heading, cleared for Selects “LAND” Checks GS and LOC blue
approach (ECP is set to APP) Checks GS and LOC blue
LOC alive Calls “Localizer alive”
“Checked”
LOC capture Calls ” Localizer captured”
Checks LOC green and responds
“Checked”
GS slope alive Calls “ Glide slope alive”
Commands ”Flap 8”
Sets speed green dot-10
Selects flap 8
At 1 dot below glide slope Commands “Gear down” Selects gear down
At GS capture Calls “GS captured”
Checks GS green and responds
“Checked”
Selects MAA and calls
”MAA set”
Established on GS Commands “Flap25” Selects flaps 25
Sets speed to Vref25+5+ wind corr.

Commands “Flap42” Selects flaps 42

Sets speed to Vref42+5+wind corr.“ Carries out Landing Checks

Landing Checklist” Calls ”Landing Checklist
completed”
At OM Checks altitude
Calls “Outer Marker Altitude
Responds with “Checked” checked”
Approx. At 1500 ft AGL Checks FMA display LAND 2 and
(latest at 1000ft) calls “Land 2”
Checks FMA displays LAND 2 and
responds with “Checked”
At 1000 ft above field elevation Call “ 1000 “
Responds with” Checked”
At 500ft AGL and auto call “500” Monitor auto call out or call “500”
Responds with “Checked”
At DH +100ft Calls ” Approaching minimum”
Maintains head down to monitor the
Responds with “Checked” approach
searches for visual references
At approx.150 ft Checks ALN green and calls
(latest 100ft) “ALIGN”
AT DH Responds with ”Continue” Calls ”MINIMUM”
If sufficient visual reference
or “GO-AROUND”
If no sufficient visual reference
At approx.50 ft
(latest at 30 ft) Monitors automatic landing Checks RET and FLR green and
calls “Retard , Flare”
Touchdown
Checks ROLL OUT green and calls
Selects IDLE Reverse and applies “Roll out”
brakes as required
Roll out Monitors landing roll Monitors speed
60 kts Disengages AP Calls “sixty”

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Minimum Aircraft Equipment

The equipment / systems listed below are required to be serviceable for the specified
categories. Any deviation from the list requires the aircraft to be downgraded.

Weather Limits 100 ft DH 50 ft DH

FMA INDICATION GS/LOC LAND 2
Autopilot channels 1 2
ATS 0 0
Stab trim (on FAP) 1 2
Rudder limiter 0 1
ADC 2 2
IRS 2 2
FMA 2 2
ILS Receivers 2 2
PFD 2 2
ND 1 2
RA 1 2
DH indication 2 2
FWC channels 1 1
Autoland caution light 0 1
Wipers 2 2
Window heat 2 2
Anti skid 0 1
Hydraulic systems Sys 1 Sys 1
Electrical system Dual Electrical System with a Combination of Engine
Generator or APU Generator
Engine at FAF 2 2

Notes:

1. Common source ADC or ILS not allowed

2. One ND may be inoperative provided RMI is operative at affected side.

Common source is not allowed CAT II only

3. Radio altitude to be displayed for both pilots from on side source select

4. IRS 1 and IRS 2 must be operative in the NAV mode

5.Autopilot to include Flight Director

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Procedure for Downgrading

Once a defect has been highlighted that affects the Category Status of the aircraft, and it
cannot be rectified prior to departure, it is to be downgraded.
In addition to a defect being raised in the Aircraft Technical Log to downgrade the aircraft, a
placard on the Flight Mode Panel has to be installed to reflect the new category status.
AIRCRAFT STATUS SHOWN ON FMP (FLIGHT MODE PANEL)

Cat II
Only/
CAT I
Only

No Placard installed CAT 3A Status

Yellow Placard installed CAT 2 Status

Red Placard installed CAT 1 Status
Note:
Placards are located in the technical document folder on board the Aircraft and on Line
Stations.

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NON-PRECISION APPROACHES

GENERAL

Plan and carry out all approaches without GP in a conservative manner.

Automatic control of the aircraft is recommended. During non precision approaches use V/L
or HDGs and V/S mode. The approach is always monitored by means of raw data. Depending
on the weather and/or availability of navaids (no DME) ,decide to select gear and flaps earlier
so as to arrive in final configuration at least at start of descent point. Step down fixes should
not be crossed below their minimum crossing altitudes. Fly final approach so as to avoid level
flight.
AP minimum using height during non- precision approach is 250ft AGL.

If during approach VOR/DME monitoring is required, remote tune the particular

VOR/DME at the FMS Prog-page.

After VOR capture, do not select the ND at the side in control to MAP as this will result
in a failure of the AFCAS VOR mode.

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VOR; VOR-DME LOC APPROACH

PROCEDURE – VOR-DME; LOC-DME APPROACH (FD)

CONDITION: A/P engaged, -intermediate configuration -on intercept course in HDGs, -
approach checklist completed, -cleared for approach;

POSITION / HEIGHT ACTION REMARKS

on intercept course Arm VOR( or APP for LOC If flown manually: PNF FD
appr.`s) on EFIS control panel! off or select FPV!
Push V/L on FMP
At initial approach altitude Set MDA -rounded up to the next higher
(“ALT” green on FMA) hundred feet
With LOC captured Roll engage mode "LOC"
appears green on FMA.
At point of descent Select desired V/S V/S(ft/min)= GS(kts)x 5
Continuously during approach Check step descent altitudes! Adjust vertical speed as
desired.
RWY or APP lights positively Select FPA, switch to FPV , Continue visual to land.
identified, and at or above disengage AP and set MAA
MDA
No visual reference and at Proceed to MAP! Decide for landing or GA
MDA Set MAA!

Note:
Create a DLP (decision to land point) from which a safe landing can be performed.

DLP dist. from TDZ (NM) = MDH (ft) x 3 : 1000

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CREW CO-ORDINATION - VOR-DME; LOC-DME APPROACH

CONDITION: A/P engaged, -intermediate configuration, -on intercept course in HDGs, -
approach checklist completed, -cleared for approach

POSITION / HEIGHT PF PNF

On intercept course Selects V/L mode! Calls out:
“VOR LOC ARMED“
“CHECKED“
First positive inward motion of “RADIAL ALIVE”
LATERAL DEVIATION (“Localizer alive”)
INDICATOR BAR “CHECKED”
With VOR/LOC capture “VOR/LOC CAPTURED“
“CHECKED”
At initial approach altitude and Selects MDA( rounded up to
“ALT” green on FMA the next higher hundred feet)
Calls: “MDA set” “ CHECKED”
While approaching start of
descent point “CHECKED“
Announces distance to start
of descent point,
e.g.: “2 MILES TO START
“CHECKED“ OF DESCENT“ etc.

At start of descent point Selects desired V/S

Continuously during descent Adjusts V/S as necessary Announces step descent
down to MDA altitudes, e.g.: “CHECK X
MILES AT AAAA FT.”

500 ft above field elev. (final “FIVE HUNDRED”

incapacitation check) “CHECKED”
100 ft above MDA “APPROACHING
MINIMUM ”
“CHECKED”
At MDA and visual reference “MINIMUM, RWY IN
established SIGHT”
“CONTINUE”
Selects FPA and switches to
FPV, disengages AP and calls: .Sets MAA and calls:
“SET MAA” “MAA ……ft SET”
-continuous for manually
landing
At MDA and no visual “MINIMUM NO CONTACT”
reference established
Continues to MAP and decides
for Landing or GA!
Sets MAA!

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NDB; NDB-DME APPROACH

CONDITION: A/P engaged, -intermediate configuration, -on intercept course in HDGs, -

approach checklist completed, -cleared for approach

Position /Height Action Remarks

On intercept course and Check ADF bearing The bearing pointers are the
during the whole approach pointers for correct inbound main lateral navigation
indication and correct reference during approach
accordingly if necessary
At initial approach altitude Rounded up to the next higher
(ALT green on FMA) SET MDA hundred feet

At point of descent Select desired V/S V/S(ft/min)= GS(kts)x 5

Continuously during Check step down altitudes Adjust vertical speed as
approach desired
RWY or APP lights positively select FPA, switch to FPV, Continue visual to land.
identified, and at or above disengage AP and set MAA!
MDA
no visual reference and at Proceed to MAP! Decide for landing or GA
MDA Set MAA!

Note: Create a DLP (decision to land point) from which a safe landing can be
performed.

DLP distance from TDZ (NM) = MDH (ft) x 3 : 1000

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CREW CO-ORDINATION – NDB; NDB-DME APPROACH

CONDITION: A/P engaged, -intermediate configuration, -on intercept course in HDGs, -

approach checklist completed, -cleared for approach

POSITION / HEIGHT PF PNF

On intercept course Both pilots check ADF BEARING PIONTER indication and
PF makes the necessary lateral corrections to establish and
maintain the correct inbound track
While approaching start of Selects MDA( rounded up to
descent point and “ALT” green the next higher hundred feet)
on FMA Calls: “MDA set” “ CHECKED”
While approaching start of
descent point “CHECKED“
Announces distance to start
of descent point,
e.g.: “2 MILES TO START
“CHECKED“ OF DESCENT“ etc.

At start of descent point Selects desired V/S

Continuously during descent Adjusts V/S as necessary Announces step descent
down to MDA altitudes, e.g.: “CHECK X
MILES AT AAAA FT.”

500 ft above field elev. (final “FIVE HUNDRED”

incapacitation check) “CHECKED”
100 ft above MDA “APPROACHING
MINIMUM ”
CHECKED”
At MDA and visual reference “MINIMUM, RWY IN
established SIGHT”
“CONTINUE”,
Selects FPA and switch to
FPV, disengages AP and calls: Sets MAA and calls:
“SET MAA” “MAA ……ft SET”
-continuous for manually
landing
At MDA and no visual “MINIMUM NO CONTACT”
reference established
Continues to MAP and decides
for Landing or GA!
Sets MAA!

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FMS-APPROACH (NAV ONLY)

Under certain conditions for a NDB/DME approach the FMS NAV mode may be used to
follow a published approach available from the FMS data base or as constructed by the pilot.

The approach performance must be monitored using the published NAVAID.

Before starting the approach, in order to obtain a precise navigation accuracy check, select the
PROG page and insert at LSK 3R the ident of the DME being tuned for the approach in the
FMS, then compare BEARING/DISTANCE with the information presented on the DME/RMI
indicator.

A valid NAV ACCURACY check is considered:

• If the difference between both distances is <1NM.

NOTE:
If NAV accuracy is not within the recommended tolerances, revert to
conventional non RNAV Navigation and perform the approach in a
conservative manner using HDGs and V/S!

Approach Restrictions:

It is not allowed to initiate an FMS coupled approach:

• if the FMS is in the IRS ONLY mode.
• If the published NAVAID cannot be monitored.
• NAV Accuracy Check > 1NM
• In case of an `FMS LOW POS ACCURACY` alert.

NOTE:

If the FMS reverts to IRS ONLY after passing the final approach fix, the approach may be
continued to MDA.

Use of EFIS/ AFCAS:

FMP EFIS RMI PF ND PNF ND REMARKS

NAV --- Both RMI to MAP ROSE Monitor
ADF Needle approach on
ADF needle

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CIRCLING TO LAND APPROACH

Study the approach charts carefully. Pay special attention to the location of high ground and
obstacles.

For circling to land approaches use one of the before described approaches to descend
down to the circling minima (MDA).

When descending on an ILS use V/L and V/S to follow localizer and glide slope (otherwise
ALT HOLD) inhibited after land capture).

The visual part must be executed at or above the MDA and visual contact must be maintained
at all times. To monitor the flight path and to detect excessive flight path deviation at an early
stage FPV should be used during this part ( further information see ”Use of FPV during visual
circuit”).

Decide on a go-around procedure from any part of the circuit, in principle by turning to the
airport to follow the MISAP for the instrument let down in use and climb to its MAA.
Since the circling manoeuvre may be accomplished in more than one direction, different
pattern will be required to become established on the prescribed missed approach course
depending on the airplane position and at the time the missed approach is commenced.
If a deviation for this standard pattern is required, then a specific go-around procedure will be
prescribed in the navigation documentation.

Position/Height Action Remarks

At circling altitude; RWY or Set heading 45° offset to Set 45°+ wind correction
APP lights positively RWY track and select HDGs offset to RWY track
identified
With roll out on offset HDG Start timing Take time for 30 seconds.
Take wind in consideration
Time over Turn to opposite RWY track Correct for drift
Abeam RWY threshold Start timing For down wind timing use 30
seconds +/- 1s/kts head or tail
wind
While on base turn Set flaps 25, start to descend
so as to establish on a normal
3° glide path
On final RWY track Set final configuration, Continue visual to land
disengage AP , complete the
landing checklist

NOTE: -disengage AP latest 400ft AGL

-adjust downwind and base leg so as to be established on final at minimum 500ft
AGL and on a 3° glide path

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Visual Approach
A visual approach is an instrument approach where either part, or all of the procedure is not
completed and the approach is executed with visual reference to the terrain. The visual
approach takes place under an IFR clearance but shifts the responsibility for terrain and traffic
avoidance to the flight crew and can be made using automatic or manual control of the
aircraft. When the circuit is amended the configuration/speed schedule should be adjusted
accordingly, taking into account the distance to go to touch down and interception of the
visual glide path. Arrange the configuration changes and speed schedule so as to be
established at 1500 ft AGL, with flaps 8 and green dot –10 kts speed, not later than abeam
touchdown or comparable position if the standard pattern is not used. Use all available NAV
aids as back up to visual cues. For visual circuits FPV shall normally be used.

