DHC-8 Sop PDF

Standard Operating
Procedures
DHC-8
Bridgewater, Virginia
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DHC-8 Standard Operating Procedures
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2.1
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112
Amendment 1
ATR
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Log of Amendments
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LOG OF AMENDMENTS
Amendment
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Pages/Secs.
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By
2013-01
07-01-2013
130
Taxi Procedure
DAFS
2013-02
08-14-2013
59-68
Stall Recovery
DAFS
2013-03
07-01-2013
Section 3.9
Ground Comm
DAFS
2013-04
07-01-2013
N/A
Parking Brake
Pressure
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TABLE OF CONTENTS
Chapter 1 Introduction and Manual Procedures
Chapter 2 Standard Operating Procedures, Maneuvers

and Policies
Chapter 3 Normal Procedures
Chapter 4 Emergency Procedures
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Chapter 1: Introduction and Manual Procedures
1.1
1.2
1.3
1.4
1.5
1.6
1.7
1.8
Introduction .............................................................................................. 3
Distribution and Availability of Manual..................................................... 3
Maintenance and Ownership of Manual .................................................. 3
Compliance ................................................................................................ 3
Revision and Manual Currency ................................................................. 3
Content and Philosophy of this Manual .................................................... 4
Notes, Cautions, and Warnings ................................................................. 4
Rules of Construction ................................................................................ 5
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CHAPTER 1
INTRODUCTION AND MANUAL PROCEDURES

1.1
Introduction
This chapter will describe the function and use of this Standard
Operating Procedure manual.
1.2
Distribution and Availability of Manual

This manual will be distributed digitally by Dynamic Aviation through the
online training website (www.dynamicpilots.com). It is the pilots
responsibility to review and learn the procedures found in this manual.
1.3
Maintenance and Ownership of Manual

The content of this manual is managed and updated by the Dynamic
Aviation Standards and Flight Training Departments and is considered
the intellectual property of Dynamic Aviation.
1.4
Compliance
All Dynamic Aviation DHC-8 pilots will comply with the policies and
procedures provided in this manual. New or updated standards, policies
and procedures will be communicated by Operations Notices. These
changes should be adhered to until permanently placed in the manual by
amendment or revision.
1.5
Revision and Manual Currency

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

This manual is designed to provide specific guidance for a two crew
environment and assign crew duties as appropriate while taking into
account seat and switch position. This manual will also address who is
responsible for completing procedures during all phases of the flight.
1.7
Notes, Cautions, and Warnings
1.7.1
Notes
NOTE
Notes provide amplified information, instruction, or emphasis (see

example). Notes call attention to methods that enable a crewmember to
perform a job easier or wiser.
1.7.2
A NOTE is identified and

displayed in this type of box.
Imperative Emphasis Note
Imperative Emphasis Notes are used to emphasize the necessity to comply

with the text provided (see example).
An IMPERATIVE NOTE is
identified and displayed in
this type of box.
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Cautions
Cautions provide information and instructions about hazards that, if

ignored, could result in damage to an aircraft component or system (see
example). Cautions specify methods and procedures that must be followed
to avoid damage to equipment.
CAUTION
1.7.4
A CAUTION is identified
and displayed in this type of
box.
Warnings
Warnings provide instructions about hazards that, if ignored, could result

in injury, loss of aircraft control or loss of life (see example).
WARNING
1.8
A WARNING is identified
and displayed in this type of
box.
Rules of Construction
The following apply to the use of certain specific terminology within the
text of this manual
As a general rule, items throughout this manual that are presented in

both all capital letters and BOLD font (e.g. GEAR UP) identify a verbal
challenge or response from the pilot or crewmember indicated.
Gender In this manual, the male or female gender may be used in a
generic sense to designate both sexes.
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Will, Shall and Must The words will, shall, and must are used in
an imperative sense to state the requirements to accomplish the act
prescribed. Compliance is mandatory.
May The word may is used in a permissive sense to state authority
or permission to do an act. Compliance is not mandatory.
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Chapter 2: Standard Operating Procedures, Maneuvers & Policies

2.1
2.2
Purpose ................................................................................................... 11
General .................................................................................................... 11
2.2.1
Adherence ................................................................................. 11
2.2.2
Structure ................................................................................... 11
2.2.2.1
Crew Composition ................................................... 12
2.2.2.2
Flight Crew Experience ............................................ 12
2.2.2.3
Initial Operating Experience (IOE) ........................... 13
2.2.2.4
Local Area Orientation (LAO) .................................. 13
2.2.3
Flow Patterns & Expanded Procedures..................................... 14
2.2.3.1
Non-Checklist Flow Items........................................ 14
2.2.3.2
Diagram ................................................................... 14
2.2.3.3
Flow Items ............................................................... 15
2.2.3.4
Expanded Procedures ............................................. 15
2.2.3.5
Exceptions ............................................................... 15
2.2.4
Checklists .................................................................................. 16
2.2.4.1
Use .......................................................................... 17
2.2.4.2
Challenge and Response ......................................... 17
2.2.4.3
Division of Duties .................................................... 18
2.2.4.4
Reassigning Individual Items ................................... 18
2.2.4.5
Format Example ...................................................... 19
2.2.4.6
Checklist Order ........................................................ 19
2.2.4.7
Line Items ................................................................ 19
2.2.4.8
Initiation .................................................................. 20
2.2.4.9
Completion .............................................................. 20
2.2.4.10 Item Naming and Read-backs ................................. 20
2.2.4.11 As Required Checklist Items ................................ 21
2.2.4.12 Situational Awareness ............................................. 21
2.2.5
Speed Cards .............................................................................. 21
2.2.5.1
Format ..................................................................... 22
2.2.5.2
Hang Cards .............................................................. 22
2.2.5.3
Use .......................................................................... 22
2.2.5.4
Takeoff Instructions ................................................ 22
2.2.5.5
Landing Speed Instructions ..................................... 23
2.2.5.6
Modified Aircraft ..................................................... 23
2.2.6
Terminology .............................................................................. 23
2.2.6.1
Push Button ............................................................. 23
2.3
2.4
2.5
2.6
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A. Position ............................................................ 23
B. Indication ......................................................... 23
2.2.6.2
Switch ...................................................................... 24
A. Position ............................................................ 24
2.2.6.3
Checklist .................................................................. 24
A. Multiple Switches............................................. 24
2.2.7
Power Settings .......................................................................... 24
2.2.7.1
Takeoff Power ......................................................... 25
2.2.7.2
Maximum Continuous Power ................................. 25
2.2.7.3
Max Power .............................................................. 25
2.2.7.4
Firewall Power ........................................................ 25
2.2.8
Automation and AFCS Procedures ............................................ 26
2.2.8.1
Procedures .............................................................. 26
2.2.8.2
Callouts ................................................................... 26
2.2.9
FMS/GPS Guidelines ................................................................. 27
2.2.10 Manipulation of Gear and Flaps................................................ 28
2.2.11 Crew Coordination, Communication and Callouts .................... 29
2.2.11.1 Standard Callouts .................................................... 29
2.2.11.2 Autopilot Callouts ................................................... 30
2.2.11.3 Takeoff Callouts ...................................................... 31
2.2.11.4 Takeoff Briefing ....................................................... 32
2.2.11.5 Approach Callouts ................................................... 36
2.2.11.6 Approach Briefing ................................................... 38
2.2.11.7 Transfer of Controls ................................................ 41
2.2.11.8 Mission Crew Coordination ..................................... 42
Aircraft Configurations ............................................................................ 44
2.3.1
Extended Ground Operations ................................................... 44
2.3.2
Standard Lighting Configurations.............................................. 44
Operations in High Temperature Environments ..................................... 47
2.4.1
Ground Operations ................................................................... 47
2.4.2
WAT Limit.................................................................................. 47
2.4.3
Takeoff Considerations ............................................................. 47
Mission Equipment.................................................................................. 48
2.5.1
Installation ................................................................................ 48
2.5.2
Air Operation ............................................................................ 48
2.5.3
Automatic Load Shedding ......................................................... 48
2.5.4
Ground Operation ..................................................................... 49
2.5.5
Procedures ................................................................................ 49
Inflight Maneuvers .................................................................................. 50
2.6.1
Holding ...................................................................................... 50
2.6.2
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Special Maneuvers .................................................................... 50

2.6.2.1
Departure Tactical Profiles ...................................... 51
2.6.2.2
Arrival Tactical Profiles ............................................ 53
2.7 Flight Training Maneuvers ....................................................................... 57
2.7.1
Steep Turns ............................................................................... 57
2.7.2
Stall Recovery ............................................................................ 59
2.7.3
Power On Stall........................................................................... 59
2.7.3.1
Approach to Stall Power On ................................. 60
2.7.3.2
Power On Stall Recovery ......................................... 61
2.7.4
Power Off Stalls ......................................................................... 61
2.7.4.1
Stall Clean Configuration Profile .......................... 62
2.7.4.2
Flaps 0 Recovery Actions & Callouts ...................... 63
Stall Landing Configuration Flaps 15 Profile ............... 64
2.7.4.3
2.7.4.4
Flaps 15 Recovery Actions & Callouts .................... 65
Approach to Stall Landing Configuration Flaps 35 ...... 66
2.7.4.5
2.7.4.6
Flaps 35 Recovery Actions & Callouts .................... 67
2.8 Windshear ............................................................................................... 68
2.8.1
Avoidance ................................................................................. 68
2.8.2
Precautions ............................................................................... 68
2.8.3
Recovery ................................................................................... 68
2.9 EGPWS .................................................................................................... 70
2.10 TCAS Warnings ........................................................................................ 72
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CHAPTER 2
STANDARD OPERATING PROCEDURES, MANEUVERS & POLICIES