FLIGHT PATH VECTOR

GENERAL
FPV is computed from data obtained from FMS and IRS. When the FD/FPV switch at the FMP
is selected to FPV, the green FPV symbol is displayed at the PFD.
FPV provides a two dimensional display of drift angle and flight path angle. In the figure below
the vertical distance between the FPV symbol and the horizon represents the flight path angle
(Y) and the horizontal distance between the FPV symbol and the center of the aircraft symbol
('bore sight) represents the drift angle (D).
When the FPV is below the horizon the aircraft is descending, conversely the aircraft is climbing
when the FPV is above the horizon.
When the FPV is at the right of the 'bore sight', the aircraft drifts to the right, conversely the
aircraft drifts to the left if the FPV is at the left of the 'bore sight’.

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When FPA is selected at the EFIS control panel, a blue flight path angle target symbol is
displayed at the PFD and FPV is annunciated in the PATH and LAT window of the FMA. The
target angle (+ for climb, - for descent) can be selected.

Restrictions:

If available, the FPV presentation may be used for:

• visual part of circling approach

• visual approach or visual segment of an IMC approach
• the FPV shall not be used for IMC approaches except for the visual segment of the
final approach

Use of FPV in a visual circuit

The use of FPV during visual approaches can be very helpful. Especially in those cases where
visual cues are degraded (in heavy rain or up-sun) or misleading (sloping terrain, runways with
an abnormal length/width ratio) and during dark hole approaches the use of the FPV is
recommended. Maintaining FPV in line with the FPA target ensures that the required approach
angle is flown, irrespective of head or tailwind.

CAUTION:

FPV is not a primary flight instrument. It provides only flight path indication relative to
the ground and does not provide vertical or lateral information referenced to the
landing runway. This means, it may give you the wrong impression of being well
established, although the aircraft is off the centreline or glide slope. After a deviation
from the intended path, simply adjusting the FPV does not provide a correction
towards the intended path, but paralleling. Therefor actual aircraft path should always
be judged against a combination of raw data, altimeter and visual cues.

Join the circuit by using FD. When established at 1500ft AGL select MAA for the instrument
MISAP of the runway in use. Not later than abeam threshold switch the FPV on and select
FPA. Check that FPA is preselected at the desired approach angle (normally –3°). Set the
heading bug to the reciprocal of the runway track. Fly the FPV aligned with the heading bug,
so correcting for drift and thus flying an exact downwind track.

To maintain constant altitude, keep the FPV on the horizon. When turning base leg, initiate a
3° descent angle by pitching the FPV to the FPT. With heading bug selected to runway track
and visually established on the final approach track, keeping the FPV below the heading bug
will ensure proper drift correction.
The descent angle can be maintained or adjusted as necessary and once visually established
on a 3° glide path in relation to the touch down point the FPV can be used as a cross check
that the desired aircraft path is maintained.

NOTE: In case of a Go-Around, pulling the to TOGA triggers will present the FD in GO-
AROUND mode.

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Approach NORMAL PROCEDURES ISSUE 1

Profil Visual Approach:

-Speed Green Dot-20

NOTE: If in use, AP off at latest 400ft AGL

Caution:

If during manual flight with LVCH descent selected, the pitch commands are not
followed, ATS will not control the selected speeds! To assure proper speed
control when manoeuvring the aircraft manually during visual flight both FD`s
are selected off or FPV is selected.

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Go Around NORMAL PROCEDURES ISSUE 1

GO AROUND
GENERAL
A missed approach according to the published procedures must be initiated when:

• the approach is not stabilized

• no visual contact according to the Operations Manual OM-A can be established after
reaching Decision Height (DH) respectively the Missed Approach Point (MAP)
• wind components exceed aircraft limitations
• operationally unavoidable
• ordered by ATC
• technical malfunctions dictate

A missed approach may be initiated by either flight crew member. The appropriate callout is:
“GO AROUND”. The order for a missed approach must be obeyed too.

For missed approach flight procedures refer to the Operations Manual OM-C (Route Manual).

Once the decision for a missed approach has been taken, a positive rate of climb must be
established as rapidly as possible, in order to reduce altitude loss to a minimum. This calls for
simultaneous thrust increase and nose-up rotation. The wings should be kept level during the
initial phase.

The TOGA levers have to be activated for every go-around.

Triggering of TOGA levers will ensure the following:

• ATS will select GA EPR (if ATS was in standby mode it will engage automatically)
• the speed brake will retract automatically and liftdumpers will disarm
• wing and tail anti icing will be deactivated for 60 seconds
• FD pitch bar will be presented and command aircraft rotation to a safe climb-out attitude
not exceeding 18° ANU, minimum speed 1.25 VS. FD roll bar maintains the existing HDG
(HDG HOLD). When 2000 ft / min. ROC is reached (1000 ft / min for OEI), this ROC will
be maintained. The new target speed will be 200 kts. When 200 kts are reached speed will
be maintained by TMS (thrust management system) in a speed-hold mode by thrust. Thrust
target is either still GA or CLB. GA-path mode is left by selecting a new vertical path
(LVLCH, V/S or ALT CAP).

FLAP SELECTION
The flaps must be selected from 25 to 0 or from 42 to 15.
For minimum height loss select GA flaps after achieving positive climb.

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Go Around NORMAL PROCEDURES ISSUE 1

PROCEDURE AND CREW CO-ORDINATION DURING GO AROUND

Position/Height PF PNF
GO AROUND Calls:” GO AROUND” and
pulls TOGA triggers
Check FMA (thrust and vertical path window GA green)
Monitors/controls thrust Checks GA EPR is set,
levers to GA EPR and adjusts if necessary
rotation to GA attitude monitors GA procedure
POSITIVE CLIMB Calls: POSITIVE CLIMB”
Calls:” FLAP 15(or UP)” Selects flaps 15 (or up)

Calls:” GEAR UP” Selects gear up

If not already in use Calls:” AP 1(2) ON” Selects commanded AP (both
AP`s will engage)
Initial climb Commands or sets NAV or
HDGs
Contact the ATC
At Thrust Reduction Calls:” Climb Thrust” Presses CLB on TRP
Altitude (1500 ft AGL ) Selects “LVLCH”
At F-speed ( if applicable ) calls “FLAPS UP” Operates the flap lever,
Observes the flap position
indication .When the flaps
have reached the up position,
he responds “ Flaps up”
At MAA Levels off at selected altitude Reads the Checklist and states
and calls: After Take off when completed” After TO
CL” CL completed”
Crew Co-ordination for VHF Communication
Maintains a/c control Performs radio
communication and sets
advised frequencies

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Go Around NORMAL PROCEDURES ISSUE 1

REJECTED LANDING
The rejected landing procedure is simlar to the go-around procedure, except that the maneuver
begins with the thrust lever at or near idle and altitudes below 50 ft.

During dual autopilot operation, AFCAS will provide a safe climb out , provided the TOGA
mode is activated in flight. When the TOGA mode is active, touchdown will not result in
deactivation of the TOGA mode.

When the maneuver is flown manually, pay special attention to the following aspects:

• Pull TOGA triggers and check FMA.

• Increase pitch attitude, initially only to stop descent.
• During thrust application devote full attention to pitch attitude control.
• Be prepared for a slow and/ or uneven spool up.
• Touching of the main gear must be expected, as it takes a few seconds for the engines
to accelerate from approach idle to TOGA thrust.
• Do not command “GEAR UP”, until the critical phase has been passed and a positive
rate of climb is established.

WARNING: Do not attempt a rejected landing after reverse thrust has been initiated.

NOTE: Speedbrake will retract upon TOGA activation

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Go Around NORMAL PROCEDURES ISSUE 1

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 FLIGHT TECHNIQUE 7.01.11
PAGE 1
Landing/Roll Out NORMAL PROCEDURE ISSUE 1

LANDING & ROLL OUT

LANDING

Aim the touchdown target, about 300m beyond the landing threshold, on centre line. Cross the
threshold at 50 ft. Initiate the flare at 30ft RA and slowly reduce thrust to idle. When speed on
short final is in excess of Vref +5 counteract the tendency to float the aircraft and aim to land
at normal touchdown point.

When landing with flaps 42 and speed in excess of Vref+20, be sure not to land the nose
wheel first. In doubt go around.

Upon touch down of the main landing gear, lower the nose wheels to the ground and than pull
the reverse levers to the Idle Reverse Position (detent). PNF monitors speed and engine
parameters.

After nose wheel touchdown, apply brakes as required. “Aerodynamic” braking is not
recommended. Approaching 60 kts the PNF calls “sixty” and if applicable the PF disconnects
the AP latest. When reaching taxi speed, select forward idle thrust.

If PNF, commander takes control by saying” I have controls” after nose gear landing and
idle reverse thrust has been selected.

CAUTION:

APPROACHES WITH LANDINGS AT IDLE THRUST SHALL BE AVOIDED! SEE

STABILIZED APPROACH

Note: Below 100 ft RA, the PF must observe RA indication and sink rate. Do not flare only
by visual reference.

USE OF BRAKES

Normally only the commander applies the brakes.

In an effort to reduce brake wear, the following techniques should be applied whenever
possible:

- Provided the proper landing technique is applied, and runway length and surface
conditions permit, braking should not be required until the aircraft slows to below 100 kts.

- The use of "excessive" braking in an effort to make the first available high speed taxiway
should be avoided whenever possible. The 1 or 2 minutes of saving taxi time is not worth
the brake wear.

CAUTION: Runway length, surface condition and common sense should ultimately
dictate when and how much brake should be applied.

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Landing/Roll Out NORMAL PROCEDURE ISSUE 1

CROSSWIND LANDING
The F/D gives the required aileron commands, which shall be followed. Do not work with the
rudder until starting the flare. It is recommended to decrab and align the aircraft with the
runway heading between 100 and 50 feet depending on the amount of crosswind by applying
rudder and to start banking very gently into the wind. Aim for a positive touchdown on the up
wind wheel. After landing bring the nose down and push the column to keep pressure on the
nose wheels, this stabilizes lateral control. At the same time turn the aileron towards the wind
side. This counters the tendency for the upwind wing to lift.

SHORT LANDING
Select speed brakes out when established on final approach. To shorten the landing flare,
disengage ATS at approximately 50ft and reduce to idle. Immediately upon touch down select
idle reverse. Simultaneously lower the nose and apply brakes firmly. When reaching taxi
speed, release brakes and select forward idle thrust.
Expect hot brakes. Release the barking brake when chocks are in place!

LANDING ROLL OUT

With touchdown both pilots checks lift dumpers moving to up (MFDS message). Use rudder
to hold the airplane on centreline. Displacing the aileron into the wind will assist directional
control. Avoid large and abrupt steering inputs which may result in overcontrolling and
skidding. Smoothly apply a constant brake pressure to obtain the desired deceleration level.
Do not pump the brakes. Nose wheel steering will be improved with a forward pressure on the
control column. The aileron and rudder controls are effective down to approximately 60 kts.
Do not turn off the runway until taxi speed is reached to prevent nose wheel skidding
and do not use nose wheel steering above taxi speed (20 kts)!

REVERSE THRUST USAGE

ONLY Idle Reverse Thrust must be used in normal operation and

shall not be exceeded!

Momentarily exceeding the idle position, while selecting idle reverse, is acceptable. In case of
emergency, emergency reverse thrust (stop position) may be applied until the aircraft has
stopped and for scheduled landing operation down to 60kts on short runways or runways with
a reduced runway surface friction.

Reverse thrust lever position between idle reverse and emergency

reverse must not be used!!!

The reverse thrust levers also function as a manual lift dumper control. For this function both
levers has to be selected.

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Landing/Roll Out NORMAL PROCEDURE ISSUE 1

Note:
Whenever directional control problems occur, immediately reduce to idle reverse or select
forward idle for stabilization!

CAUTION:
ONCE REVERSE THRUST HAS BEEN INITIATED, A FULL STOP LANDING HAS
TO BE MADE.

TAXI-IN
To conserve brakes and fuel, one engine may be shut down after flaps, lift dumpers and speed
brakes are retracted. Observe one minute at idle thrust for engine cool down (taxi time may
be credited). Special attention should be made in consideration to contaminated runway or
taxiway conditions.

AFTER LANDING CHECKLIST

When the Commander calls: "FLT CTL LOCK ON ", this will be the signal for the Co- pilot
to start his set up flow and reads the AFTER LANDING CL silently and states completion.

Flight control lock - selected FLT CTL LOCK on ON (2)

- push control column forward to engage
flight control lock
X-ponder STANDBY (2)
Speed Brakes / Lift Dumpers IN (2)
- if „lift dumpers out“ memo is present on MFDS, check
reverse levers fully down and depress LIFTD arm p/b to
retract lift dumpers
Flaps - if approach was made in icing conditions or if runway and UP (2)
taxiway is covered with slush or snow, set flaps 25 until
the flaps are checked to be clear of ice
Radar OFF (2)
Lights AS REQUIRED (2)
APU - start APU if no electric ground power available or AS REQUIRED (2)
required for air conditioning
Remarks: | Co- Pilot || ( )-Silent

AFTER LANDING
Flight Control Lock ON (2)
X-ponder STBY (2)
Speed Br. / Lift Dumpers IN (2)
Flaps UP (2)
Radar OFF (2)
Lights AS RQD (2)
APU AS RQD (2)
AFTER LANDING CHECKLIST COMPLETED

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PAGE 1
Parking NORMALE PROCEDURE ISSUE 1

PARKING

TAXIING IN FINAL PARKING POSITION

With taxiing in final parking position the one engine (if not already done) may be shut down
to reduce noise level and thrust during deceleration phase. Taxi light should be switched off to
avoid blinding of marshaller. With reaching the final parking position the Commander sets
parking brake. After parking brake has been set, electrical power is supplied by either the
APU or GPU (Ground Power Unit) to the airplane, the engines may shut down.

GROUND CREW CONTACT

Commanders must ensure that the Anti-Collision Beacon is not switched off until he/her is
satisfied that it is safe for ground personnel to approach the aircraft.
Commander establishes ground crew contact if available.

PARKING BRAKE

Release parking brake after ground crew announces that chocks are in position.

Note: Release parking brake only if both engines are shut down!

DOORS

After engine shut down and gangway in sight commander announces via PA “ALL DOORS
TO PARK”

PARKING CHECKLIST

After receiving the CdC`s report: “ALL DOORS IN PARK“ the Commander moves Seat Belt
switch to OFF and calls for: "PARKING CHECKLIST", the Co-pilot reads CL and both
respond as indicated.
Parking Brake AS REQUIRED 1
APU or GND Power - check APU available at MFDS ON 1
-if APU not used check external AC power on, before
shutting down last ENG
Fuel levers SHUT 1
Seat belt sign – After the commander receives ”Doors in park”, OFF 1
he switches off the signs
Ext. Lights -set NAV / Logo and wing inspection lights as AS REQUIRED 1
required, retract taxi and landing lights
Beacon OFF 1
Anti Ice OFF 1
Fuel Pumps OFF 1
Probe Heat OFF 1
MFDS -check for memos and absence of alert messages CHECKED 1
-check fuel burned
Flight Deck Door –after passenger debarking unlock the door UNLOCKED 1
Mobile Phone – switch ON the GMI Mobile Phone ON 1
Remarks: 1-COMMANDER

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Parking NORMALE PROCEDURE ISSUE 1

Note:

It is recomendet to dim all CRT displays to reduce heat build up and extend CRT life

PARKING
Parking Brake AS RQD 1
APU or GND Power ON 1
Fuel Levers SHUT 1
Seat Belt Sign OFF 1
Ext. Lights SET 1
Beacon OFF 1
Anti-Ice OFF 1
Fuel Pumps OFF 1
Probe Heat OFF 1
MFDS CKD 1
F-DK Door UNLOCKED 1
Mobile Phone ON 1
PARKING CHECKLIST COMPLETED

ACARS POST FLIGHT REPORT

The Commander has to call up and send the ACARS POST FLIGHT REPORT

IRS RE-ALIGMENT:

During transit stops the IRS has to be aligned using the FAST ALIGN Procedure( refer. to
chapter SYSTEM OPERATION-NAVIGATION IRS).

PAPERS

The Commander completes the Flight Data Log and the TLB. The Co-pilot stows all relevant
documents into the paper ship bag, fills out the front and closes the bag. behind, sun
glasses/pens etc. To avoid damage to windscreens please refrain from putting anything on top
of the glare shield.

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Parking NORMALE PROCEDURE ISSUE 1

FINAL PARKING
Every time the airplane will be left unattended by qualified personnel or an estimated ground
time of more than 2 hours can be assumed, the Commander calls for: "FINAL PARKING
CHECKLIST“

IRS – select mode selectors at IRS MSU to OFF OFF 2

Emergency & Flight deck Lights - switch off emergency light and OFF 1
dim down all instrument lights
Window Heat -select Window Heat P/B to OFF OFF 1
DU’s – switch off MFD’s CDU’s and EFIS OFF 1/2
OXYGEN – rotate knob clockwise to OFF position, don`t force it OFF 1
APU - wait 70 sec before switching the batteries off to allow for OFF 1
APU self test and door closure
Batteries Off 1

Remarks: 1-COMMANDER | 2-Co-Pilot

Note:
If the Co-Pilot is busy completing other tasks, the Commander may complete the checklist as
read and do.

FINAL PARKING

FINAL PARKING
IRS OFF 1
Emerg Exit & F-Deck-Lights OFF 1
Window Heat OFF 1
DU`s OFF 1
Oxygen OFF 1/2
APU OFF 1
Batteries(after 70S) OFF 1
FINAL PARKING CHECKLIST COMPLETED

Note: Do not leave the airplane unattended! Secure the airplane with seals!

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PAGE 1
Front Page ABNORMAL PROCEDURE ISSUE 1

AIRPLANE OPERATING
MANUAL

FOKKER

100
7.02 ABNORMAL OPERATION

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Front Page ABNORMAL PROCEDURE ISSUE 1

INTENTIONALLY LEFT BLANK

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PAGE 1
Introduction ABNORMAL OPERATION ISSUE 1

INTRODUCTION
This section contains information for use of checklists, for crew co-ordination and flight
techniques for use in case of abnormal configuration. Additional information is available in
the AOM, QRH or AFM.

EMERGENCY / ABNORMAL OPERATIONS

Whenever confronted with an emergency or an abnormal situation, the first priority lies in the
proper flying and monitoring of the aircraft. Crew duties must be distributed clearly, basically
the following sequence applies.

POWER PF takes the initiative. Check thrust and order appropriate

setting for the engine(s) operating normally.

PERFORMANCE Check configuration and minimum/ maximum speed.

ANALYSIS Both pilots shall assess the situation. The commander manages;
sets priorities and allocates the duties.

ACTION Action shall be taken according MFD, Emergency / Abnormal

Checklist, AOM (Abnormal operation, Flight Procedure) and
Knowledge.

During Emergency and or Abnormal System operation, the aircraft shall be operated
under automatic control as much as possible.

Emergency and /or Abnormal System conditions can be indicated by:

-MFDS alerts with or without MWL/MCL

-SAP annunciations
-abnormal engine indications
-abnormal operation of lever(s)/handle(s) NON-ALERTS
-abnormal environmental conditions (e.g. smoke, smell)

Procedure priorities are:

1. Memory items
2. MFDS
3. Emergency checklists

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Introduction ABNORMAL OPERATION ISSUE 1

MFDS alerts:

LEVEL 3: requires immediate corrective or compensatory actions

LEVEL 2: requires immediate pilot awareness and subsequent corrective or

compensatory action

LEVEL 1: requires pilot awareness (which might require action)

Anytime a situation develops whereby an Emergency or Abnormal procedure is required, the

PNF will call out the malfunction displayed at the MFDS and will cancel the aural alerts and
the master warning and master caution lights if applicable. The PF acknowledges the situation
and commands “Take action”. The PNF will then carry out the checklist on the MFDS
according to the read and do principle. The PNF will read the action line (challenge and
response) loud and clear, will take appropriate action and using the Advance Switch on the
MFDS Control Panel, will move pointer to the next action line of displayed procedure.

When the relevant checklist is completed the PNF should announce:

”….checklist completed, may I clear?” and the PF affirms with ”Clear”.
If time permits, upon completion of the MFDS checklist, reference must be made to the notes
in the QRH and expanded notes in the AOM. Check for presence of status messages. Status
messages contain operationally relevant information. It is also recommended to check the
MEL for aircraft dispatch ability upon landing at destination (an in-flight turn back or a
diversion may be considered).

Unless specifically mentioned in the particular procedure, it is left to the commander to

decide, after the application of an emergency procedure, whether to return to the airport of
departure, or to and at a suitable airport.

After carrying out a fire or smoke procedure, visually verify that the fire has been put out
even if the smoke has dissipated. If this has not or cannot be visually verified, one should land
as soon as practicable.

When managing an abnormal or emergency situation, keep informed:

ATC, Cabin Crew, PAX and Company

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Introduction ABNORMAL OPERATION ISSUE 1

USE OF QRH
Except in case of an engine fire, MFDS does not display any procedures while the aircraft is
on the ground, therefore the QRH must be used for the none displayed procedures.

In flight, there are some malfunctions that will not present any procedures on the MFDS. In
these cases the QRH must be checked for Supplemental System Alerts of the appropriate
system.

There are some procedures that are only stated in the QRH; however the MFDS procedures
will normally lead the pilot to look for these QRH only procedures e.g. the last action line of
the ENGINE FAILURE procedure on the MFDS is

SINGLE- ENGINE PROCEDURE ……………………………………………. APPLY

In this case the PNF will open the QRH at the SINGLE- ENGINE PROCEDURE and will
read every action line (challenge and response) loud and clear, taking the appropriate actions.
At the end of the checklist the PNF will state “SINGLE ENGINE PROCEDURE completed”.

If a complete FWC failure occurs or in a battery-power-only condition the MFDS will be

inoperative and the malfunctions will be displayed on the SAP. In these cases the PNF will
read the appropriate emergency or abnormal procedure on the QRH.

PROCEDURES WITH MEMORY ITEMS

Normally the Emergency Procedures are applied following the read and do principle with
exception of the memory items. Memory items must be applied by or at the command of the
commander, without reference to the checklist.

Memory items are boxed and should be carried out before consulting the
Emergency Checklist.

According to the AOM there are only 4 procedures that carry boxed items:

-BOTH ENGINES FLAME OUT

-EMERGENCY DESCENT
-ON GROUND EMERGENCY / EVACUATION
-HOT START

Once a Both Engines Flame-Out occurs, the Commander takes the controls and when the
malfunction is clearly identified, the Commander will state “TAKE ACTION”. The Co-pilot
will select IGNITION to RELIGHT and read the appropriate checklist from the QRH.

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Introduction ABNORMAL OPERATION ISSUE 2

The duty of performing the manoeuvre memory items of an EMERGENCY DESCENT

remains with the Commander.

In the case of an ON GROUND EMERGENCY the Commander will carry out the memory
items and will call for ”ON GROUND EMERGENCY/EVACUATION CHECKLIST”.

The Co-pilot when reading an emergency checklist that contains memory items will also read
the boxed items (challenge and response) and the Commander will confirm.

Although not carrying boxed items it is recommended to memorize the checklist´s related
to engine abnormal starts and Jet-Pipe Fire.

When faced with any emergency or abnormal situation, do not rush to initiate the procedures.

-maintain aircraft control

- identify the condition

- Cancel the alert

- Accomplish the memory items if applicable

- Carry out the appropriate emergency or abnormal checklist

RESET OF CIRCUIT BREAKERS

Tripped circuit breakers should not be reset in flight unless, in judgment of the commander, it
is necessary for the safe completion of the flight.

However, circuit breakers related to fuel pumps, fuel quantity indication system, re- and
defueling system and fuel transfer system should never be reset in flight.

No reset is allowed upon a second trip of any circuit breaker. Ground reset of a tripped circuit
breaker should only be accomplished after maintenance has ascertained both the reason for
the circuit breaker trip and established that there is no airworthiness concern.

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Rejected Take off ABNORMAL OPERATION ISSUE 1

REJECTED TAKE-OFF
GENERAL

The rejection of a take off at high speed (greater 80 kts) can be extremely hazardous,
especially when runway length and or condition are critical. Therefore the take-off
should only be rejected in case the continuation is considered less safe. The decision to
reject must be made in time to start the rejected maneuver by V1.

The rejection of a take off should be restricted to:

- MFDS alerts
- Engine failure or fire
- Control problems affecting safe aircraft handling

The call “REJECT” by the commander also means “My controls”. The seats of both pilots
must be adjusted so as to allow full brake pedal deflection with the rudder in either extreme
position. Once the rejection is initiated, it must be completed.

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Rejected Take off ABNORMAL OPERATION ISSUE 1

Crew Coordination Procedure

PHASE Commander Co-pilot

“REJECT” -Moves Thrust levers rapidly - monitors
to idle commanders action
-Simultaneously applies full
brakes. - calls via PA
-Selects emergency max “ATTANTION CREW ON
reverse thrust STATION”-(TWICE)
-Maintains forward pressure
to the control column and -Informs ATC
corrects for cross-wind
-Maintain full brakes and emergency reverse thrust until stopping on the
runway is assured
When the
aircraft comes -Applies the parking brake -selects flaps 42
to a complete -disarms the Lift Dumpers
stop
Check Fire Warning and if: NO FIRE
-Advise “ Normal Operation”
calls via PA

“Normal operation,
Normal operation”
- Carries out the necessary procedure -Reads the necessary
- Releases the parking brake, clear procedure(QRH)
the runway

FIRE

“Engine FIRE( on ground) - Reads the MFDs procedure

Procedure“Take action” and monitors commanders
actions
IF FIRE PERSISTS

“ Pax Evacuation, Take Action” -Advises Tower

- carries out memory items, announces about the Pax evacuation
via PA:

“Passenger Evacuation, Passenger

Evacuation”

Calls for:
“On Ground Emergency/Evacuation - Reads On Ground Emerg./
Checklist” Evacuation Checklist

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Rejected Take off ABNORMAL OPERATION ISSUE 1

REMARKS:

During the Engine Fire (on ground procedure) use the 45 seconds to evaluate the situation. It
is advisable to confirm with Control Tower (if possible) if there is visible indication that the
fire persists (to avoid an unnecessary passenger evacuation).