2.1
Purpose
The purpose of Standard Operating Procedures is to provide a standard
flow for normal flight operations. In the following chapters each pilots
duties will be outlined and integrated with the other pilot.
The maneuvers and procedures described in this document will serve as
the basis for standardized operation. They will also serve as guidelines to
achieve the highest possible level of proficiency and provide safe operation
of the aircraft. At no time during flight training or operations will the
limitations of the aircraft be intentionally exceeded, nor maneuvers
conducted that would jeopardize safety.
2.2
General
2.2.1
Adherence
All flight crewmembers will follow SOPs during normal operations. The PIC
has the authority to deviate from SOPs, but only when an emergency
situation requires him to do so in the interest of safety.
2.2.2
Structure
These SOPs define normal phases of flight and describe procedures that
will accomplish required tasks prior to verification with checklists. SOPs are
organized in a chronological flow with pilot duties delineated and pilot
interaction clearly indicated.
2.2.2.1
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Crew Composition
The flight crew consists of a Captain (CA) and a First Officer (FO). For all
operational flights the Captain/PIC and First Officer/SIC must be qualified
Dynamic Aviation pilots. Additional crew may be required in the cabin to
operate sensor equipment.
2.2.2.2
Flight Crew Experience
Combined flight crew experience must be greater than 200 hours total
flight time in the DHC-8 type aircraft (including simulator time). For the
purpose of maximizing experience gained during periods of CONUS training
and Pre-Deployment Operational work-ups, the Captain and First Officer
do not need to meet the requirement above provided each pilot has
completed IOE as defined in section 2.2.2.3 and a designated Training
Captain (TC) is occupying the jump seat for observation/training purposes.
A. TCs shall be designated in accordance with the GOM. Crew Services
shall maintain a record of all authorized TCs.
B. Instructor Pilots (IP) designated in accordance with program specific
Ground and Flight Operations Procedures shall be designated as a
TC prior to being designated as an IP.
2.2.2.3
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Initial Operating Experience (IOE)
IOE shall provide a method of ensuring that a minimum level of supervised

operating experience is provided to pilots either new to the Dash 8
airframe or new to ISR Flight Operations and Dynamic Aviation.
All Dynamic Aviation Dash 8 pilots shall at a minimum have been exposed
to Flight Operations under the supervision of a designated Training Captain
prior to being released to conduct line operations.
One Familiarization Flight observing from the jump

seat.
Three Flights and at least Ten hours experience
operating from the Captains (Left) seat.
Three Flights and at least Ten hours experience
operating from the First Officers (Right) seat.
The TC shall notify Crew Services in writing of a
candidates successful completion of IOE.
Specific order of training may be tailored by the TC based on candidate

experience and TC judgment.
2.2.2.4
Local Area Orientation (LAO)
LAO shall provide a method of ensuring that a minimum level of theater

specific supervised orientation is provided to pilots assigned to a program
and prior to being designated as a PIC.
All Dynamic Aviation pilots shall at a minimum have been exposed to Flight
Operations under the supervision of a designated TC prior to being
released to conduct mission operations as a PIC.
One Familiarization Flight observing the mission

operation from the jump seat.
One Flight operating from the Captains (Left) seat.
One Flight operating from the First Officers (Right)
seat.
Approval recorded in the pilots training record and
filed at the program location.
2.2.3
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Flow Patterns & Expanded Procedures
A flow is a procedure used to set up the aircraft for a particular phase of

flight. Like every other procedure that affects safety of flight, it is
important that it be completed appropriately. The flow must be
completed from memory prior to calling for the checklist. The checklist is
only used to check that the procedures are being completed appropriately.
A flow pattern is established to configure aircraft systems or accomplish
required tasks in an organized manner without reference to a checklist.
2.2.3.1
Non-Checklist Flow Items
An additional function of the flow is to include items that may not

necessarily warrant their own item on a checklist. Certain functions such
as crew comfort or record keeping items are appropriate to include in a
procedure, but do not affect the safety of flight. As such, these items may
be included in the flow for convenience purposes but are not contained in
the checklist.
2.2.3.2
Diagram
A. Structure
Flow pattern diagrams will depict the flow that will be used to
complete the intended procedure. The pilot should reference the
expanded procedure to determine exactly which switches are to be
manipulated throughout the procedure.
B. Start
The start of any flow will be depicted using a red letter
C.
Finish
The end of any flow will be depicted using a red letter
D. Path Depiction
The path of a flow will be depicted using red arrows.
E.
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Path Deviation
Some flows require that an item be
manipulated out of the normal flow. This
situation often is depicted using yellow
arrows.
F.
Flow Pattern Omissions

There are some circumstances where an item will appear in the
expanded procedure but will not be appear to be included on the flow
pattern diagram. These are items that require manipulation at
different times depending on the circumstances and as such are not
included in the flow pattern diagram.
2.2.3.3
Flow Items
Flow patterns are depicted on the diagram and flow items are delineated in
the expanded procedure.
2.2.3.4
Expanded Procedures
Immediately following the flow pattern an expanded procedure will

provide further information and instruction to the pilot. Expanded
procedures may have procedure boxes which describe certain crew
coordination procedures. Certain items found in the expanded procedures
and procedure boxes are presented in all capital letters and BOLD font to
identify a verbal challenge or response from the pilot indicated.
2.2.3.5
Exceptions
Certain flows in this manual may need to be modified slightly between

each aircraft since not all equipment is placed in the same location from
aircraft to aircraft as well as the slight differences that exist between
models of aircraft. Keep in mind that there are certain items that must be
accomplished prior to others where an adjustment to the flow is not
optional, e.g. Autofeather test must be accomplished prior to selecting
Mission Power to On, and Autofeather must be selected Off prior to
adjusting power during initial climb.
2.2.4
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Checklists
Checklists are the means for ensuring critical items are accomplished. If an
item can affect flight safety in a direct way, it is included in the checklist.
Checklists are a fantastic tool, but they should not be used as an
instruction card for how to fly the airplane. Checklists are designed only to
ensure that in the process of accomplishing the procedures none of the
critical items were missed. The checklist is to be used as a list of critical
items that must be re-checked after the procedures have been completed.
It is not to be used as a read-do instruction list to set up the aircraft.
Often the procedure flow will not follow the same order as the checklist
and this is by design. As such, all items included on the checklist should be
completed as part of the procedure prior to calling for the checklist. As the
checklist is read, the pilot should check that each item is in the correct
position. If a switch needs to be moved during the performance of the
checklist, it is an indication that the procedure flow leading up to that
point was incorrect.
2.2.4.1
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Use
Checklists are to be used during all appropriate phases of flight. All

checklists are challenge and response with one crewmember giving the
challenge, and the appropriate crewmember checking the item and stating
the appropriate response. Checklists are not to be started until all of the
actions for that checklist have been performed. Checklists are not to be
held or paused part way through a checklist. If a checklist is interrupted,
the last completed item should be read again, then proceed with the
remainder of the checklist. If there is any confusion, the checklist should
be started over. When indicated, the same person reading the checklist
may also respond. The goal of the checklist is to remind the crew of critical
items, not necessarily to instruct on procedures or even to remind the
crew of every item. With this in mind, some items that were felt to be
non-critical were omitted from the checklist. As an example, noting flight
times and OATs are not checklist items. Those items would be covered in
the flow, because a flow is a procedure. Once the flow is completed, all of
the checklist items should have been covered. At that point the checklist is
called for and is a tool to ensure all of the critical items were completed by
the procedure. It is not to be used as a do list.
2.2.4.2
Challenge and Response
All checklists are challenge and response and are read by the Pilot
Monitoring or First Officer as appropriate. The procedures found in
Chapter 3 indicate who reads the checklist in each phase of flight. The
response is read by the person(s) indicated in the bracket next to the
response on the checklist.
For checklist items requiring a response from both crewmembers, the
crewmember reading the checklist will respond FIRST, followed by the
identical response as noted on the checklist by the other crewmember.
If an item is inoperative, the response will be INOP. For example, if the
nose steering is inoperative, the response would be, INOP, and not, ON,
as indicated on the checklist.
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Division of Duties
In most cases the division indicated in the checklist is determined either by

physical location of the item or by appropriate person for phase of flight
(e.g. Pilot Flying completes the takeoff brief). In some cases the division is
simply a matter of cross-check, such as both pilots checking the landing
gear position. This ensures both pilots are involved with the process.
Checklist Duty Abbreviations
CA
Captain
PF
Pilot Flying
BOTH
Both Pilots
FO
First Officer
PM
Pilot Monitoring
ALL
All Occupants
Even though the duty is divided, both pilots should still maintain situational
awareness and verify that the response of the other pilot does indeed
match the actual configuration of the aircraft.
2.2.4.4
Reassigning Individual Items
Certain individual checklist items may be reassigned by the Captain. For

instance, if the Captain does the preflight, he or she will simply read the
response to that item even if it is labeled as an FO item on the checklist. If
the crew prefers, the FO may still read the response after verifying the
Captain completed the preflight. Either way is acceptable. The only
exception to this is the items of verification where one crewmember reads
the initial response and the other crew member is required to verify the
action. An example of this would be the landing gear. The response to the
challenge LANDING GEAR is 3 GREEN by the PF and VERIFIED by the PM.
In this case each response must be read by the appropriate crewmember.
Each crewmember is assigned specific duties during each phase of flight in
order to create a standard whereby each crewmember understands what
is expected of them. It is unfair, unsafe, and unacceptable to alter this
standard.
The ability to reassign a few individual items
for common sense reasons does not grant the
Captain the authority to completely reorder
the division of duties.
2.2.4.5
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Format Example
Battery Master/Main/Aux ...................................................On [CA]
Challenge
Response
Crew Member
Battery Master/Main/Aux
On
Captain
2.2.4.6
Checklist Order
Whenever possible, checklist items are ordered in a manner that will cause
the pilot to complete checklist items in the same order as they appear in
the cockpit. Thus if two switches are physically located next to each other,
they will appear sequentially on the checklist. This expedites completion
as well as reduces omission by drawing attention to a break in the flow if
an item is missed. All items on a given checklist must have been
completed in the flow prior to calling for the checklist. The checklist is to
be used to check that all of the items have been completed.
2.2.4.7
Line Items
A line within the checklist divides checklist items based on time of