If an engine fails without signs of damage or fire, execution of the engine fail procedure is not
required but consider securing engine.

In order to prevent confusion in the cabin, no announcements will be made by the flight deck
crew regarding exits to be used and /or exits not to be used during evacuation. It is the task of
the cabin crew to judge whether or not an exit can be used.

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PAGE 1
Eng. Failure ABNORMAL OPERATION ISSUE 1

ENGINE FAILURE

ENGINE FAILURE / FIRE AFTER V1

-Do not rotate before VR.
-At VR rotates initially towards 12° ANU and then follows the FD pitch command.
-If an engine fails before V2, AP/FD command will capture and maintain V2. If an
engine fails after V2, the existing speed at engine failure will be maintained.

Flight PHASE or PF PNF

Event
Engine Fire/Failure Calls: “Engine Failure”
-keep aircraft straight with rudder
VR / V2 Calls: “VR” and “V2”
-smoothly commence rotation at appr. 3°/s
to required pith attitude
Positive climb Calls: “Positive climb”
Commands: “Gear up”
Selects gear up
Above 35 ft Commands: “AP 1(2) on”
Checks speed not below V2 -Selects AP 1(2) on
Checks FMA displays AP
Initial Climb, above Selects: HDG SELECT
400ft AGL -Calls“ Identify”
-states nature of failure
-in case of: FIRE, ENGINE SEVERE DAMAGE OR OVERHEAT
initiate emergency procedure in all other cases delay procedure actions until after reaching green dot speed
At EO ACCEL ALT Selects: Level change Check FMA displays IASe green
- blocks the rudder pedals to avoid a yaw Check Vsel reverts to green dot
swing, applies rudder trim
F-speed Commands: “Flaps up” Selects flaps up
Green dot speed Commands: “MCT” Selects MCT and checks FMA
displays MCT green
When convenient Commands: “Take Action” Carries out engine fail procedure.
Upon completion calls: “Engine fail
procedure completed”

REMARKS:

-Once failure procedure has been completed, thrust levers can be aligned, ATS engaged
and IAS selected

-If no special EO departure exists (ADB) and terrain clearance is no factor, climb on
runway heading, disregarding the SID. But ATC shall be informed as soon as practicable

-Taking off in AFCAS only (GMI standard), engine out confirmation is not required
immediately

- Climb at green dot speed to single-engine cruise level. When level, accelerate to single-engine cruise
speed. If returning to the departure airport, accelerate to approx. green dot +20 when level.

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Eng. Failure ABNORMAL OPERATION ISSUE 1

ENGINE SHUT DOWN - CREW CO-ORDINATION

FLIGHT PHASE OR PF PNF

EVENT
Thrust lever(affected…RETARD Places hand/finger to indicate
affected thrust lever and states:

“THRUST LEVER NO. 1(2)”

States:
“CONFIRMED” or NEGATIVE”

Presses ATS disconnect button and

states

“AUTOTHROTTLE OFF”
Fuel lever(affected)….….…SHUT Places hand/finger to indicate
affected fuel lever and states:

“FUEL LEVER NO. 1(2)”

States:
“CONFIRMED” or NEGATIVE”

Moves affected fuel lever to shut.

Repositions the trust lever of the

failed engine adjacent to the thrust
lever of the operating engine, selects
ATS ON via FMP and states:

“AUTOTHROTTLE ON”
If fire or damage Places hand/finger to indicate
Fire handle (affected)….PULL & affected fire handle and states:
DISH 1
“FIRE HANDLE NO. 1(2)”

States:
“CONFIRMED”or “NEGATIVE”

Pulls affected fire handle.Rotates

handle to DISH 1.Checks AGENT
1 LO indication illuminated.

Note:
• Only ATS channel on side of operating engine will engage
• If the fuel lever can not be shut, proceed as for ‘If fire or damage’ after re-engaging
autothrottle
• The blocked fuel leve has the following consequences:
- The white light in the fuel lever remains on
- The red ‘engine fail’ warning remains on the MFDS instead of white ‘engine
out’ status mssage
- After landing and shut down of the other engine the CVR/FDR keeps running
and the standby horizon remains energized

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Single Engine Approach and Landing

-normal procedure
-use of AP and ATS is recommended
-landing flaps setting is 25
-if disconnecting the APs (while in redundant mode) during approach block the rudder
pedals to avoid a yaw swing
-on short final (after the decision to land) order the rudder trim to neutral
-select both thrust levers to reverse to ensure manual lift dumper extension

Note:
To ensure manual lift dumper extension, select BOTH thrust levers to IDLE reverse

In case of single engine circling approach, select the landing gear at the normal position, but
delay flaps 25 until established on glide path for the landing runway

If a single- engine approach is made due to a Thrust Reverser deployment in flight, DO NOT
descent below 1000ft until landing is assured. Descent below 1000ft requires that the landing
will be completed.

Engine Failure during Approach (Flap 42)

Should an engine fail during final approach with flap 42, the decision to continue the
approach or go- around depends on the aircraft position, performance and weather conditions.

Approach continued and aircraft:

ABOVE 500 FT BELOW 500FT

-add thrust -add thrust and leave flaps 42
-raise flaps to 25
-add 10 kt to Vref

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Eng. Failure ABNORMAL OPERATION ISSUE 1

SINGLE ENGINE GO AROUND

The single engine go-around procedure is similar to the normal (two engine) go-around.
After rotation to go-around attitude AFCAS will limit the rate of climb to1000ft/min and
speed to 200 kt.

If the go-around is commenced out of LAND 2 (2 AP`s engaged) automatic rudder commands
are provided to compensate for asymmetric thrust. AFCAS reverts to single AP with LVLCH
selection and automatic rudder compensation will be cancelled. Be prepared to counteract the
resulting yaw.
A go-around from any AFCAS mode other than LAND 2 will result in a single autopilot go-
around and consequently no automatic rudder compensation. In such cases the PF must
provid the required rudder input!

CREW CO-ORDINATION DURING GO AROUND

Position/Height PF PNF
GO AROUND Calls:” GO AROUND” and
pulls TOGA triggers
Check FMA (thrust and vertical path window GA green)
Monitors/controls thrust levers to Checks GA EPR is set,
GA EPR and rotation to GA adjusts if necessary
attitude monitor GA procedure
POSITIVE CLIMB Call: POSITIVE CLIMB”
Calls: ”FLAP UP” Select flap up

Calls: ”GEAR UP” Select gear up

If not already in use Calls:” AP 1(2) ON” Selects commanded AP (both
AP`s will engage)
Initial climb Commands or set NAV or HDGs
Contact the ATC
AT EO ACCELERATION Selects “LVLCH”
ALTITUDE (blocks the rudder pedals to
avoid a yaw swing)
GREEN DOT SPEED Call: “MCT” Select MCT and check FMA
displays MCT green
At MAA Levels off at selected altitude and Reads the Checklist and states
calls: After Take off CL” when completed ”After TO
CL completed”
Crew Co-ordination for VHF Communication
Maintains a/c control Performs radio
communication and sets
advised frequencies

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Operation with one engine at Low Idle

Several engine related procedures may result in a condition where, for safety reasons, the
engine is not shut down but kept running at idle thrust.
To minimize the operational disadvantages of this condition (ATS is not available), the
following procedure is recommended:

-Land soon as practicable

-Select FMS engine-out page and confirm the engine out-condition
-If aircraft performance is critical, select the air condition system to
ECON if above 13500ft and switch both packs off below this altitude
-check fuel management
-select MCT at TRP
-Use flap 25 for landing
-Upon landing select both engines to IDLE reverse

In case of a Go-around:

Pull TOGA triggers (ATS engages), disconnect ATS and manually set GA
thrust on the non-affected engine and follow procedure for Single Engine
Go-around
Engine Failure en Route
Perform the engine failure and the single engine procedure.

If obstacle clearance is no factor:

-Lower the FMP altitude use the normal descent speed schedule

If obstacle clearance is limiting:

CRUISING IN PROF CRUISING IN AFCAS

-Confirm the EO condition at FMS -Lower FMP altitude but DO NOT PULL
-MCT is automatically selected, ALT knop
-EO prediction available -The aircraft will decelerate at level
-Lower FMP altitude to predicted single -Driftdown commences upon reaching
engine ceiling and PULL ALT knop to green dot
arm driftdown NOTE: Pulling ALT knob will result in
-aircraft will decelerate at level LVLCH DES (Live engine reduced to
-Driftdown commences upon reaching LL- thrust)
green dot

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System Failures ABNORMAL OPERATION ISSUE 1

LANDING WITH HYDRAULIC SYSTEM FAILURES

System 1 failure

-Ensure that the HYDRAULIC SYSTEM 1 LOW PRESSURE procedure is

completed.
-Establish landing configuration early
-Select gear and flaps via the alternate system
-Use flaps 25 for landing, runway length permitting
-Thrust reversers are inoperative
-Select IDLE REVERSE to ensure manual lift dumper extension after landing
-Nose wheel steering is inoperative. Be prepared to use asymmetric braking for
directional control
-Clear the runway, if feasible, but do not taxi!

NOTE:

In case of go-around, the landing gear cannot be retracted. Flaps must be operated via
the alternate system.

Total system failure:

-Complete the HYDRAULIC SYSTEM 1+2 LOW PRESSURE procedure.

-Elevator force increases to approx. five times, aileron force to approx. two times than
normal.
-Stabilizer trimming is available via the ALTN STAB control. Avoid large out of trim
situations. Reduced rudder control, requiring high pedal force , is available at landing
speed. The maximum crosswind component is 10kt.
-Establish landing configuration early
-Select gear and flaps via the alternate system.
-Use flap 25 for landing, runway length permitting.
-Thrust reversers are inoperative.
-Use ATS. If not available the PNF should assist by controlling the speed during final
approach and landing.
- Select IDLE REVERSE to ensure manual lift dumper extension after landing.
-Apply brakes and maintain pressure until taxi speed is obtained. Avoid anti-skid system
activation. Monitor alternate brake system pressure.
-Nose wheel steering is inoperative. Be prepared to use asymmetric braking for
directional control.
-If possible clear the runway, but do not taxi.

NOTE:
In case of go-around, the landing gear cannot be retracted. Flaps must be operated via
the alternate system.

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LANDING WITH JAMMED STABILIZER:

-Complete the JAMMED STABILIZER procedure

-Anticipate higher than normal elevator force during approach and landing
- Use flaps 25 for landing, runway length permitting.
- Establish landing configuration early
- Fly a normal approach, make thrust reductions in small steps.
-Start flare slightly above VRef, avoid prolonged hold-off.

LANDING WITH FLAPS LESS THAN 25:

General:
-If necessary, burn of fuel to reduce the landing speed
- A straight-in approach, using AP and ATS, is recommended.
-Select the longest runway available, considering wind and braking action; runways with
ILS or visual approach slope guidance are preferred.
- For actual landing distance refer to flap asymmetry procedure
-Select GPWS FLAP OVRD switch on.

NOTE:
The top of the amber strip at the PFD speed scale indicates VRef for the actual flap
position.

Procedure:
-Aim to be established with green dot+20 at 2 dots below the glide slope or a comparable
position on the centre line.
-Select Vref (for existing flap)+5kts+ wind correction
-At 1 dot select gear down and perform FINAL CHECK LIST
- In order to stabilize on final approach speed brake extension may be necessary in
conditions of low weight, low OAT, little wind and zero flap.
-Before landing disengage AP and reduce thrust to cross the threshold at Vref
-Anticipate increased floating. Ensure landing at the touch down zone
-After landing, apply IDLE REVERSE thrust and brakes without delay.

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System Failures ABNORMAL OPERATION ISSUE 1

OVERWEIGHT LANDING
In case technical or operational reasons require a landing above the maximum landing weight,
the following procedure should be applied:

- check available landing distance

- determine the approach and landing configuration as a function of the
climb-limited weight
-perform a normal approach and landing

NOTE:
A landing in excess of the max structural landing weight must be reported to the
maintenance!

FERRY FLIGHTS WITH LANDING GEAR DOWN

Ferry Flights with the landing gear down may be necessarry to position an aircraft to a
maintenance base. The flight must be approved by the Director for Flight Operation and
Germania Engineering must clear the aircraft to complete the ferry flight. Special
calculations for Take-off, en route and landing performance with landing gear down must be
done by the Germania Perfornance Engineer.

The following summerises the requirements:

• The aircraft shall be ferried with all landing gears down.

• Minimum crew (Cockpit crew only)
• No planned flight in conditions where ice can built up on the gear.
• Nosewheel steering should be operable.
• Take-off flap 0, V2 = 1.2 VS (no overspeed).
• Landing gear pins installed and flags removed.
• Maximum speed 200 kt IAS.
• Maximum operating altitude 14000 ft.
• Check CG, when out of range use either ballast in forward hold or use load in the
forward galley.

Additional operating procedure:

• Ferry crew should be probably briefed on the status of the aircraft.

• After take-off do not select landing gear up.
• After take-off apply the brakes to stop the main gear wheels.
• An extended gear is prone to lightning strikes affecting the brakes system.
• FMS flight plan information and PROF targets are not correct.

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System Failures ABNORMAL OPERATION ISSUE 1

Emergency Descent
General
Situations that may lead to an Emergency Descent:

-An excessive cabin altitude caused by a rapid depressurization (door seal ruptured,
structural failure).
-An excessive cabin altitude caused by pressurization system problem that cannot be
corrected.
-A double bleed or double pack fault that cannot be reseted.

This procedure is applicable for rapid or explosive decompression. If the structural

integrity is in doubt or aircraft control appears to be degraded, modify procedure as required.
This could involve less pitch down, slower speed schedule and no use of speed brakes to
reduce manoeuvring loads as much as possible.
For traffic avoidance initiate a turn away from the assigned route or track before commencing
the emergency descent, taking into account airway structure, terrain, local regulations and
ATC requirements. Watch for conflicting traffic both visually and by reference to TCAS.

NOTE:
It is recommended to keep the AP engaged throughout the manoeuvre.

Procedure:
The descision to initiate an Emergency Descent is always made by the Commande. By
calling: "Emergency Descent, Take Action” the Commander becomes PF
automatically.

- Oxygen masks.........................................................ON
- Crew communication..............................................ESTABLISH

Commander Co-pilot
No Smoking/Seatbelt...................ON Announces ”Descent, Descent, Descent”
Exterior lights..............................ON via PA
- Informs the ATC
ATS…………………………….DISCONNECT
Thrust Levers......………………IDLE - Sets Transponder to A 7700 if not in
Speed brake............................….OUT radar contact
ALT select..............................…10.000ft/ MORA
(initially lower value in altitude window. When
descent is stabilized, set target altitude Fl 100 or
MORA- wichever is higher)
LVLCH.......................................SELECT
Speed select.................................SELECT
(set speed depending on structural condition with
a max of Mmo/ Vmo)
-When established on descent, apply the procedure for “EXESSIVE CABIN ALTITUDE”, as
presented at MFDS

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System Failures ABNORMAL OPERATION ISSUE 1

Requests
”EMERGENCY DESCENT CHECKLIST” - Reads the Emergency Descent Checklist

2000ft before levelling off:

Select: “Two Thousand”
-Speed 250 Kt (pull the knob)
1000ft before levelling off:
“One Thousand”
-Retract Speedbrakes
ATS………………………………….ARM

Note:
When oxygen masks are no longer required, close the doors of the mask compartment
and push the reset lever fully down in order to restore radio communication.

Further Considerations:
- Check with Cabin Crew the cabin and passenger situation
- Make decision to proceed, return or divert based on weather, oxygen, fuel remaining
and available airports
- If necessary apply Unpressurized Flight Procedure
- Plan any further descent with a reduced rate

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AIRPLANE OPERATING
MANUAL

FOKKER

100
7.03 CRITICAL FLIGHT
CONDITIONS

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Crit. Flight Cond. CRITICAL FLIGHT CONDITION ISSUE 1

CRITICAL FLIGHT CONDITION

Flight with unreliable airspeed indication

The following information is provided to assist the crew in controlling the aircraft speed in
case airspeed indication is lost or becomes unreliable during flight.
Although highly unlikely, this situation could occur e.g. in case of a random burst due to bird
strike.
The information is based on the use of N1 and pitch attitude for a certain configuration and
flight phase. N1 values are valid for a clean aircraft and do not take into account possible
extra drag due to airframe damage.

Valid ISA (for ISA +20 add 2% N1, for ISA-20 subtract 2% N1)

Flight Phase Speed/M DEG Percent N1 Weight x 1000

Pitch 650-15 KG
Take -off Min V2+10 kts +15 TOGA 45
Climb
FL 100 250 kt +6 82
FL 180 280 kt +4 83 45
FL 250 280 kt +3 86
FL 300 M .70 +2 88
Cruise
FL 100 250 kt +2 67
FL 180 280 kt +1 72 45
FL 250 280 kt +1 75
FL 300 M .70 +2 78
Descent
FL 300 M .70 -3 I
FL 250 280 kt -3 D 40
FL 180 280 kt -4 L
FL l00 250 kt -2 E

Approach
Clean * Green dot +20 +5 57
Flaps 8 * Green dot +10 +6 58 40
Flaps 25 (gear down) ** Vref25+5 +3 55
Flaps 42 (gear down) ** Vref42+5 -1 66

* Level flight
** 3 deg gradient no wind

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Crit. Flight Cond. CRITICAL FLIGHT CONDITION ISSUE 1

STALL RECOVERY

Low speed protection

Selected speed is limited to Vma. If, for whatever reason, the actual speed becomes
lower than approx. Vma-5kt, ATS will engage and add thrust in order to restore the
airspeed to the pre-selected speed, or to Vma if no speed has been pre-selected.

Stall Warning

While approaching a stall and during a stalled condition itself, the aircraft shows mild
and generally familiar characteristics. During the approach to stall, no airplane buffet
will occur. To furnish unmistakable indications, an artificial stall warning system is
installed. A stick shaker operates whenever the angle of attack exceeds a
predetermined value. The shaker provides a clear warning of impending stall in all
configurations and flight conditions; except at very high altitudes, where airframe
buffet will occur before shaker activation. The ailerons, elevator, and rudder remain
effective during the stall.
Gentle forward movement of the control column produces a rapid recovery.
Wing dropping tendencies, if present, can be easily controlled by aileron application.

Stall and Pusher

In the stalled condition, the aircraft has the natural tendency to pitch nose down and to
recover without moving the stick forward. The elevator, however, remains sufficiently
effective to counteract this tendency and to allow further increase of the angle of
attack. In order to limit the maximum value of the angle of attack beyond the stall, a
stick pusher is installed. To limit dynamic overshoot, the pusher is activated by the
combination of angle of attack and angle of attack rate.
Extension of landing gear and/or speed brakes does not affect the stalling
characteristics.
Aircraft behaviour during power on stalls is identical to that during power off stalls.

Engine behaviour during Stalls

In power on stalls, engine surge may occasionally be encountered.

On the flight deck, surging is manifested by loud “banging” noises accompanied by
stepwise increasing TGT. After stall recovery, normal engine operation will usually be
restored without further crew action.
If the TGT does not spontaneously decrease during stall recovery, the thrust lever
should be temporarily moved to idle to re-establish normal engine conditions.
Attempts to accelerate the engine from idle at angles of attack beyond the stick shaker
may cause rpm hang up and high TGT.
Thrust application should therefore be delayed until aircraft has been unstalled.

Power off stalls do not affect engine operation.

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Crit. Flight Cond. CRITICAL FLIGHT CONDITION ISSUE 1

Recovery procedure- Ground contact not a factor

At the first indication of a stall, buffet or stick shaker, advance the thrust levers,
smoothly decrease pitch attitude towards approx. 5 degrees above the horizon, then
level the wings. Be prepared to begin trimming immediately as thrust and airspeed
increase.

Recovery procedure- Ground contact a factor

At the first indication of a stall, buffet or stick shaker, immediately and simultaneously
advance the thrust levers, smoothly reduce pitch attitude slightly (approx. 1 to 2
degrees) to silence the stick shaker.

If in turn, slowly and smoothly roll wings level avoiding excessive aileron inputs. As
airspeed increases, re-adjust pitch upward to minimize terrain closure, avoiding steady
stick shaker.

Ground Proximity Warnings

In case of a ground proximity warning, immediate corrective action is required unless it is
visually confirmed that the warning can be neglected.

In case of a “TERRAIN” warning, initiate a go-around immediately.

Pull TOGA Triggers and advance the thrust levers to go-around thrust

Rotate at a normal rate to an initial target of 20 deg (disconnecting autopilot, if
engaged)

The pull-up should be made with wings level, as any bank will decrease climb
capability.

If the warning persists, increase pitch and disconnecting auto-throttle advance the
thrust levers to a full forward position

PNF monitors vertical speed and altitude (radio altitude for terrain clearance and
barometric altitude for minimum safe altitude) and calls out any trend toward
terrain contact

Continue climb until it is positively determined that the hazardous terrain has
been cleared.

If Stick Shaker occurs stop rotation and use stick shaker activation as upper limit of
pitch.

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Crit. Flight Cond. CRITICAL FLIGHT CONDITION ISSUE 1

In Summary, the basic factors of a successful GPWS Mode 2 escape in steeply rising terrain
are:

The terrain avoidance procedure shall be accomplished immediately. Flight path

must be changed within 5 seconds.
Take immediate and aggressive actions, which are simultaneous application of
go-around thrust, or more if required and pitch increase.

In case of a “SINK RATE” waning, reduce rate of descent until warning stops. After take off
or go –around increase pitch attitude until warning stops.

In case of “GLIDE SLOPE” warning reduce rate of descent until warning stops

If a “TOO LOW GEAR/FLAPS” alert is received, alter the aircraft flight path immediately
and/or the configuration to stop the warning unless the warning is the result of an intentionally
chosen configuration or position as part of a standard procedure.

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Crit. Flight Cond. CRITICAL FLIGHT CONDITION ISSUE 1

TCAS WARNINGS
Traffic Advisory (TA)

A Traffic Advisery informs the crew about traffic in the vicinity.

Select MAP 15B or press TFRC button on the Range Selector to momentarily select MAP 15B. PF
shall place his thumb near the AP disconnect button and prepare for possible RA.

After a TA try to establish visual contact with the intruder.Do not initiate evasive manoeuvres using
information from the traffic display only or upon receiving a TA only without visual contact.

Resolution Advisory (RA)

A Resolution Advisory (RA) may follow a TA if the conflicting traffic is considered a definite
collision threat. An RA indicates manoeuvres to be followed to avoidcollision with conflicting traffic.
After an RA the following procedure becomes mandatory and requieres immediate action:

PF PNF
• Disengage AP • Check outside
• Follow TCAS command(s) until clear of • Inform ATC
conflicting traffic

Always follow RA, even if instructed otherwise by ATC !

Evasive manoeuvring must be limited to the minimum required to comply with the RA! Excessive
responses to RA`s are undesirable because of other potential traffic and ATC consequences. From
level flight, proper response to an RA typically results in an overall altitude deviation of 300 to 500 ft
in order to successfully resolve the conflict.
Evasive manoeuvring following a “CLIMB” RA while flying at FL 350 will result in temporarily
exceeding the maximum certified operating altitude.
Do not use AP or F/D V/S mode to acquire the desired vertical speed, because AFCAS response to
V/S selections is too slow to provide adequate TCAS response.
Do not change the selected FMP altiude

Clear of Conflict
When the conflicting traffic is no longer a threat TCAS will announce “CLEAR OF
CONFLICT”.Engage AP and return to the applicable clearance unless otherwise instructed by ATC.

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Crit. Flight Cond. CRITICAL FLIGHT CONDITION ISSUE 1

Upset Recovery

In an unusual attitude all non essential information will disappear from the PFD. In case of
excessive pitch red arrows will indicate the direction of the required elevator control column
movement.
In case of excessive bank, the blue”eyelid” can be used as “sky pointer”.

Pitch angle is extremely high:

-disengage AP and ATS

-set full thrust
-level wings by rolling towards the sky pointer
- push the control column to correct the pitch angle

Pitch angle is extremely low:

-disengage AP and ATS

-move thrust levers to idle
-use speed brakes if necessary
-level wings by rolling towards the sky pointer
-pull the control column to correct the pitch angle

During recovery avoid excessive g-loads and be very careful not to get into a second
upset as a consequence of over controlling.

When recovered engage the AP and ATS, check correct thrust setting and speed brakes
retracted. Program AFCAS to return to the original flight level and track.

Caution: Upsets can be the result of a malfunctioning AP.

LETHAL OBJECTS OR DUBIOUS BAGGAGE

If a lethal object or dubious baggage is found aboard the aircraft during flight, the following is
a general guideline for the crew:

• Do not touch or attempt to remove the object.

• Surround the object with soft materials, coats or blankets.
• Inform flight deck crew.
• Remove passengers from the area.
• Land as soon as possible.

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PILOT INCAPACITATION

If a pilot becomes incapacitated, the following is a general guideline for the crew.
A pilot developing physical complaints during flight should inform the other pilot and should
lock his/her shoulder harness as a precaution.

• Select AP ON
• Call flight attendant to the flight deck.
• Check that incapacitated pilot does not interfere with (flight) controls.
• Instruct flight attendant to lock the shoulder harness of the incapacitated pilot and pull
his/her seat back.
• If an intermediate landing is imperative, obtain advice on most suitable airport where
medical assistance can be provided. No special landing limits are prescribed.

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AIRPLANE OPERATING
MANUAL

FOKKER

100
7.04 ADVERSE WEATHER
OPERATION

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Cold Weather ADVERSE WEATHER OPERATION ISSUE 1

Cold Weather Operation

GENERAL

THE KEY TO A SAFE COLD WEATHER OPERATION IS TO ADHERE TO THE

CLEAN AIRCRAFT CONCEPT. DO NOT TAKE-OFF WITH ANY ICE, FROST
OR SNOW (WET OR DRY) ON THE UPPER SURFACE OF WING AND TAIL.

WARNING!!!!!!!

SMALL QUANTITIES OF ICE OR OTHER CONTAMINATION (EQUIVALENT TO

MEDIUM GRID SANDPAPER) ON THE UPPER PART OF THE LEADING EDGES
OF THE WING CAN CAUSE SIGNIFICANT LOSSES IN MAXIMUM LIFT AND
CAN CAUSE THE AIRPLANE TO STALL AT A LOWER THAN EXPECTED
ANGLE OF ATTACK.