completion. The landing checklist, for instance, places a line between
items that can be completed immediately after the gear is lowered and
those items that may wait until short final. The line allows the completion
of checklist items at more appropriate times by dividing the duties into
more manageable units that integrate better with real world flying. The
line helps comply with this idea by allowing for some variation in the flight
profiles. Sometimes you may be fully configured for landing very soon
after extending the gear; sometimes you may elect to extend additional
flaps. In either case, you can begin the landing checklist at the same
prompt every time, namely gear down. If you are fully configured you
would simply read the checklist all the way through. If not, you would call
for LANDING TO THE LINE. The PM would read the items above the line,
then state LANDING TO THE LINE. Notice the PM does not include the
word complete when only accomplishing those items above the line.
When ready to continue, the PF would call LANDING BELOW THE LINE and
the PM would continue the checklist until completion. Only at this point
would the PM state LANDING CHECKLIST COMPLETE.
2.2.4.8
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Initiation
The Captain or Pilot Flying (when applicable) shall call for the checklist by
name to initiate the appropriate procedure and checklist. When calling for
the appropriate checklist the crew member shall state the name of the
checklist. If the checklist contains a line, the Captain or Pilot Flying may
choose to state the checklist name and TO THE LINE to request that the
checklist and procedure only be completed TO THE LINE. This flexibility
will aid in crew coordination.
2.2.4.9
Completion
When a checklist is completed, the pilot reading the challenges will

announce the name of the checklist, followed by the word COMPLETE.
This will communicate to the other pilot the status of the checklist. For
those checklists divided by a line, the pilot will read the name of the
checklist followed by TO THE LINE. These statements are written on the
checklist and should be read aloud.
2.2.4.10
Item Naming and Read-backs
To a large extent names of checklist items closely match the actual names
as they are depicted in the cockpit for clarity of communication. Readbacks are also taken from the actual condition or selector position labeling
in the aircraft and should be read back exactly as given on the checklist.
For example, the response for Main Bus Tie is TIE, rather than On, since the
Bus Tie switch position is labeled TIE.

Amendment No. 2013-01
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REPLACES PAGE 21 OF THE DASH 8 SOP

2.2.4.11
As Required Checklist Items
The only response that is not appropriate for an as required checklist

item is as required. Anytime you see as required the response should
be the actual switch position(s) or configuration.
For example, the Approach checklist item Ice ProtectionAs Required
[PM]. In this case the PM would read back ON or OFF to indicate the
actual condition of the Ice Protection system depending on flight
conditions. He would not say as required for the response since that
response would not communicate to the other pilot the actual condition of
that system.
2.2.4.12
Situational Awareness
Checklists are organized to increase situational awareness during specific

phases of flight. For instance, the Taxi Checklist includes only two items,
minimizing the amount of eyes-inside time required. This is obviously to
reduce distraction during a critical phase of flight.
Generally speaking, the checklist should be held just below the level of the
glare shield so as to not cover flight critical instruments or the windshield.
This is so that the pilot is able to keep his or her eyes up and still use
peripheral vision while reading the checklist. The pilot reading the
checklist should additionally continue to monitor surroundings to the best
of their ability. At no point should the checklist be placed in the lap or on a
kneeboard while it is being referenced. This puts the head down and takes
the pilot reading the checklist completely out of the game.
2.2.5
Speed Cards
Speed Cards are a Flight Deck tool used for referencing appropriate speeds
and power settings for a given configuration and condition.
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2.2.5.1
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Format
Speed Cards are a spiral bound flip card type document designed for
easy access and reference. The document is formatted to provide a
readable presentation of comprehensive information for each
configuration and condition.
2.2.5.2
Hang Cards
The Speed Card book also provides hang cards for use as a reminder tool
when an operation of a temporary nature is being conducted or for display
if the aircraft has a part/system deferred IAW the MEL.
PTU
Power Transfer
Unit is operating
or required to
be used
MEL
Hang Cards
EXT. GRND OPS
Minimum
Equipment List
item deferred
with aircraft
limitation
Aircraft is in the
extended
ground ops
configuration
FUEL XFER
Fuel is transferring
between tanks
(main or aux)
2.2.5.3
Use
Speed Cards shall be referenced for correct speeds and power settings
during takeoff, climb, cruise and landing. Utilize the hang cards for
temporary operations.
2.2.5.4
Takeoff Instructions
A. Use the actual takeoff weight rounded to the nearest 1,000 lb
increment for takeoff speed determination. Use the white pages for
non-icing conditions and the blue pages for icing conditions.
B. Make V1 and VR density altitude adjustments from the V1/VR
Additives table located on each page using the temperature at
which power will be set (use the assumed temperature if making a
reduced thrust takeoff).
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C.
If V2 is red, make V2 density altitude adjustments from the Minimum

V2 Additives table located on the corresponding weight page. Use
the actual OAT and pressure altitude to read the required V2
additive.
D. Adjust V1, VR and V2 for Type I, II or IV Icing Fluids if required.
E. If V2 is less than VR, set V2 equal to VR.
2.2.5.5
Landing Speed Instructions
Use the actual landing weight rounded to the nearest 1,000 lb increment
for VREF determination.
2.2.5.6
Modified Aircraft
For modified aircraft, speeds are derived from the associated AFMS and
displayed in the Speed Card book.
2.2.6
Terminology
2.2.6.1
Push Button
Push buttons are often used as switches.
NOTE
A. Position
In the case of an actual indication when the button is in the desired
position that indication will be delineated, otherwise position will be
IN, Guarded, or OUT. Guarded indicates the guard is in place and
the underlying switch light is OUT and dark (i.e. normal flight
position).
B. Indication
Will be either dark (and button position delineated by IN, Guarded
or OUT) or illuminated with the appropriate indication described.
At times the associated systems condition will

be indicated (ex. Off) rather than the push
button position.
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Switch
A. Position
To the greatest extent possible a switch position will be delineated
either by the actual labeled switch position or by the associated
systems condition.
NOTE
2.2.6.2
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At times the actual labeled switch position is

difficult to enunciate. In these cases the
associated systems condition will be indicated
rather than the labeled switch position.
2.2.6.3
Labeled switch position

o Position will be indicated in all capital letters
o E.g. TIE is a position for the Main Bus Tie switch
Associated systems condition
o Position will be indicated with the first letter
capital and all following letters lower case
o E.g. On for the DC Generator 1 and 2
Checklist
A. Multiple Switches
When multiple switches for a single system are referenced under
one line item this will be indicated by the word Both immediately
preceding the word to indicate that two switches are to be
manipulated.
Example
AC Generators .............................................................Both OFF
2.2.7
Power Settings
There are numerous power settings to be used to accomplish tasks
specified in this manual. The following descriptions are standardized
callouts and are intended to reduce confusion as to what a specific
power setting is.
2.2.7.1
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Takeoff Power
Also referred to as Normal Takeoff Power (NTOP). This power setting is

referenced in the performance section of the QRH for Takeoff.
2.2.7.2
Max Continuous Power
This power setting, also referred to as MCP, can be found in the

powerplant limitations section of the AFM.
2.2.7.3
Max Power
Also referred to as Maximum Takeoff Power (MTOP). This power setting is

referenced in the performance section of the QRH and is used for
abnormal and emergency situations described in this manual.
2.2.7.4
Firewall Power
Firewall Power simply means advancing the power levers to the physical
limits without regard to published limitations. Firewall Power is not
charted in the performance section and should only be used in an extreme
emergency situation at the discretion of the PIC. Power will be reduced
immediately after the imminent threat has passed and the aircraft can
return to normal operation. Whenever possible after using this setting
make note of maximum torque and ITT as well as duration for
maintenance purposes. Use of this power setting requires a return to the
nearest suitable airport for maintenance inspection of the engines.
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2.2.8
Automation and AFCS Procedures
2.2.8.1
Procedures
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When making autopilot system inputs the following apply

Confirm FMS inputs with the other pilot.
Activate the input.
Monitor mode annunciations to ensure autoflight system
performs as desired.
Intervene if necessary
Automation Workload Tasks
Condition
On Autopilot
AFCS Mode Control

Selection
FMS Inputs
Low Workload
PF
PF
High Workload
PF, or PM on command
of PF
PM on command
of PF
PM, or PF when PM
is task saturated
PM on command of
PF
Manual Flight
PF Pilot Flying
PM Pilot Monitoring
Callouts
NOTE
2.2.8.2
Autopilot callouts are

found in section 2.2.11.2
2.2.9
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FMS/GPS Guidelines
Prior to each flight all FMS units should contain the desired
flight plan for the cleared or expected route. Whenever a
flight plan has been entered into an FMS unit both Flight
Crewmembers shall review the flight plan pages and ensure it
conforms to the ATC clearance or the anticipated route of
flight. All FMS programming shall be confirmed by both pilots.
Whenever possible, confirmation should be made prior to
any cross-fill/sync operation.
The First Officer will normally install and make changes to the
flight plan while on the ground. Changes to the Flight Plan in
flight will normally be made by the Pilot Monitoring. Ref.
Section 2.2.9.1 for further guidance.
2.2.9.1
General Guidance
A. If a POSITION UNCERTAIN message is displayed, consider the
FMS unreliable for navigation. Do not use.
B. If a disagreement occurs with a current chart and the FMS data
base, the current chart takes precedence.
C. Only one crewmember at a time should make FMS changes.
D. With the autopilot engaged either pilot may make FMS changes;
ensure that both pilots are not heads down at the same time.
E. When changing NAV sources verbally state the changes.
F. All FMS flight planning should be confirmed by both
crewmembers prior to initiating any X-FILL/SYNC operation.
G. The appropriate approach charts will be visible to each pilot.
2.2.9.2
Flight Plan Creation

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

E. Placing a destination airport in the flight plan is required to
select a STAR or approach.
F. A STAR and approach is selected through the FPL MENU key by
selecting ARRIVE.
G. A STAR need not be entered for an approach to be selected.
Pressing APPR will bring up the available approaches for that
airport.
H. When selecting an approach, selecting a transition for the
approach is recommended.
2.2.9.3
2.2.10
Flight Plan Review