STALL SPEEDS CAN BE INCREASED BY UP TO 30 KNOTS AND DRAG CAN BE

INCREASED CONSIDERABLY, RESULTING IN CONTROL PROBLEMS, WING
DROP OR EVEN A COMPLETE STALL SHORTLY AFTER LIFT-OFF.

BECAUSE A CONTAMINATED WING CAN STALL BELOW THE ANGLE OF

ATTACK FOR STICK SHAKER ONSET, THE STICK SHAKER WILL PROBABLY
NOT BE ACTIVATED BEFORE THE STALL.

Ground Icing Conditions

Ground icing conditions are considered to exist when the Outside Air Temperature (OAT) is
below + 6°C (42°F) and either the difference between dew point temperature and OAT
is less than 3°C (5°F), or visible moisture (fog, rain, drizzle, sleet, snow, etc.) is present.
In addition, ice can form on a cold soaked wing at temperatures well above + 6°C (42°F) in
conditions of high humidity or visible moisture.
When the OAT is below – 25°C ( - 13°F), however, ice accumulation or ice build-up will
not occur, due to low humidity. Therefore icing conditions cease to exist.

Some uncommon forms of ice accumulation are discussed below:

• Thin layers of ice resulting from frost (overnighting under a clear sky and temperature just below
freezing) or freezing fog may cause sandpaper roughness on wings and horizontal tail surfaces.

This roughness may cause deterioration of the aerodynamic properties of the wing and tail to such
an extent that a safe take-off is not possible.

• When the tanks contain sufficient fuel of sub-zero temperature, as may be the case after a long flight,
wet snow, rain or water condensation can freeze on the wing upper surface during the
groundstop or when taxiing out for take-off (even if the OAT is well above freezing), forming a
smooth ice layer that may not be visible from certain angles.

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The top of this layer may appear wet, hiding the ice underneath. This form of ice may
not be visible from a distance, in poor lighting conditions or at night.
Not only will this ice seriously affected the aerodynamic properties of the wing but it
may also damage the engine if the ice becomes loose when the wing flexes during take-
off.
• Relatively warm fuel, uplifted during a stop, may cause dry snow to melt on the wings.

This melted snow can refreeze when the temperature is below freezing, forming an invisible ice
layer underneath the snow. Never assume that snow will be blown off during the take-
off roll.
• Snow falling on ‘warm’ leading edges will melt but may refreeze under certain conditions, forming, ‘run-
back’ ice on wings and stabilizer.

Absence of such contamination must be verified during the exterior inspection and prior
to take off. Take a ladder and perform a hand on examination carefully.

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Cold Weather ADVERSE WEATHER OPERATION ISSUE 1

CRITICAL SURFACES:

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Cold Weather ADVERSE WEATHER OPERATION ISSUE 1

Exterior Inspection
NOTE:
A black stripe is painted on the leading edge of the outer wing. The wing inspection lights are directed towards this
stripe. The purpose of this stripe is to help the cockpit crew to check for ice build up on the wings during flight.

Do not use the leading edge black stripe to determine whether the wing upper surface is
clean while the aircraft is on the ground!
Carry out the exterior inspection as mentioned in chapter Normal Procedures.
Additionally
• Remove all protective covers.
• Check that the following areas are clear of ice and snow:
• fuselage:
• wings, stabilizer, elevator and all other control surfaces, their hinge points, tracks , shrouds, fairings and
seals
• gear and gear doors
• flap, flap vane and flap shroud:
• stall promoter strip and wing fence:
• air conditioning intakes and exhausts:
• fuel tank vents:
• angle of attack vanes, pitot heads and static ports: - engine and APU intakes.
• Check engine inlet cowlings

To be sure that there is no contamination adhering to surfaces below a liquid layer and
or another layer of contamination take a ladder, extend your arms as fare as you can
and touch the critical surfaces with your bare hands:

• The leading edge of the wings at two stations

• The upper surface of the wings at two stations on each wing
• The upper surface of the wing at the collector tank area
• The trailing edge of the wings in the aileron area

CAUTION:
If applied, do not wipe off anti-icing fluid coatings during the check

NOTE:
1. Water rundown following snow removal may refreeze forward of the static ports and may cause airflow
disturbances and. consequently, errors in instruments and systems using static air pressure.
2. Dispatch with frost at the underside of the wing is allowed on condition that the frost layer does not
extend outside the fuel tank area and its thickness does not exceed 3 mm (0.125 inch).

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Cold Weather ADVERSE WEATHER OPERATION ISSUE 1

De-icing
The Commander has the final authority to decide whether de-icing/anti-icing is
necessary. Strict adherence to the CLEAN AIRCRAFT CONCEPT is mandatory.

DE- / ANTI-ICE IF ANY CONTAMINATION IS PRESENT ON THE LEADING

EDGE OR UPPER SURFACE OF THE WING AND HORIZONTAL TAIL
SURFACES.

For the application of de-/ anti-icing fluids, refer to the applicable instructions for use
from the fluid suppliers. The fluids which may be applied are published in the Fokker 100
Consumable Item List and/or Fokker 100 Service Letters.
Ensure that the least possible time elapses between de-icing and take-off. De-/anti- icing
may be done with engines at idle and / or APU running. When de-icing switch the air
conditioning packs OFF. Keep engines at idle and switch APU off if no longer required. When
using a ‘taxi-through’ de-icing facility, use lowest possible engine thrust.
After de-icing switch the packs back ON. During taxiing out cycle the flaps fully down
and up prior to setting for take-off. Check flight controls and stabilizer for full and free
movement before take-off. The APU should not be started immediately following de-icing.
Allow a few minutes for draining of the de-icing fluid and dissipation of the de-icing
fluid vapor.

Communications

Before aircraft treatment

When the aircraft is to be treated with the flight crew on board, the flight and
ground crews should confirm the fluid to be used, the extent of treatment required, and
any aircraft type specific procedures to be used.
Anti-icing code

a. The anti-icing code indicates the treatment the aircraft has received. This code provides flight crew
with the minimum details necessary to assess the holdover time and confirms that the aircraft is clean.
b. The procedures for releasing the aircraft after the treatment should therefore provide the Commander
with the following information:
o The anti-icing code; and
o The date/time that the final anti-icing step commenced.
c. Codes to be used (examples):
o “Type I” at (date/time) - To be used if de-icing/anti-icing has been performed with a Type I fluid.
o “Type 11/100” at (date/time) - To be used if de-icing/anti-icing has been performed with
undiluted Type II fluid.
o “Type II/75” at (date/time) - To be used if de-icing/anti-icing has been performed with a mixture of
75 % Type II fluid and 25 % water.
o “Type IV/50” at (date/time) - To be used if de-icing/anti-icing has been performed with a
mixture of 50% Type IV fluid and 50% water.

After Treatment

The flight crew should receive a confirmation from the ground crew that all de/anti-
icing operations are completed and that all personnel and equipment are clear before
reconfiguring the aircraft or commencing taxing.

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Cold Weather ADVERSE WEATHER OPERATION ISSUE 1

DE-ICING CHECK LIST

Before De-icing (Engine shut down)

PAX and CARGO DOORS...................................................................... Closed

PACKS..................................................................................................... OFF
APU BLEED............................................................................................ OFF
Before De-icing (Engines running)

AFTER START CL................................................................................ Completed

APU.......................................................................................................... OFF
PACKS..................................................................................................... OFF
After De-icing

ALL P/B................................................................................................... Blank (except blue)

FLAPS/ STABILIZER............................................................................ Cycle competed
STAB TRIM............................................................................................ SET(xx°)
TAXI CHECKLIST................................................................................ To be completed

Hold Over Time

Hold over time is the estimated time that de-icing or anti-icing fluid will prevent the
formation of frost or ice and the accumulation of snow or slush on the treated aircraft
surfaces.
For actual hold over times, refer to the applicable instructions of the fluid suppliers
and/or possible more conservative regulations enforced by local authorities. Hold over
time is a function of such variables as ambient temperature, surface temperature, wind
conditions, fluid thickness and most importantly the rate of precipitation, which adds
moisture and dilutes the fluid. With continuing precipitation, in any form, hold over
time will eventually run out and ice and snow will begin to accumulate and adhere to the
previously protected surfaces. The hold over time will be shortened considerably in
heavy weather conditions. Also, extreme winds and jet blast can degrade the protective
fluid film and shorten hold over times or because of drying out of the fluid have a
negative effect on the shearing characteristics of the fluid. The objective is that the hold
over time must be greater than the anticipated time between anti-icing and take-off,
based on existing conditions. Hold over time begins when the last application of the anti-
icing coating is started. The determination of the hold over time to use is the
responsibility of the Commander.

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Cold Weather ADVERSE WEATHER OPERATION ISSUE 2

Engine Starting
Minimum oil temperature for starting is –50°C. Below this temperature, the engine has to be
preheated. If the oil temperature is below –20°C the following start procedure is
recommended:
• Motor the engine for 30 seconds.
When the engine has stopped rotating:
• Start engine.
• Check N1 indicating.
• At 20 per cent N2 or maximum attained N2 select fuel lever to OPEN.

If N1 rotation is not confirmed, abandon the start and apply external heat to unfreeze
the fan. Ice can form on the fan rotor path lining causing freezing of the blade tips to the
fan casing.
CAUTION: HIGH TGTS MAY BE EXPECTED WHEN STARTING A COLD
SOAKED ENGINE.
Oil pressure will be slow to rise and may reach higher than normal values. If no oil
pressure is indicated at idle RPM, shut the engine down and allow internal heat to warm up the
oil. Do not apply thrust for taxiing until oil temperature is above – 30°C.
If idle N2 is below normal, advance the thrust levers slightly to obtain normal idle speed.
Monitor TGT while doing this.
Starting a cold soaked engine requires a longer time until light-up and may be
accompanied by white smoke from the engine exhaust during the start cycle.
At extremely low temperatures the generators may not supply steady AC power during
the first minutes after starting. If this results in a generator fault, wait approximately 2
minutes before resetting.

ENGINE ANTI-ICING MUST BE SWITCHED ON DURING ALL GROUND OR

FLIGHT OPERATIONS WHEN THE TAT IS BELOW +6°C (+42°F) DOWN TO
AND INCLUDING –25°C ( -13°F) AND VISIBLE MOISTURE IS PRESENT.

Taxiing

When the aircraft was parked in snow or slush at temperatures below freezing, brake disc
freezing may occur. Have the ground crew confirm that all four main wheels rotate
when starting to taxi.
More than normal break-away thrust may be required when tires have frozen to the
ground.
Maintain greater than normal distance between aircraft when taxiways are slippery.
Taxi slowly, do not make abrupt or large steering inputs. Be prepared to use reverse
thrust if brakes become ineffective.
During taxiing it shall be avoided to get too close to the other aircraft with running
engines, whose jet blast may blow snow or slush into the air intake or onto the fuselage.
It is also not allowed to attempt to reach a de-icing effect by the jet blast of the preceding
aircraft. De-/anti-iced aircraft may loose the protection when located to close behind
other jet aircraft with engine running. This can cause degradation of the protective film.

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Cold Weather ADVERSE WEATHER OPERATION ISSUE 1

Do not use reverse thrust to control taxi speed when taxi tracks are covered with snow
or slush. Snow or slush which may be blown up, may refreeze on wings and flaps causing
possible loss of lift or control problems during a subsequent take-off.
Remember, a cold soaked engine (first flight of the day) requires a 4-minute warm up
period at low (taxi) thrust before applying take-off power.

Take-off, General

If the take-off is delayed such that the hold over time is exceeded, reinspect the wings from
outside and repeat the de-/anti-icing treatment if necessary.
DO NOT TAKE-OFF UNLESS IT IS POSITIVELY ENSURED THAT THE AIRCRAFT
IS CLEAN.

• Use TOGA (rated) thrust. Do not use FLX thrust in icing conditions.
• Use the longest runway available (consider braking action)
• If necessary, wing anti-icing can be preselected prior to take-off. The system will become active
approximately 60 seconds after lift-off. Apply the relevant performance restrictions.
• Take off should be immediately rejected if the aircraft does not seem to accelerate properly

Runway reports normally provide the type of contaminant, braking action and runway
friction. The braking action / runway friction reports are commonly used as the guideline in the
decision to operate on such a runway. It is known that these reports are not always
reliable and the effect of reported braking action / runway friction may differ between aircraft
type. In the take-off and approach briefing the runway characteristics, the type of
contaminant, the depth of the contaminant, the braking action and the wind should be
discussed.

Maximum wind components for take-off and manual landing are:

Wind
Friction Braking
Component (kt)
Coefficient Action
Cross Tail .
0.40 and above 5 good 35 10
0.39 - 0.36 4 good/medium 25 10
0.35 - 0.30 3 medium 15
0.29 - 0.26 2 medium/ poor 10 Prohibited*
0.25 - 0.10 1 poor Prohibited*

* GMI LIMIT

In icing conditions and the temperature below + 1°C, the following procedure is
recommended to shed possible fan ice:
Advance the thrust levers manually to approx 75 per cent N1, pause momentarily and pull the TOGA triggers
(ATS operative; with ATS inoperative set take-off thrust manually).
NOTE:
The engine vibration may increase above the alert level. The fan should normally shed ice and vibration
reduces.