A. Press FPL>MENU>CLEARANCE- To display the waypoints used to
define the route.
B. Edit flight plan as required.
C. Resolve any NO LINK displayed in flight plan.
A NO LINK indicates a break in a flight plan.
o Remove if an uninterrupted path between
segments is desired.
o If not, leave NO LINK.
If NO LINK left in flight plan, highlight to
stop flashing.
Manipulation of Gear and Flaps
In flight, the pilot monitoring (PM) will normally move the landing gear and
flap controls upon the command of the pilot flying (PF). Prior to moving
the landing gear or flap handle, the PM will check the airspeed to ensure
that it is in the normal operating envelope for the aircraft configuration.
After checking the airspeed, the PM will verbalize SPEED CHECKS, repeat
the command, and then select the landing gear or flaps to the commanded
position.
2.2.11
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Crew Coordination, Communication and Callouts
If the PF does not immediately respond to and correct a deviation announced by

the PM the PM shall restate the appropriate callout. If the PF again does not
respond the PM will restate the callout a third time and if there is no response or
correction the PM shall assume control of the aircraft.
2.2.11.1
Standard Callouts
Condition
0
Bank exceeds 30 or
briefed
Altitude deviation more
than 100
PM Call
All Phases of Flight
BANK
ALTITUDE
Approaching Transition
Level
Climb/Descent
TRANSITION LEVEL
SET _____ R/L
Climb or Descent
1000 TO GO
500 TO GO
100 TO GO
PF Response
CORRECTING
CORRECTING
_____ SET L/R

CHECK
CHECK
CHECK
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Autopilot Callouts
Autopilot
Condition
Changes to Autopilot/FD
Modes
FMS configured and NAV

mode available for use
ALT Star (ALT*) displayed
PM Call
All Phases of Flight
Call out all mode
inputs or changes
Example: NAV, VS,
ALT SEL
NAV AVAILABLE
ALT STAR
ALT CAPTURE
NAV mode capture
NAV CAPTURE
CHECK
CHECK ENGAGE
CHECK
CHECK
CHECK
NOTE
ALT mode capture
PF Response
Roles may shift depending

on crew workload, ref.
section 2.2.8.1
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Takeoff Callouts
PF
Advance Power Levers to approximately
60% TQ
SET TAKEOFF POWER, guards power
levers until V1 is reached
PM
AUTOFEATHER ARM
Sets Briefed Takeoff Power

TAKEOFF POWER SET
60 KTS
CHECK
V1 ROTATE, guards power levers with
Confirms airspeed, removes hand from
Power Levers and rotates
GEAR UP
Accelerates to VFRI
FLAPS ZERO, CLIMB TO THE LINE
SET IAS ____
hand
POSITIVE RATE
Selects gear up
GEAR UP
SAFE ALTITUDE
VFRI
Sets Flaps to Zero, Performs Climb
Flow
Sets IAS ___
IAS SET ___
Reads Climb Checklist
CLIMB TO THE LINE
2.2.11.4
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Takeoff Briefing
A. General
To ensure both crewmembers understand the key elements related
to the takeoff and departure. The takeoff briefing is always done by
the Pilot Flying. If a quick taxi from the parking spot to the
departure runway is expected, the takeoff brief may be conducted
just prior to calling for and receiving initial taxi clearance. Critical
items shall briefly be reviewed prior to taking the active runway for
departure.
B. Components
Power setting for takeoff
o Weight, Altitude, Temperature Considerations
o Maintenance Considerations MEL, CDL
Aircraft configuration for takeoff
Accelerate/stop distance
Decision speeds
Type of departure
Significant weather
Emergency return plan
Crew coordination
C. Power Settings for Takeoff
Utilize QRH to reference appropriate power settings for normal
takeoff power given altitude and temperature considerations. Brief
appropriate maximum power setting available for emergency
purposes.
D. Flap Configuration for Takeoff
Flaps 0 This takeoff configuration is approved for
the -202 and -315 series aircraft and shall be used
when conditions require.
Flaps 5 This is the normal flap setting for takeoff.
Flaps 15 Used only at VBW to achieve
accelerate/stop. Any other use of Flaps 15 requires
approval by the Chief Pilot or Director of Flight
Operations.
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E. Accelerate-Stop / Takeoff Distance

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

if departing into known
icing conditions
A Decision Speed defines the point between when the

aircraft can safely abort the takeoff and when the aircraft
should continue the takeoff with an engine failure. While
decision speed is primarily based on an engine failure
scenario, it also applies to most significant abnormalities.
The primary purpose of the decision speed is to provide the
pilots with known and predictable outcomes for go/no-go
decisions based on proven performance data, thus
simplifying decision making during high risk and high
workload operations. Additionally, the procedures for using
decision speeds are trained for and therefore familiar to the
pilot. Deviations from decision speed procedures place the
pilot at greater risk by placing the aircraft in an unfamiliar
and unproven flight regime.
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V Speeds
o V1 is the takeoff decision speed. This is the speed at
which, due to an engine failure or other causes, the
pilot may elect to stop or to continue the takeoff.
o VR is the rotation speed. This is the speed at which
rotation is initiated during takeoff to attain V2 at or
before a height of 35 feet above the runway. V1 and VR
are the same under most conditions.
o V2 is the takeoff safety speed - target climb speed to be
attained at or before a height of 35 feet above the
runway during a continued takeoff following an engine
failure. V2 should be maintained until reaching the Safe
Altitude.
o VFRI is the Flap Retraction Initiation speed. At this speed
the PM announces VFRI and the PF commands FLAPS
ZERO.
o VCLIMB is the minimum speed to be flown in a clean
configuration following an engine failure and should be
maintained from flap retraction to at least 1,500 AGL.
Any Significant Abnormality on Takeoff
o The decision/rotation speeds, V1/VR, vary with weight
and flap setting as per the Speed Cards.
o Below the decision speed, V1 - If the aircraft exhibits any
significant abnormality the crew will abort the takeoff
using the procedure given in the Emergency Section of
this document. In an engine failure event, reverse on
the good engine should be used cautiously with
attention given to directional control.
o At the decision speed, V1 - If the aircraft exhibits any
significant abnormality the pilot will continue the
takeoff. It is crucial that the malfunction be correctly
identified by both pilots and the correct memory items
executed at the direction of the Pilot Flying.
G. Type of Departure
VFR Departure
o For VFR departures the pilot should brief initial altitude
and direction of flight. Other pertinent information may
include airspace concerns and ATC frequencies that may
be required soon after departure.
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IFR Departure
o For IFR departures the pilot should brief the assigned
heading, departure procedure, initial fix, and altitude.
Airspace and terrain conflicts should be identified.
H. Significant Weather
Heavy Precipitation
Icing Conditions
o Consider contaminated runway, reduced braking action,
effects of deice fluid on the airframe.
Possible Windshear
Heavy Dust Storms
Any other weather the pilot feels is pertinent to the flight
I. Emergency Return Plan
Where will the aircraft land if an emergency occurs during
the takeoff phase?
What approach is expected, do you meet minimums?
Any other contingencies to consider?
Departure Alternate
Obstacle Avoidance Plan
J. Crew Coordination
Verify that each crewmember is aware of all aspects of the
departure. Coordinate with the Cabin Crew.
K. Example Takeoff Brief
This will be a Flaps 5, Normal power takeoff from Runway Three via
the Mirab 2 departure, we have a Accelerate Stop and Takeoff
Distances, speeds are (V1/VR, V2, VFRI, VCLIMB). Any malfunction prior
to V1, either pilot will call ABORT ABORT ABORT, and I will abort the
takeoff. After V1 we will continue the takeoff and execute memory
items airborne. Emergency return shall be to Runway Three via the
Obstacle Avoidance Plan and the ILS Runway Three.
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Approach Callouts
CONDITION
PM
Course Needle Alive
COURSE ALIVE
AP/FD Course Captured
COURSE CAPTURED
Glideslope Alive
SLOPE ALIVE
Slope Captured
(Landing Flow Begins)
Localizer exceeds 1 dot
SLOPE CAPTURED
Glideslope exceeds 1 dot
SLOPE
Good RAIM check on

RNAV Approach
500 above minimums
RAIM CONFIRMED
100 above minimums
APPROACHING MINS
Minimums
RUNWAY IN SIGHT, GO
VISUAL
LOCALIZER
500, ON SPEED, SINK___
LIGHTS IN SIGHT, CONTINUE

GO AROUND
Leaving MDA on a Circle
to Land
At MDA
CHECK
MDA
Missed Approach Point
GO AROUND
Airspeed deviation
greater than +/- 10 KIAS
VSI exceeds 1000 fpm
AIRSPEED
SINK RATE
PF
CHECK
CHECK
CHECK
CHECK
CORRECTING
CORRECTING
CHECK
CONTINUING
CONTINUING
CONTINUING
CONTINUING
GO AROUND
LEAVING MDA
CHECK
GO AROUND
CORRECTING
CORRECTING
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A. 500, ON SPEED, SINK _____

500 feet above minimums.
Deviations of 10 knots or more will be called out as
SPEED PLUS ___, SPEED MINUS ___, etc.
Descent rate will be called out as a single number
closest to the nearest hundred such as SINK SEVEN
for a 700 fpm descent. Momentary sink rates in
excess of 1000 feet per minute must be corrected
immediately. If sink rate is consistently in excess of
1000 feet per minute, the approach must be
terminated and a go around to missed approach
performed.
B. APPROACHING MINS
100 feet above minimums
Precision: Pilot flying will maintain glideslope and
mentally prepare for go-around.
C. LIGHTS IN SIGHT, CONTINUE
Aircraft may only continue as long as (ref. FAR
91.175):
o Aircraft is continuously in a position to land
using normal maneuvers.
o Required visibility is met.
o If any of the above criteria are lost at any point,
a go around to missed approach must be
accomplished.
o Aircraft may only continue to 100 feet above
touchdown until runway, red terminating bar,
or red side row bars are visible.
o This situation only has two outcomes,
RUNWAY IN SIGHT, GO VISUAL or GO
AROUND.
D. RUNWAY IN SIGHT, GO VISUAL
PF will adjust scan to acquire the runway
environment visually.
Airspeed should be 120 knots from the approach
when visual contact occurs then gradually reduced
to VREF over the runway threshold.
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E.
2.2.11.6
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GO AROUND
The PF will immediately execute a go around and
transition to the missed approach.
Either pilot may call for a go around at any point.
The result will be the immediate execution of the
go around. If there is any question as to the reason
for the go around, it will be discussed later when
workload permits.
Approach Briefing
Identifying the proper approach procedure.