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Cold Weather ADVERSE WEATHER OPERATION ISSUE 1

IN ADDITION,
when the Outside Air Temperature (OAT) is below 6°C and either the difference between OAT and dew
point temperature is less than 3°C or visible moisture (fog, rain, drizzle, sleet, snow, ice crystals, etc.) is
present, DO NOT TAKE OFF UNLESS to comply with either OPTION 1 or OPTION 2 below

OPTION 1

The leading edge and upper wing surfaces have been physically checked for ice / frost /
snow and the flight crew verifies that a visual check and a physical ( hands-on) check of
the leading edge and upper-wing surfaces has been accomplished and that the wing is
clear of ice / frost / snow accumulation.
This “ after de-icing “ check must be accomplished after the de- and / or anti-icing
treatment of airplane and within the applicable holdover times of the de- and / or anti-
icing fluids applied.

OPTION 2

”The alternative take-off technique”

This technique presupposes the accomplishment of de-icing / anti-icing procedures and
adherence to applicable hold-over times as required by national operational regulations,
and can be used in lieu of a physical ( hands-on) check of the condition of the wing after
de-icing, as described in option 1.

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Cold Weather ADVERSE WEATHER OPERATION ISSUE 1

The alternative Take-off Technique

Caution:
THIS TECHNIQUE PRESUPPOSES THE ACCOMPLISHMENT OF DEICING / ANTI-ICING
PROCEDURES AND ADHERENCE TO APPLICABLE HOLD-HOVER TIMES AS REQUIRED BY
NATIONAL OPERATIONAL REGULATIONS, AND CAN BE USED IN LIEU OF A PHYSICAL
( HANDS-ON ) CHECK OF THE CONDITION OF THE WING AFTER DE-ICING.
When taking off in icing conditions and SUFFICIENT RUNWAY LENGTH AND
OBSTACLE CLEARANCE MARGIN ARE AVAILABLE, the following technique is
available to increase stall margin during take-off and initial climb:

• Use TOGA thrust. Do not use FLEXIBLE thrust.

• At VR rotate slowly (less than 3 degrees per second) to 10 degrees
pitch attitude.
• When positively climbing, select gear UP.
• DO NOT EXCEED 10 DEGREES PITCH UNTIL AIRSPEED IS
ABOVE V2 + 20 kt.
• When above V2 + 20 kt, slowly increase the pitch attitude, keeping the
speed above V2 + 20 kt.
• Retract flaps at or above VFR + 20 kt.

Do not follow the Flight Director pitch command during rotation for take-
off and initial climb, if this results in exceeding the recommended
maximum pitch angle of 10 degrees before reaching the speed of V2 + 20
kt.

Do not engage the autopilot until leaving the AFCAS TO mode.

For the case of an engine failure, refer to the applicable procedure.

WARNING!!!!!!
During take-off the first indication of wing contamination will probably be lack of climb
rate and when the pitch angle is increased above 10 degrees airframe buffet, followed by
wing drop and lack of sufficient climb rate.
DO NOT EXCEED 10 DEGREES PITCH UNTIL SPEED IS ABOVE V2 + 20 kt.

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Cold Weather ADVERSE WEATHER OPERATION ISSUE 1

DECISION TREE

OAT<+6°C
Dew Point within 3°C Accomplish Mandatory
With Visible Moisture Visual / Hands-On Inspektion

C
O
N No Contamination Visual Contamination

D
I
T Normal Take Off
I
O
N
S
Visual Contamination De-Ice / Anti-Ice

Ready For Take-Off

Not Within
Hold Over
Time

Visual & Hands- On

Check Within Hold Over Time

No Hands-On Check

Normal Take Off Alternative Take Off

Profil Technique

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Cold Weather ADVERSE WEATHER OPERATION ISSUE 1

Take-off from Contaminated Runways

In a take-off from a contaminated runway acceleration will be reduced due to

displacement and nose wheel spray drag. Do not raise the nose gear out of the slush as the
increase in aircraft drag may be more than the nose wheel spray drag.
To avoid structural damage:
A take-off with 0 degree flap setting is not allowed if more than 25 percent of runway
surface area within the required runway length and width is covered by either:
• Standing water (e.g. 1.0) with a depth of more than 3 mm.
• Slush (e.g. 0.85) with a depth of more than 3.5 mm.
• Wet loose snow (e.g. 0.5) with a depth of more than 6 mm. Dry loose snow (e.g. 0.2) with a depth of
more than 15 mm.

A take-off with 8 or 15 degrees flapsetting is not allowed if more than 25 percent of

runway surface area within the required runway length and width is covered by either:
• Standing water (e.g. 1.0) with a depth of more than 12.7 mm.
• Slush (e.g. 0.85) with a depth of more than 15 mm.
• Wet loose snow (e.g. 0.5) with a depth of more than 25.4 mm.
• Dry loose snow (e.g. 0.2) with a depth of more than 63.5 mm.

Take-off may be further limited by performance requirements.

To reduce the adverse effect of contamination drag on take-off distance the largest
permissible flap setting is recommended, ensuring the lowest V1, Vr and V2 speeds with a
consequent reduction in required take-off distance. Moreover, the engines are better
shielded from possible wheel spray.
On runways contaminated with water, slush and wet loose snow, aquaplaning may
occur at ground speeds close to take-off speeds. This will have a positive effect on
acceleration however in case of an aborted take-off it will have an adverse effect on
stopping distance and directional control.

The following procedure is recommended:

1. Use TOGA (rated thrust). FLEX thrust is not allowed.

2. Select CONT ignition.
3. If required, engine anti-.icing ON
4. When taking off in slush, delay gear retraction slightly to allow wheels and brakes
to be blown free of slush.

In case of RTO:
Apply full brakes to take advantage of the antiskid system. If directional control
problems occur, release the brakes, reduce to idle reverse and use rudder pedal steering
to return to the centerline. When realigned, reapply brakes as required.
If necessary, emergency maximum reverse may be used until standstill.

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Cold Weather ADVERSE WEATHER OPERATION ISSUE 1

In Flight Icing Conditions

In flight, icing conditions are present when Total Air Temperature (TAT) is below + 6°C
down to and including – 25°C.
The use of the anti-icing systems at temperatures below – 25°C at higher altitudes is at
pilot’s discretion.
Avoid flight in icing conditions if possible, whether your aircraft is certified for known
icing or not.

Climb - Cruise - Descent

Engine anti-icing should be activated when icing conditions exist and following an
‘ICING” alert at MFDS.
The system may be switched off one minute after leaving the icing conditions or when
the ICING alert is no longer showing.
An increase in the engine vibration level may be observed during icing conditions. The
fan will normally shed any ice formation and the vibration should diminish. To assist in
ice shedding (and operational circumstances permitting), disconnect ATS, quickly
retard one thrust lever at a time to idle. Hold it there for approx 5 seconds and then
advance the thrust lever momentarily to 85% N1. This procedure will eliminate or reduce the
vibration and the thrust levers may be readjusted thereafter to their original positions.
Wing and tail anti-icing systems should be activated when icing is observed. The system
has been designed for continuous operation and may be used for ice shedding
provided ice build up on wings does not exceed 1.5 cm. If a thicker layer has developed
because of late activation the shed ice may be ingested by the engines.
If this is the case select RELIGHT ignition before activating the wing anti-icing system.
With ATS engaged, engine thrust is maintained at the level required to icing systems
with bleed air of adequate pressure.

Approach
Before approach, wings and stabilizer must be free of ice.
When ice accumulates, stalling speeds are considerably higher than normal and a stall
may be entered without warning when ice has accumulated on the aircraft. Speed should
be increased if large ice formations remain on wing leading edges due to ineffective wing
anti-ice. If freezing rain is reported, special attention should be paid to potential ice
accumulation on the aircraft, braking conditions and subsequent take off.
If prolonged icing is encountered during descent, confirm correct engine response prior
to commencing approach for landing.
During approach, with a ground OAT reported to be below – 25°C, it is not
recommended to switch the anti-icing systems to ON, even when TAT is increasing
from below – 25°C to above – 25°C as this, on a “cold-soaked” wing will result in refreezing
of moisture after landing.
With landing gear down, flight idle RPM is increased to approx 70% N2 (approach idle).

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Cold Weather ADVERSE WEATHER OPERATION ISSUE 1

Landing on Contaminated Runways

The recommended procedure:
• select CONT ignition
• Use longest runway compatible with the recommended maximum wind component.
• Use flaps 42 for landing.
• Avoid long landings. Do not bleed off excess speed during the flare.
• After touchdown, select reverse thrust without delay to ensure manual lift dumper extension.
• Apply brakes firmly and symmetrically. Anticipate slow, initial deceleration after brake application.
Do not pump the brakes; under all runway conditions the antiskid system will stop the
aircraft in a shorter distance than the pilot can by modulating the brakes.
• Avoid large and abrupt nose wheel tiller inputs as these can result in overcontrolling and
skidding.
• Keep slight forward pressure on the control column to improve nose wheel traction.
• Reduce to taxi speed before vacating the runway.

NOTE:
Do not hold the nose up, as aerodynamic braking, is negligible and directional stability is reduced

Do not raise the flaps beyond 25 degrees until it has been checked that flaps and
flapvane are free of ice and impacted snow.

Parking
Park in a clear or sanded area and have the wheel chocks placed in position. Before shut down,
idle the engines until TGT’s have stabilized. This may take up to a minute, depending on
the thrust level used during taxiing. To prevent brake freezing, do not use the parking brake.
If the aircraft is to be left unattended for an extended period, take the following actions:
• Install protective covers and plugs.
• Check engine intakes, melted snow/ice may refreeze.
• Drain all galleys and toilets.
• Close all doors and windows.

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Windshear ADVERSE WEATHER OPERATION ISSUE 1

Windshear
General
For a description of the Windshear Detection and Recovery system see section 1.18.07

This paragraph contains recommendations and procedure which the aircraft manufacturer
considers best suitable for early recognition and avoidance of windshear, and recovery from
windshear encounter.
However, Fokker Aircraft does not guarantee that application of the recommended procedures
always results in a safe recovery from all possible windshear conditions.
Windshear is a rapid change in wind speed and/or direction over a short distance along the
flight path. Windshear causes a severe hazard to aircraft during take-off, approach and
landing. Windshear results from a large variety of meteorological conditions such as
temperature inversion, sea breezes, frontal systems, topographical conditions, strong surface
winds, rain showers and thunder storms. The most dangerous type of windshear is known as a
downburst or its smaller, evermore vicious form, the microburst.
A microburst is a violent downward burst of air spreading out horizontally upon reaching the
surface. It can occur where convective weather exists. However , the probability of an
encounter is low, due to its local appearance and the fact that it lasts only a few minutes. Its
effect on aircraft performance and flight path, however, can be disastrous. Microburst activity
may be expected when one of the following phenomena is observed.

-local strong winds as indicated by dust devils, roll clouds or tornado like features
-heavy precipitation visible on weather radar
-rain showers, lightning or virga

Windshear Effects

The immediate effect of a decreasing headwind or increasing tailwind shear is a decrease in

IAS and therefore a loss in performance capability of the aircraft. Due to the loss of speed, the
aircraft tends to pitch down to regain trim speed. If such a performance decreasing shear is
encountered during final approach, the aircraft tends to drop below glide slope and land short
of the runway. If encountered after lift off, insufficient climb performance and no further
speed increase or loss of speed may result in the aircraft hitting obstacles in the take off path.
An increasing headwind or decreasing tailwind shear will increase IAS and aircraft
performance. The aircraft will tend to pitch up in order to regain trim speed. When such a
performance increasing shear is encountered during final approach, a long landing and a
possible runway overrun may occur. A performance increasing shear, however, is frequently
followed by a performance decreasing shear. If the pilot corrects for the effect of the first
shear (nose down , thrust reduction) he will be caught in a very unfavourable situation if
subsequently a performance decreasing shear is encountered.

Downdrafts in excess of 3000 fpm, which are beyond the performance capability of transport
category aircraft, may exist in the centre of a strong microburst.

Short duration reversals of vertical wind direction, which are associated with the microburst,
may cause momentary stick shaker activation, and airframe buffet at speed well above
normal.

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Windshear ADVERSE WEATHER OPERATION ISSUE 1

Take Off Precautions

If weather conditions are such that a windshear is possible or if a windshear has been
reported: DO NOT TAKE OFF!!!

If weather conditions are such that a windshear may probably occur but a safe take off
thought to be still feasible, the following precautions should be considered:

Do not use flexible thrust, use TO thrust. This shortens the take off roll and
provides the best climb performance.

Select the longest runway but give due consideration to obstacles and
crosswind and tailwind limits. This ensures max. runway length available to
accelerate to Vr; it results in more ground clearance during initial climb and
maximum stopping distance if it is decided to reject the take off.
Flaps 15 gives the best performance if the shear is encountered on the runway
(lowest Vr). Flaps 0 the best climb performance. Flaps 8 is recommended as
the best compromise for the situation.
Increased speed at rotation improves the capability to recover from a shear
directly after lift off. Increased speed improves the flight path and reduces
potential exposure to flight close to stick shaker speed. It is recommended to
accelerate on the runway to 10 to 20 kt beyond the calculated Vr and to rotate
to the normal take off pitch attitude. This technique produces a higher initial
climb speed which slowly bleeds off to the normal climb speed. The speed set
at the PFD speed scale should be kept at the value calculated for the actual
weight and flap setting.

WARNING:
If a performance decreasing shear is encountered during the take off roll,
recognizable by abnormal slow buildup of speed, do not accelerate to the
increased Vr but rotate at the normal Vr. In no case should rotation be
delayed beyond 600m/2000ft from runway end.

Do not accelerate to a higher initial climb speed after lift-off. Reducing pitch
at low altitude is hazardous if a windshear is encountered.

Summarizing, the following take off precautions should be taken:

-USE TO THRUST
-USE LONGEST RUNWAY
-USE FLAPS 8
-CONSIDER USING INCREASED Vr
-USE CONT IGNITION

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Windshear ADVERSE WEATHER OPERATION ISSUE 1

Approach and Landing

If weather conditions are such that a high risk of a windshear exists, or if a windshear has
been reported: DO NOT APPROACH OR LAND!

If weather conditions are such that a windshear may possibly exist but a safe approach and
landing is thought to be still feasible, the following precautions should be considered:

A stabilized approach should be flown from at least 1500ft AGL in order to be

able to recognize unacceptable flight path trends as early as possible.

When controlling thrust manually, do not immediately reduce thrust in case of

a sudden increase in speed. Increased speed is advantageous when recovering
from a performance decreasing shear. However, in absence of such a shear, the
higher approach speed must be accounted for a landing.

Use the most suitable runway, clear of possible shear area and compatible with
crosswind and tailwind limits. A longer runway provides a margin for
increased ground roll distance due to increased ground roll distance due to
increased approach and touchdown speed.

A vertical profile guidance system such as ILS glide slope or VASIS is highly
desirable as it enhances windshear recognition by providing timely indications
of vertical flight path deviation.

Flaps 25 for landing provides the best overall recovery performance.

Increased speed improves climb capability and reduces the potential for flight
at stick shaker speed during windshear recovery. Before deciding to increase
the approach speed, consider runway length and condition (dry or wet),
availability of reverse thrust, antiskid, lift dumpers and speed brake. Conditions
permitting increase the approach speed by 10 to 20 kt. Put the aircraft on the
runway at the normal touchdown point, do not float.

An automatic approach with increased approach speed may result in automatic

speed reduction and MFDS SPEED alerts. To prevent automatic speed
reduction disconnect or override ATS. Consequentially, ALAND capability
may be affected.

The use of AP and ATS is recommended. These systems relieve pilot workload
and allow more time to monitor instruments and weather. However, using AP
and particularly ATS is only more beneficial if properly monitored. In the
absence of proper monitoring, these systems mask the onset of a shear through
lack of pilot awareness of control inputs being made.

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Windshear ADVERSE WEATHER OPERATION ISSUE 1

Summarizing, the following approach and landing precautions should be taken:

-FLY A STABILIZED APPROACH

-MINIMIZE THRUST REDUCTIONS
-USE THE MOST SUITABLE RUNWAY
-USE ILS OR VASIS FOR GLIDE SLOPE MONITORING
-CONSIDER FLAPS 25 FOR LANDING
-CONSIDER INCREASED APPROACH SPEED
-MONITOR AP AND ATS
-USE CONT IGNITION

Windshear Recognition

Early recognition of windshear is crucial as time available for recovery close to the ground is
minimal. Pilots should be aware of the normal airspeed and vertical path indications for take
off and landing so that windshear induced deviations are more readily recognized. During the
take off roll, monitor speed build up. After lift-off, monitor pitch attitude, rate off climb,
speed and speed trend. During approach, monitor speed and speed trend , rate of descent,
pitch attitude, glide slope deviation and thrust lever position. Abnormal airspeed fluctuations
may be the first indication of a windshear.
Be prepared to execute the recommended recovery procedure immediately if deviations from
the normal target condition exceed the following values:

Take-off:
-IAS +/- 15kt or
-vertical speed +/-500ft or
-pitch +/-5 deg

Approach:

-IAS +/-15kt or
-vertical speed +/-500ft or
-pitch +/-5 deg
-glide slope +/-1 dot
-unusual thrust lever position

Inform ATC as soon as possible after exiting the shear. A pilots report is of vital
importance as the shear may increase in intensity and the next aircraft may not have the
performance capability to recover.
NOTE:
With AP and ATS engaged pitch deviations and unusual thrust settings are the primary cues
for windshear onset as IAS loss and glide slope deviation are effectively compensated for.

NOTE:
IRS calculated indications may be used for early windshear detection. Great variations in
wind speed, wind direction, ground speed or FPV are usually the first indications of
windshear.

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 FLIGHT TECHNIQUE 7.04.02
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Windshear ADVERSE WEATHER OPERATION ISSUE 1

Recovery

During Take off

Recognition of shear during take off roll is difficult since speed is changing rapidly. Slow
or erratic speed build up or unusual speed fluctuation may indicate of windshear.

The “go or not go” criteria based on V1 may not be valid in windshear conditions since
ground speed may be considerably higher than airspeed. It may be therefore not be possible to
stop within the remaining runway if take off is rejected. Prior V1, the take off should only be
rejected if it is ensured that sufficient stopping distance is available.
The following is recommended:

• AGGRESSIVELY SELECT AND VERIFY FULL THROTTLE THRUST

• CHECK / CONTROL AIRCRAFT TO FOLLOW FD GUIDANCE
• RETRACT GEAR AND FLAPS AS FOR NORMAL TAKE-OFF

NOTE:
- ATS automatically selects full throttle thrust, except during take-off below
400 ft AGL (ATS declutched). ATS automatically reverts to TOGA thrust
upon exit of windshear recovery.
- When ATS is inoperative select full throttle thrust manually and reduce to
TOGA thrust when passing 1500 ft AGL and warning no longer persists.
- During windshear recovery with AP engaged below 150ft AGL, the stick
shaker may be activated and pitch angle and FD commandbar may increase
above AMI.
During Approach:
The recovery technique is developed with the objective to keep the aircraft flying as long as
possible in the hope of exiting the shear. In order to obtain this, maintaining vertical flight
path is the primary target. Speed control is of secondary concern.

• PULL TOGA TRIGGERS AND VERIFY FULL THROTTLE THRUST

• CHECK / CONTROL AIRCRAFT TO FOLLOW FD GUIDANCE
• RETRACT FLAPS AND GEAR WHEN SUSTAINED POSITIVE CLIMB IS
ACHIEVED

REMARKS:
- FD recovery guidance during approach is presented upon TOGA selection or if
full throttle thrust is selected.
- During take-off FD recovery guidance is presented automatically.
- The FD command bar(s) is (are) presented irrespective of FD/FPV switch
position.
- AMI, if not yet present, will appear at the PFD upon windshear warning.
- Follow FD guidance as accurately as possible or keep AP engaged.
- Maintain configuration until sustained rate of climb is obtained.
- During recovery the windshear warning or caution may occur intermittently.

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PAGE 1
Sev. Turbulence ADVERSE WEATHER OPERATION ISSUE 1

Severe Turbulence
General
Known or forcasted areas of severe turbulence should be avoided whenever possible.
However, if severe turbulence is encountered, the aircraft should be flown at the
recommended rough airspeed. This is the optimum speed for protection against excessive
structural loads and provides sufficient margin between the low speed buffet and Mach buffet
at high altitude.

If moderate to severe turbulence is expected, it is advisable to select a cruise level below the
maximum operating altitude in order to increase the buffet margin.

Flap and gear extension should be delayed as long as possible since the aircraft structure can
withstand higher g-loads in the clean configuration.

“Fasten seat belt” signs should be on prior to entering the area of known or forcasted
turbulence.

Turns will increase ”g”-loading. Avoid making turns and if necessary use the lowest possible
bank angle. Adjust thrust to maintain the required rough airspeed. Once the proper thrust
setting is obtained, disconnect ATS and do not change thrust except when necessary in case
of extreme speed variations. The speed brake can be used to reduce speed quickly.

The AP is the best means for aircraft control in severe turbulence; no specific mode has
to be selected.

In manual flight, trim the aircraft for the required speed, after that do not change stabilizer
position. Control the aircraft with the elevator. Avoid large elevator inputs. Ride out the
turbulence and allow altitude changes unless terrain clearance becomes critical.

Summarizing:

-SET SPEED AT 250 kt/ M.65

- SWITCH “SEAT BELT/ NO SMOKING SIGNS” ON
-SELECT IGNITION TO CONT
-SELECT ENGINE ANTI-ICING AS REQUIERED
-WHEN AT SPEED, DISCONNECT ATS

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 FLIGHT TECHNIQUE 7.04.04
PAGE 1
Volcanic Ash ADVERSE WEATHER OPERATION ISSUE 1

VOLCANIC ASH

GENERAL
Flight in areas of known volcanic activity must be avoided. This is particularly important
during night or in IMC when volcanic ash is not visible. If volcanic activity is reported,
check all NOTAMs and ATC directives for current status of volcanic activity. Plan the flight
on the upwind side of the volcanic cloud. Airborne weather radar cannot detect volcanic dust.
Volcanic dust may be difficult to detect at night or in IMC. However, the following
phenomena have been reported by flight crews:
Smoke or dust appearing in the flight deck. An acrid smell, similar to
electrical smoke.
Multiple engine malfunctions such as stalls, rising TGT and flame-out.
St Elmo's fire and static discharges around the windows. Landing lights casting
sharp, distinct shadows in clouds.

If volcanic ash is encountered, reduce thrust (to idle if practical). Select relight ignition and
leave the area immediately. If TGT rises abnormally at idle, which is indicative of a pending
engine stall, shut down the engine.
Volcanic dust may cause rapid erosion and damage to the internal engine components,
causing surge, thrust loss and high TGT. Retarding thrust to idle lowers the TGT and will
reduce debris build-up on compressor and turbine blades and improves engine stall margin.
Further improvement in engine stall margin is obtained by switching on anti-icing systems.
It may be necessary to shut down and relight the engine to prevent exceeding TGT limits. If
an engine fails to relight, repeated attempts should be made. A successful start may not be
possible until clear of the volcanic ash. Following a successful relight or when clear of
volcanic ash, slowly accelerate each engine in turn and monitor engine operation. Volcanic
ash may block the pitot system and result in unreliable airspeed indications.
Volcanic dust is very abrasive and can cause serious damage to engine and leading edges of
wing and tail. Windows become opaque, obstructing vision. Landing light effectiveness may
be reduced. If volcanic ash abrades the front windows so that forward vision is obstructed,
consider diverting to an airport where an automatic landing can be made.

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 FLIGHT TECHNIQUE 7.04.05
PAGE 1
Weather Radar ADVERSE WEATHER OPERATION ISSUE 1

Weather Radar- Flight Procedures

Take Off and Climb

Prior take off, it is desirable to tilt the antenna up for weather along the departure path. During
initial climb, the antenna should remain tilted up to avoid ground clutter and to coincide with
the aircraft`s climb angle.
The antenna stabilization, in normal operation controlled by the IRS number one, is
referenced to the horizon, not to the longitudinal axis of the aircraft. Range selection should
be appropriate for aircraft speed and location of weather returns.
As the aircraft continues climbing, the tilt should be gradually decreased to aim at the regions
of maximum precipitation while avoiding ground clutter. Tilt angels below approximately +4°
will pick up some ground clutter below 5000ft AGL.

Cruise

For cruise, the tilt setting should be adjusted so that ground returns are barely visible at the
outer edge of the screen. Ground returns are displayed in arcs, parallel to range marks. They
merge together as the tilt is brought down and cause shadowing behind prominent features.
They are generally smaller, sharper and more angular than weather returns.

The tilt will have to be adjusted more frequently as storms are approached or range is changed
to avoid over-scanning. Failure to down tilt periodically leads to “disappearing” targets.

Descent

Antenna tilt will have to be raised approximately one degree per 10.000 feet of descent down
to 15000 feet, then one degree per 5.000 feet below 15.000 feet. Range should be adjusted as
necessary to scan the arrival route adequately. In heavy weather, the longest appropriate
range should be used to plan a safe storm avoidance route; then selection of shorter ranges
will show greater detail as you enter the affected area. Remember that more tilt adjustment
will be required each time the range is switched.

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 PERFORMANCE 8.00.00
PAGE 1
Contents AOM FOKKER 100 GMI ISSUE 1

8.01 GENERAL

8.02 Take-off
-Individual TL tables
-Dry Runways
-Speeds

8.03 Landings

The contents of this chapter is intentionally removed.

Detailed and precise information is given in the AIRPLANE FLIGHT
MANUAL, chapter PERFORMANCE.

For the calculation of exact data for the daily application refer to
the GERMANIA AIRPORT DATA BOOKLET F100

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 WEIGHT AND BALANCE 10.00.00
PAGE 1
Contents AOM FOKKER 100 GMI ISSUE 1

10.01 Weight and Balance

-General
-Definitions
-Limitations
-Fuel
-Index
-Interior Arrangements
-Manifest

The contents of this chapter is intentionally removed. Detailed and

precise information is given in the

GERMANIA EDP SYSTEM MANUAL F100.

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01.12.2004 AOM FOKKER 100 GMI

 MEL / CDL 11.00.00
PAGE 1
Contents AOM FOKKER 100 GMI ISSUE 1

11.01 Minimum Equipment List

11.01 Minimum Equipment List- Operational Procedures
11.03 Configuration Deviation List

The contents of this chapter is intentionally removed. Detailed and

precise information is given in the
LBA approved GERMANIA MEL /CDL.

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Contents AOM FOKKER 100 GMI ISSUE 1

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01.12.2004 AOM FOKKER 100 GMI

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