NAV frequencies set for the active and standby
Set bearing pointers if necessary
Final Approach Course
Initial and Final Altitude
Reported Weather
Runway Conditions
Missed Approach Procedure
Flap Setting
V Speeds
A detailed description of each item is below followed by a sample

brief at the end of this section.
A.
Identifying the proper procedure

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

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

This will be an ILS Approach Runway 5 at KSHD. The Localizer
Frequency is 109.5, set on the left/right, the STAUT LOM is 375. Final
Approach Course is 047. Initial Altitude will be 3,600 outbound at the
LOM and the final altitude will be 1,384 at DA. Reported weather is
300 overcast and of a mile visibility with light rain. Runway
conditions are wet, landings distances have been calculated and
are____. The missed approach procedure is an initial climb to 2,600
on runway heading. Flaps setting will be 15. VREF is _______, VGA is
_______, VFRI is ______ and VCLIMB is ______. Are there any questions?
2.2.11.7
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Transfer of Controls
According to FAA AC61.115, aviation accident and incident reports show

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

Releases the flight controls.
PM
HEADING 150, FL190, DIRECT
SOGUM, I HAVE THE FLIGHT
CONTROLS
Takes the flight controls.
2.2.11.8
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Mission Crew Coordination
This section provides specific guidance on Cabin and Mission Crew

configurations during a standard flight. The conditions described shall be
the standard terminology used between the Flight Deck and Mission
Commander to coordinate configuration or condition changes. Conditions,
procedures and callouts detailed below shall be used for normal and
emergency operations and verbiage shall be used as described in BOLD. In
limited cases such as moderate or greater turbulence where it is more
appropriate to have the crew seated and belted for safety reasons, a
modified condition may be set allowing the crew to continue their duties
but to put additional safety measures in place. A modified condition is the
exception and not the rule.
Condition
CONDITION ONE
CONDITION TWO
CONDITION THREE
MODIFIED
CONDITION ____
Aircraft Status
-Cabin Door, Cargo Hatch
and Emergency Exits
closed and secured.
-Engine Start and all
Ground Movement
Operations.
Aircraft is in Condition
for:
-Takeoff/Landing
-Operations below 4,000
AGL and all
-Emergency Situations.
Aircraft is in Condition
for normal operations:
-Above 4,000 AGL (or
higher altitude as
determined by the PIC).
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MSN Crew Action / Position

-All aircrew are onboard
-Aircrew ready for engine
start/ground movement.
All aircrew at their crew stations:

-Harnesses fastened
-Station monitors turned off
-Window shades down (open)
-Observation/callout readiness at
100%
-Sterile aircraft procedures
-Intercom panels tuned to
Intercom (IC) Net/All Common
-Survival equipment ready for
immediate egress.
Window shades up (closed):
-Station monitors on
-Intercoms set to mission
channels
-Crew movement at discretion of
the Mission Commander
-Integrity check has been
accomplished.
MSN Crew actions/positions
specifically designated by the PIC
to account for the reasons to
modify the condition
(Turbulence, etc.)
2.3
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Aircraft Configurations
2.3.1
Extended Ground Operations
Due to the nature of Dynamic Aviation special missions, extended ground

operations are frequently necessary. These ground runs are used by the
Mission Crew to power up and properly align the mission equipment on
the aircraft. These operations cause additional wear and tear on certain
condition/life limited components that are not otherwise exposed to
extended operations. Therefore, pilots shall make every effort to reduce
wear and tear during extended ground operations by configuring the
aircraft in accordance with the procedure detailed below. The Extended
Ground Operations Hang Card includes a list of the items that must be
turned off. If the items on the card are covered, no additional checklist is
required to be run.
Flaps ............................................................................... Set/Indicating 0
Standby Hydraulic Press ................................................................ NORM
Tank Aux Pumps ........................................................................Both OFF
Ice Protection (above +10C) ............................................................. OFF
Speed Card........................................................... Display EXT GRND OPS
Prior to Taxi
Flaps........................................................................... Set/Indicating ___
Standby Hydraulic Press ........................................Both On and Checked
Tank Aux Pumps ......................................................................... Both On
Ice Protection (above +10C) .................................. 4 or 5 Hot/Warm Up
Speed Card....................................................................................... Stow
2.3.2
Standard Lighting Configurations

The guidance provided below shall serve as a standard for configuring
Exterior Aircraft Lighting. During specific operations, lighting
configurations may be altered in accordance with local procedures,
Special Instructions (SPINs) or as the PIC determines the need.
2.3.2.1
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3
Taxi
Position Lights ..................................................................................... On

A/COL Lights ...................................................................................... RED
Taxi Light ............................................................................................. On
Inspection/Logo Lights ......................................................... As Required
2.3.2.2
Takeoff/Initial Climb

A/COL Lights .................................................................................. WHITE
Approach Lights ................................................................................... On
Flare lights ........................................................................................... On
Pulse Lights ................... Authorized in lieu of Approach and Flare Lights
during daylight operations
2.3.2.3
Climb (above 10,000)

2.3.2.4
Cruise

2.3.2.5
Descent/Approach

Pulse Lights (below 10,000 MSL) ........................................................ On
2.3.2.6
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Landing

Approach Lights ................................................................................... On
Flare Lights .......................................................................................... On
Pulse Lights ................... Authorized in lieu of Approach and Flare Lights
during daylight operations
2.4
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Operations in High Temperature Environments

When operating in high ambient temperature conditions it is important
to take operating limitations, engine parameters and performance into
consideration.
2.4.1
Ground Operations
Power Levers ........................................... FLT IDLE (except when taxiing)

Engine Intake Bypass Doors ........................................................ CLOSED
Position aircraft into the wind
Windshield Heat ................................................................. OFF until Taxi
Ice Protection ..................................................................... OFF until Taxi
2.4.2
WAT Limit
Reference applicable AFM or Supplemental Performance Data
2.4.3
Takeoff Considerations
Reference applicable AFM or Supplemental Performance Data
The Captain shall ensure that Accelerate Stop
distance and Takeoff Distance (Accelerate Go)
are available for the planned departure runway.
2.5
2.5.1
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Mission Equipment
Installation
Power for mission equipment is supplied from the aircraft engine-driven
3-phase 115/220 VAC variable frequency AC generators in air operations
and an external mission power ground plug connected to a standard 3phase 115/220 VAC 400 Hz GPU for operations on the ground. The
aircrafts original AC generation control, safety, indication and
distribution systems are not changed. Current AC generation operating
procedures are not changed.
2.5.2
Air Operation
Mission power bus on/off control is by a switch mounted in the AC
control panel in the cockpit. The pilot can select GROUND or FLIGHT
operation of the mission power bus by selecting switch position. In the
FLIGHT position, with engines running, the switch energizes the L/H and
R/H mission bus contactor mounted in the AC junction box of each
nacelle. Once energized for FLIGHT operations, the L/H and R/H mission
power buses are split and supplied with power from the respective L/H
or R/H aircraft AC power bus through circuit breakers.
2.5.3
Automatic Load Shedding

An automated circuit in the mission power system monitors each AC
generator bus and will automatically shed the mission power load if
either or both AC generators fail. In the case of a generator failure
before activation of the mission power system, the monitoring circuit
will not allow the mission power bus to be energized.
2.5.4
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Ground Operation
For ground operations without engines running, power is supplied from
the mission power ground plug through a circuit breaker. It is controlled
manually from the cockpit by selecting the mission power switch to the
GROUND position. In the GROUND position, the switch energizes the
mission bus external power contactor installed above the wardrobe
behind the cabin light control panel. Once energized for GROUND
operations, the L/H and R/H mission power buses are isolated from the
L/H and R/H AC power buses and tied to the external ground mission
power plug by the mission bus external power contactor. During ground
operations, the L/H and R/H mission power buses are tied together and
supplied with power from a standard 3-phase 115/220 VAC 400Hz GPU.
2.5.5
Procedures
For ground operations utilizing a ground power source, place the Aux
Power Switch in the GROUND position. During all operations in which
the aircraft AC generators are to supply mission power, place the Aux
Power Switch in the FLIGHT position. This will ensure that the fault
protection circuits are online and monitoring the system.
Normal operations require the ships AC Generators to be online prior to
turning Aux Power ON. This will have to be delayed until the propellers
are placed in the MAX position and the AC Gens turned ON. At this point,
the Aux Power switch may be placed in the FLIGHT position. Mission
Power application should be delayed until the aircrafts electrical systems
are online and have been verified.
In any kind of emergency, safety is priority and if the Captain determines
that the Mission Power should be turned OFF, immediately inform the
Mission Equipment Operators (if time and circumstances allow) and then
turn the Mission Equipment off by placing the Aux Power Switch in the
OFF position.
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2.6
Inflight Maneuvers
2.6.1
Holding
2.6.1.1
Procedure
A. When within three minutes of the holding fix begin reducing
airspeed so as to cross the fix at 200 KIAS or less at or below
6000ft MSL and 230 KIAS or less above 6000ft MSL up to and
including 14,000ft MSL.
B. The recommended holding speed is 150 KIAS. Flaps must be set
to 0.
WARNING
C.
2.6.2
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When in icing conditions, holding

speed shall not be less than 150
KIAS and the flaps MUST be set to
0.
Required inbound leg timing is one minute at or below 14,000ft

MSL, 1.5 minutes above 14,000ft MSL, as specified in the
clearance or published on the chart.
Special Maneuvers
Operational requirements may dictate non-standard departure and
arrival patterns and profiles. Non-standard departures and arrivals shall
only be conducted in Day Visual Meteorological Conditions and under
Visual Flight Rules. Departures and arrivals are also subject to local ATC
procedures and policies. In no case shall a flight crew deviate from local
procedural requirements. The following profiles are included for
reference and general guidance.
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Departure Tactical Profiles

A. Limitations
Flight Conditions
Day VMC/VFR Only
Speed
Type III Climb
Power
MTOP/MCP then Type III Climb Torque
Np
1050 Np
Bank
Not to exceed 45
Bleeds
OFF/MIN until safe altitude
B. Random Steep or Spiral Procedure

Set Power to MTOP
Utilize Type III Climb Speed
Passing 400 AGL, initiate turn towards planned departure
route
Passing 1,000 AGL or crossing the airfield boundary, select
ALE-47 to AUTO and set Climb Power
Set Exterior Lighting in accordance with local area
procedures and SPINs.
NOTE
2.6.2.1
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Reference Type III Climb Torque and

Speeds in applicable Operating Data
Manual or Flight Manual Supplements
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Passing 10,000 feet AGL (or clear of threat), roll

out of turn, accelerate and resume normal climb.
Passing Safe Altitude, begin spiral/random climb
After rotation, pitch to Type III Climb Speed
Normal Takeoff/Climb procedures through

rotation and Safe Altitude
Set MTOP prior to brake release
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Arrival Tactical Profiles

A. Limitations
Flight Conditions
Day VMC/VFR Only
Speed
Clean: VMO Maximum

Landing Configuration: VLE Maximum 5 KIAS
As Required
Np
1050 Np
Bank
Not to exceed 45 (Spiral) or 30 (Curvilinear)
Bleeds
As Required
Configuration
Aircraft configured for landing before reaching

2,000 AGL and/or midfield downwind,
whichever happens first
NOTE
Power
Maintain Stabilized Approach Criteria

as delineated in section 3.19.2
B. Spiral Procedure
From any planned direction, fly toward airfield at 10,000
AGL or previously assigned altitude.
Plan to arrive overhead at 200 KIAS
Configure for Landing overhead the airfield
Initiate random/spiral descent at VLE - 5 KIAS
Plan pattern to arrive at a 2 NM final at 600 AGL
Continue stabilized normal Visual Approach to landing
NOTE
2.6.2.2
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Reference Type III Climb Torque and

Speeds in applicable Operating Data
Manual or Flight Manual Supplements
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Transition to normal landing
Normal glidepath at 2 NM final
VLE 5 KIAS
Gear Down, Flaps 15
Overhead, 10,000 AGL (or assigned)
C.
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Curvilinear Procedure
Curving visual approach flown from any position other than
a normal straight-in or downwind.
From random position, altitude, distance, initiate a
descending turning track.
Configure for Landing
Plan pattern to arrive at a 2 NM final at 600 AGL
Continue stabilized normal Visual Approach to landing
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From random position, altitude,

distance
Initiate descending turning track
Configure normally
Normal glidepath at 2 NM final
Transition to normal landing
Configured Flaps Approach, Gear Down
2,000
2.7
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Flight Training Maneuvers

The maneuvers outlined in this chapter are for use in FLIGHT TRAINING
ONLY. These maneuvers are not authorized in aircraft outside of
company approved flight training events. All VFR maneuvers will be
performed in the Simulator or at approximately 5,000 AGL or above.
Any departure from these limitations must be cleared through the Chief
Pilot or VP of Flight Operations. Some maneuvers conducted to meet
the Part 142 requirements during Simulator Training are not detailed
here, but will be thoroughly briefed by the instructor prior to the flight.
2.7.1
Steep Turns
Upon reaching the appropriate altitude, the aircraft will be configured.
The heading bug should be used for heading reference to complete the
turn if available. Rolling through 30 of bank the PM shall add
approximately 5-10% torque. Increase pitch to approximately 4 nose
up. Steep turns will be completed with reference to the flight
o
instruments. The PM shall call out 30 prior to rollout heading. As the
PF rolls out of the turn, the PM shall decrease the power and the PF will
release the back pressure that was held during the turn. Once stabilized
in level flight the PM shall set the FD to HDG/ALT SEL and engage the
autopilot at the PFs direction.
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Torque.45%
Condition Levers..1,050 RPM
Airspeed150 knots
Heading bug.SET
Initial Configuration
1.
2.
3.
4.
Adjust pitch and power as necessary
Maintain 45o of Bank

1.
PM - Add approximately 5-10% torque

PF - Set pitch to approximately 4 nose up
Passing through 30o of bank

1.
2.
Reduce Power
Release back pressure on yoke
Trim for level flight
HDG, ALT SEL, AP engaged
Roll out through 30o

1.
2.
3.
4.
Call out 30o from roll out heading
Roll Out
1.
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REPLACES PGS 59-68 OF THE DASH 8 SOP

2.7.2
Stall Recovery
NOTE
Stall recovery procedures are initiated at the first indication of the stick
shaker or airframe buffet. If the aircraft is near a stall condition, the stall
protection system alerts the pilots by a stick shaker which causes an
audible and tactile vibration in the yoke.
Automatic activation of the
stick shaker will disengage
the autopilot.
Stall recoveries are accomplished wings level (rolling out of turns if

applicable). Adding power while correcting pitch (as necessary) and
leveling the wings should be a simultaneous operation.
Effective recovery procedures should emphasize lowering pitch
substantially enough to break the stall. Available altitude is a resource;
therefore, altitude loss should be accepted as required to increase
airspeed if proximity to terrain or air traffic is not a factor.
In addition, the -315 series stick pusher system is designed to push the
control column forward if the aircraft is in a stall condition thereby
decreasing the angle of attack of the wing.
2.7.3
Power On Stall
Power on stalls will be accomplished in the clean configuration.
Recovery altitude will be no less than 5,000 AGL. At the selected altitude
or as instructed, the power will be set to 50% as the pitch is raised. The
pilot flying will recover on the first indication of stall.
The pilot flyings primary responsibility
in the event of a stall is to fly the
aircraft so as to recover from the stall
Approach to Stall-Power On
2.7.3.1
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1.
2.
3.
4.
5.
6.
7.
Initial
Torque ............................ Set to 50%

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

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

Configure aircraft as assigned
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2.7.3.2
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Power On Stall Recovery

PF
PM
STALL
Pitch as required to break stall and

recover airspeed. Roll wings level if
necessary
Selects GA mode
Advances Power Levers toward MTOP
MAX POWER
Monitors airspeed for increase; when
positive indication
AIRSPEED INCREASING
Pitch to the command bars
GEAR UP, HDG, ALT SEL
Calls for appropriate checklist
CLIMB TO THE LINE or MISSED
APPROACH/GO AROUND CHECKLIST
2.7.4
Turns Synchrophase Off, Sets Condition

Levers to Max and Power Levers to MTOP
MAX POWER SET
POSITIVE RATE
Verifies Gear Up, Selects HDG, ALT SEL
GEAR IS UP, HDG, ALT SEL
Reads Checklist
COMPLETE
Power Off Stall

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

2.7.4.1
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1.
2.
3.
4.
5.
6.
7.
Initial
Torque ..................... Reduce to 20%

Flaps ........................................... UP
Landing Gear............................... UP
Synchrophase .............................Off
Condition Levers ............ 1,050 RPM
Maintain Altitude and Direction
Set bank as directed, and wait for
the first stall indication
Stall and Recovery

a.
stall
MTOP
c.
Confirm Gear UP
Confirm Flaps UP
2.
3.
4.
5.
1.
2.
Completion

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2.7.4.2
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Flaps 0 Recovery Actions & Callouts

PF
PM
STALL

necessary.
Selects GA mode
MAX POWER
positive indication
AIRSPEED INCREASING
Calls for appropriate checklist
Turns Synchrophase Off, Sets Condition

Levers to Max and Power Levers to MTOP
MAX POWER SET
POSITIVE RATE
Verifies Gear Up, Selects HDG, ALT SEL
GEAR IS UP, HDG, ALT SEL
Reads Checklist
COMPLETE
Stall- Landing Configuration Flaps 15 Procedure Profile

2.7.4.3
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Initial
wait for the first stall indication
1. Torque ................... Reduce to 20%

2. Landing Gear .... below VLE - Down
3. Flaps ..................... below VFE - 15
4. Synchrophase ........................... Off
5. Condition Levers..................... Max
6. Maintain Altitude
7. Initiate bank as directed, and
At first indication of the stall

a.
Pitch as required to
break stall
b. Increase power
towards MTOP
c.
Press Go-Around
button
Flaps up one notch
Gear UP with positive rate
confirmed
Stall and Recovery
1.
2.
3.
4.
5.
1.
2.
Completion

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2.7.4.4
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PF
PM
STALL

necessary
Selects GA mode
MAX POWER

positive indication
AIRSPEED INCREASING,
FLAPS UP ONE NOTCH
FLAPS ZERO, CLIMB TO THE LINE or

MISSED APPROACH/GO AROUND
CHECKLIST
(Calls for appropriate checklist)
Turns Synchrophase Off, Condition

Levers to Max, Power Levers to MTOP
MAX POWER SET
Selects flaps up one notch

FLAPS UP ONE NOTCH
POSITIVE RATE
Selects Gear Up, Selects HDG, ALT SEL
VFRI
Selects Flaps Zero
FLAPS ZERO
Reads Checklist
COMPLETE
Stall-Landing Configuration Flaps 35 Profile

2.7.4.5
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1.
2.
3.
4.
5.
6.
7.
8.
9.
Initial
Torque......................Reduce to 20%
Landing Gear ....... below VLE Down
Flaps .........................below VFE - 15
Synchrophase ............................. Off
Condition Levers ......................MAX
Autopilot ................................... OFF
Flaps ................. below VFE (35) - 35
Maintain Altitude
Wait for the first stall indication
Stall and Recovery

a.
stall
MTOP
c.
Flaps up one notch
Gear UP with positive rate
confirmed
2.
3.
4.
5.
1.
2.
Completion

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2.7.4.6
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PF
PM
STALL

necessary
Selects GA mode
MAX POWER

positive indication
AIRSPEED INCREASING,
FLAPS UP ONE NOTCH
Selects flaps up one notch

FLAPS UP ONE NOTCH
POSITIVE RATE
VFRI
Selects Flaps Zero
FLAPS ZERO
Reads Checklist
COMPLETE
NOTE
FLAPS ZERO, CLIMB TO THE LINE or

CHECKLIST
(Calls for appropriate checklist)
Turns Synchrophase Off, Condition

Levers to Max, Power Levers to MTOP
MAX POWER SET
Ensure compliance with AFM

limitations by disconnecting the
autopilot prior to selecting Flaps 35.
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2.8 Windshear
2.8.1
Avoidance
The best defense against windshear is to avoid it altogether. This is
especially important because windshear can exceed the capability of any
airplane. There is no assured detection and warning system in operation
which can accurately measure windshear intensity along a flight path.
When possible, report possible windshear encounters to ATC and take
such reports from other aircraft very seriously.
2.8.2
Precautions
If windshear is reported in the area consider delaying takeoff or
discontinuing an approach until conditions have improved. Use the
longest available runway and do not use reduced power for takeoff. Also
be alert for airspeed fluctuations during departure and arrival.
2.8.3
Recovery
2.8.3.1
Airspeed
Optimum aircraft performance (Best Angle of Climb) occurs near a speed

which equates to a target speed of V2 during take-off and VGA during
landing for any given flap configuration. Therefore do not allow the
speed to decrease below these speeds. These speeds are an easy
reference since they were briefed and bugged prior to Take-off or
approach. Do not allow airspeed to decay to the stick shaker activation.
This is due to the following factors:
A. At these speeds the aircraft is operating on the back side of the
Lift/ Drag curve with significant deterioration of climb capability.
B. The airspeed can be lower than VMCA so the flight controls may
not maintain sufficient authority for directional control in the
event of an engine failure.
If the stick shaker activates in turbulence, immediately reduce the pitch
attitude sufficient to silence the shaker. In the event this should occur
close to the ground, maintain the pitch attitude which silences the
shaker, until terrain clearance is no longer a factor, then allow the
aircraft to accelerate back to V2/VGA.
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2.8.3.2
2.8.3.3
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Technique
A. Flight path must be controlled with pitch attitude (Unusual stick
forces may be required).
B. Lower than normal airspeed may have to be accepted to counter
altitude loss.
C. Do not use a reduced power takeoff.
D. Do not change aircraft configuration until clear of the Windshear.
Procedure & Callouts
PF
PM
WIND SHEAR
MAX POWER
Selects GA and moves Power Levers
Sets Power and Condition Levers to MTOP
toward MTOP, increases pitch to
MAX POWER SET
target V2/VGA
Monitors aircraft performance and terrain
SINKING/CLIMBING
Do not change aircraft configuration
(see note below)
The only aircraft configuration change allowed

during this maneuver is to reduce the flap setting
from 35 to 15 (If flaps are set to 35).
NOTE
NOTE
Commands FIREWALL POWER if

negative VSI until positive VSI
established.
When clear of Windshear
Establishes level flight and
reconfigures aircraft
Advises ATC of Windshear conditions
If practical observe MAX Torque

limits; however, obtaining safe climb
and obstacle clearance takes
precedence over transient limits.
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2.9 EGPWS
2.9.1
Overview
EGPWS is a terrain awareness and alerting system. The EGPWS uses
aircraft inputs including altitude, radar altitude, airspeed, attitude,
glideslope and geographic position. The EGPWS provides alerts for
excessive glideslope deviation, flap or landing gear position not in the
landing configuration, bank angle and minimum callouts. Additionally
EGPWS uses internal terrain, obstacles and airport databases to predict a
potential conflict between the aircraft flight path and obstacles.
2.9.2

Anytime the aural warning sounds (TERRAIN PULL UP):
NOTE
The PF will, without delay, accomplish a Go-around procedure

and climb until the EGPWS warning ceases.
The PM will push the condition levers to MAX and set MAX
POWER.
Procedures and Maneuvers at specific locations require higher than normal

descent rates in visual conditions. Aural warnings from the EGPWS may be
accepted without initiating the procedure detailed below given that the flight
crew has briefed the arrival, taken into account terrain considerations, flight
path, descent path, etc. is in visual meteorological conditions and plans to
stabilize the flight path in accordance with stabilized approach criteria
defined in this manual.
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PF
PM
EGPWS Warning TERRAIN, TERRAIN, PULL UP
MAX POWER
Disconnect Autopilot and Move Power
Levers toward MTOP, roll wings level,
aggressively increase pitch to initiate
climb and selects Go-Around.
NOTE
Sets Power and Condition Levers to

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

during this maneuver is to reduce the flap setting
from 35 to 15 (If flaps are set to 35).
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2.10 TCAS Warnings

2.10.1
Overview
A Resolution Advisory (RA) is a warning that will provide adequate
vertical separation from a threat airplane when it is approximately 25
seconds from the closest point of approach.
The RA will be accompanied by an appropriate announcement:
2.10.2
Aural Message
Traffic symbol visible on display
Red and Green area on VS scale
When an RA is commanded the PF shall:
Disengage the autopilot.

Respond immediately to satisfy the RA using positive pitch and
power inputs in the direction and with the magnitude the TCAS
advises.
Adjust the aircraft VS to move the VSI pointer within the green
area.
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PM
TCAS TRAFFIC ALERT
Locates target on TCAS and monitors.
Directs PM to request heading change

with ATC if needed.
Locates target on TCAS and tries to

get visual.
Advises PF of visual position and
direction of flight.
Makes ATC request

TCAS RESOLUTION ADVISORY
Either pilot calls RA CLIMB/DESCEND
Disconnects autopilot
Initiates climb or descent as per TCAS Notifies ATC
When clear of conflict
Returns aircraft to original assigned
Advise ATC
altitude.
WARNING
TCAS is not able to provide RAs for aircraft

without altitude reporting capability. TCAS will
provide NO Traffic Advisory (TA) or RA for
aircraft without transponders, or those with
inoperative transponders.
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Chapter 3: Normal Procedures

3.1.
3.2.
3.3.
3.4.
3.5.
3.6.
3.7.
3.8.
3.9.
3.10.
3.11.
3.12.
3.13.
3.14.
3.15.
3.16.
3.17.
3.18.
3.19.
3.20.
3.21.
3.22.
3.23.
3.24.
3.25.
3.26.
Purpose ................................................................................................... 77
General .................................................................................................... 77
Preflight ................................................................................................... 78
Cockpit Preparation ................................................................................. 83
Before Start (First Flight) ......................................................................... 98
Before Start (Successive Flights) ........................................................... 104
Start ....................................................................................................... 110
After Start .............................................................................................. 116
Push Back Operations ............................................................................ 126
Taxi ........................................................................................................ 130
Before Takeoff To The Line ................................................................... 134
Before Takeoff Below The Line.............................................................. 139
Takeoff................................................................................................... 144
Climb To The Line .................................................................................. 147
Climb Below The Line ............................................................................ 153
Cruise ..................................................................................................... 155
Descent .................................................................................................. 158
Approach ............................................................................................... 161
Approach Profiles .................................................................................. 164
3.19.1. General Procedures ................................................................ 164
3.19.2. Stabilized Approach Criteria ................................................... 164
3.19.3. Approach Callouts ................................................................... 166
3.19.4. Precision Approach Profile...................................................... 167
3.19.5. Non-Precision Approach and Circle To Land Profile ............... 168
3.19.6. Visual Approach and Landing Profile ...................................... 169
Landing To The Line ............................................................................... 170
Landing Below The Line ......................................................................... 174
Missed Approach / Go Around .............................................................. 176
After Landing To The Line ...................................................................... 181
After Landing Below The Line ................................................................ 185
Parking To The Line ............................................................................... 190
Parking ................................................................................................... 195
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CHAPTER 3
NORMAL PROCEDURES
3.1
Purpose
This chapter contains descriptions of normal maneuvers and procedures
for the DHC-8 series aircraft at Dynamic Aviation.
3.2
General
The procedures described are mandatory. However, every effort has
been made to design these procedures with a degree of flexibility so that
the crew can adapt them to the varied and changing meteorological, ATC
and terminal requirements found throughout all operating environments.
Procedures are the actions that must be completed to accomplish the
flight. Checklists are used to check that at least the items critical to
safety of flight have been completed. Completing only the checklist
items will not result in a satisfactory flight. Most procedures have been
incorporated into a flow pattern to ease learning and performance.
These flows are designed to synchronize with the checklist in a manner
that reduces confusion, increases proficiency, and provides clarity to
when items should be completed.
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Preflight
3.3.1
General
NOTE
To assure that the aircraft is airworthy from the pilots perspective it is

important that a thorough preflight be completed. An organized
preflight flow will expedite the inspection process and increase safety
and dispatch reliability.
3.3.2
This flow is designed to provide guidance on a recommended external flow

on the airplanes first flight of the day and will be followed by the COCKPIT
PREPARATION Checklist. Subsequent flights by may begin with the BEFORE
START Successive Flights Checklist.
Who
Either pilot may complete this section as designated by the Pilot-inCommand.
3.3.3
When
Prior to the first flight of the day.
Pilots Expanded Procedure

In addition to items named below, the pilot will inspect for general
condition items such as loose attaching hardware, chafing or cracked
skins, antennae, evidence of damage, leaks etc.
NOTE
NOTE
3.3.4
In order to properly inspect the

landing gear wells the gear doors
must be opened prior to the preflight.
Forward Fuselage:
Airstair door ....................................................................................... Check
Engine inspection light ....................................................................... Check
Pitot tube ........................................................................................... Check
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NOTE
Side window ....................................................................................... Check

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

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

Check Security and condition of all
magna-sticks. If necessary, verify fuel
quantity by use of the magna-sticks.
Engine inboard panels and cowls ..................................................... Secure

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

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

Inboard flap ........................................................................................ Check
Aux Fuel tank drain valves ................................................................Sample
Aux fuel tank magna-sticks .............................................................. Secure
Landing gear rear doors ..................................................................... Check
Landing gear door pin .................................................................... Remove
Landing gear ................................................................................ Check
Downlock pin and Door Pin..................................................... Remove
Tires ............................................................................................. Check
Brake lines ................................................................................... Check
Brake wear indicators ................................................................. Check
Shock strut (2-6/no leaks) ......................................................... Check
Hydraulic quantity (1.5 qts min)......................................................... Check
Engine inboard panels and cowls ..................................................... Secure
Inboard nacelle drains ......................................................................... Clear
Oil cooler door ................................................................................... Check
Engine intake ...................................................................................... Check
Outboard nacelle drains ...................................................................... Clear
Engine outboard panels and cowls .................................................. Secure
Wing inspection light.......................................................................... Check
Flaps and track fairings....................................................................... Check
Aileron and trim tab ........................................................................... Check
Static wicks (5).................................................................................... Check
Fuel tank NACA vents .......................................................................... Clear
Wingtip and Nav lights ....................................................................... Check
Stall warning transducer .................................................................... Check
Outboard deice boots ........................................................................ check
Stall strip .......................................................................................... Secure
Main fuel tank magna-sticks ............................................................ Secure
Landing lights ..................................................................................... Check
Prop blades and spinner (do not move or twist blades in hub) ......... Check
Inboard deice boot ............................................................................. Check
Forward Fuselage
Mid-cabin emergency exit .................................................... Closed/Secure
Mid-cabin egress light ........................................................................ Check
Airstair door egress light .................................................................... Check
Landing gear pins and landing gear door pins................ Stowed in Cockpit
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3.4.1
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Cockpit Preparation
General
This flow and checklist are designed to ensure that all cockpit items are
airworthy and configured properly for the BEFORE START FIRST FLIGHT
procedure.
3.4.2
Who
Initiated by the captain; checklist is read by the first officer.
When
Preceding engine start, first flight of the day.
The Captain and FO may perform their flows simultaneously to
complete the Cockpit Preparation items thoroughly and efficiently.
Upon completion of both crewmembers flows, the Captain calls for
the checklist to be read.
NOTE
NOTE
3.4.3
For Battery Starts, utilize QRH section

1.2 as a read and do procedure.
3.4.4
Captains Flow Pattern
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Captains Expanded Procedure

Preflight ........................................................................................ Complete
NOTE
This inspection may be performed by

either pilot the first flight of every day.
Whoever performs the inspection reads
back the response.
Weight and Balance ..................................................................... Complete
NOTE
The Captain will delegate who is to complete the weight and balance and
will ensure it has been completed correctly and that both crewmembers are
informed of the weight and balance condition of the aircraft. Attention is
given to elevator trim position and Speed Cards page selection at this point.
NOTE
NOTE
Circuit Breakers ....................................................................... Checked L/R

Oxygen Masks ......................................................................... Checked L/R
Check oxygen masks and circuit
breakers as you enter the cockpit
before sitting down.
Mask should be on its hangar, facing

forward, in the NORMAL/100% position.
Conduct an operational check by ensuring
positive oxygen flow to the mask.
Aircraft Documents & Log ............................................................ On Board
NOTE
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Check to make sure all appropriate Aircraft Manuals,

Certificates, Flight Dispatch information and Flight Log
Binder are on board, and all discrepancies are either
cleared or deferred IAW the
MEL/NEF/CDL/Supplements.
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Safety Equipment ........................................................................... Checked
Check that all applicable safety equipment is on board and in useable condition.
Crash Axe
Emergency Gear Extension Handle
Flotation Vests
Smoke Goggles
Fire extinguisher
Flashlights (x2)
Portable Oxygen Bottle
Escape Rope
Battery Master/Main/Aux ....................................................................... On
CAUTION
Keep your right hand on the

landing gear handle and eyes on
the landing gear indicators any
time power is applied to verify that
the gear are down and locked.
NOTE
DC Generators ................................................................................ Both On

Main Bus Tie ............................................................................................TIE
External Power ..................................................................... On & Checked
Bus voltage should be higher than
battery value and the Green EXT POWER
light is ON.
NOTE
Caution & Advisory Lights .................................................................Tested
POSITION
CAUT
ADVSY
These are checked at this point, outside

of the obvious flow, to ensure that all
other tests will indicate properly.
INDICATION
A/P DISENG, MASTER CAUTION/MASTER WARNING lights

flashes and all caution lights illuminate. Press MASTER
CAUTION/MASTER WARNING light and check that lights
extinguishes.
All advisory lights illuminate.
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Ice Protection ......................................................................................... Off

Landing & Taxi Lights.....................................................................Both OFF
ELT ........................................................................................................ARM
APU Fire Detect (If Installed) .............................................................Tested
Loop Selectors .................................................................................................. Both
Engine Fire Detection ........................................................................Tested
TEST DETECTION switch to ENGINE 1
Observe the following:

o
o
o
o
o
NOTE
NOTE
Engine 1 PULL FUEL OFF Handle Lights (2 Red bulbs) Illuminate

FAULT A/B Lights (Amber) Illuminate
CHECK FIRE DET Warning Light (Red) Flashes
Master Warning Light (Red) Flashes
Fire Warning Bell Rings (S.O.O. 8105)
TEST DETECTION switch - Release
Repeat on ENGINE 2
Pre-Mod 8/0235 the dual glare shield lights are
labeled ENGINE. These annunciators are
linked to the SCU and are illuminated when an
engine autofeather occurs.
Post-Mod 8/0235 and -202/-315 series aircraft

are labeled ENGINE FIRE PRESS TO RESET and
linked to the fire detection circuits.
Baggage Smoke Warning...................................................................Tested

Select TEST 1 - SMOKE detector warning light illuminates
Repeat for TEST 2
NOTE
In some aircraft, one of the Baggage

Smoke Detectors has been deactivated to
facilitate installation of Mission
Equipment. Test the remaining detector.
Panel Lighting ......................................................................................... Set
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Msn Pwr .................................................................................... As required

Ensure that the Mission Power Switch is either in the
OFF position or in the GROUND Position depending on
System requirements. Confer with the Mission
Commander regarding power requirements.
CAUTION
Mission Power must be OFF prior

to start.
Ignition ...................................................................................... Both AUTO

Cabin Altitude............................................................................. Tested/Set
Cabin Altitude Rate Control - Full counterclockwise to index mark
Cabin Altitude Mode Selector AUTO
NOTE
Fault Light will illuminate for 2 seconds after Cabin

Altitude Selector is selected to AUTO. If selector is
already selected to AUTO, momentarily move selector
to DUMP, then select to AUTO to initiate test.
Cabin Altitude Manual Control Full counterclockwise

Cabin Altitude Auto Function Switch - NORM
Barometric Correction Indicator -Current altimeter setting
Cabin Altitude Control knob - Destination airport elevation
NOTE
Exterior Lights ................................................................ Position Lights On

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

Cabin Signs ..................................................................................... Both On
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Temperature Control ............................................................................. Set
Cabin and Flt Compartment Automatic Temperature Controls Midrange

MAN/AUTO Switches AUTO
NOTE
Bleeds ........................................................... Recirc(s) On/Bleeds OFF/MIN

-315 Series aircraft
incorporate a Cabin
Recirc Fan and Flight
Compartment Recirc Fan.
NOTE
Inverters .......................................................... PRIMARY/Left/SECONDARY

Primary Inverter ............................................................................... On
Aux Inverter ................................................................................... Left
Secondary Inverter ........................................................................... On
AC Generators ...............................................................................Both OFF
AC External ............................................................................................ OFF
GPWS Flap Override ...................................................................... Guarded
Guarded indicates the guard is in
place and the underlying switch light
is OUT and dark (i.e. normal flight
position).
Standby Elevator Trim .................................................................. Guarded

Stall Warning .............................................................................. Tested L/R
Stall Warning Test Switch ........................................................... Select
Note Stick Shaker activation.

Fast/Slow bug moves to slow position on the associated ADI.
Steering ................................................................................................. OFF
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NOTE
Enrich Switch Test (-102 series, first flight) .......................................Tested

Takeoff configuration warning horn will
sound during this test with PARK/EMERG
BRAKE lever at park.
The Flight Control Lock

must be off for this test.
Enrichment Switch Test
Switch or lever shall remain in position until
procedure requires subsequent movement
Switch or Lever
ENRICHMENT TEST
SWITCH
#1 POWER LEVER
ENGINE ECU
ENGINE ECU
POWER LEVER
ENRICHMENT TEST
SWITCH
Position
Hold at P/L SW 1
Result
ENRICH TEST LIGHT Illuminates
MAX
NORM
TOP
FLT IDLE
Release
ENRICH TEST LIGHT Extinguishes

ENRICH TEST LIGHT Extinguishes
Repeat procedure for the #2
Power Lever by placing the
ENRICHMENT TEST SWITCH to
the P/L SW 2 position.
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Beta Test Lockout (first flight) ........................................................Tested

Beta Test Lockout
Switch, lever or button shall remain in position until
procedure requires subsequent movement
Switch or Lever
Position
Result
POWER Levers
FLT IDLE
BETA TEST 1 Switch
LOCKOUT
No. 1 Prop Indicator Press
Verify No. 1 PROPELLER GROUND
Test Button
RANGE advisory light remains out
No. 1 Prop Indicator Release
Test Button
POWER Lever 1
DISC
No. 1 Prop Indicator Press
No. 1 PROPELLER GROUND RANGE
Test Button
advisory light illuminates
No. 1 Prop Indicator Release
Verify No. 1 PROPELLER GROUND
Test Button
RANGE advisory light out
POWER Lever 1
FLT IDLE
BETA TEST 1 Switch
Release
Repeat for No. 2 propeller using BETA TEST 2 switch
Spoilers (-102 Series) ............................................................................ TAXI

GPWS .................................................................................................Tested
Press momentarily and release. Check that the GPWS caution light,
PULL UP, and BELOW G/S advisory lights illuminate, and the
GLIDESLOPE, PULL UP and TERRAIN TERRAIN PULL UP voice
warnings are audible.
NOTE
Pressing and holding the push button until the first audible
voice warning will cause all GPWS advisories to annunciate
and is appropriate when the integrity of the system is in
doubt or when directed by maintenance.
PFC/Stick Pusher Shutoffs ............................................................. OUT

Lights not illuminated.
NOTE
The Stick Pusher

is applicable to
the -315 Series.
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Flight Instruments .......................................................... Checked & Set L/R

Alternate Static Source........................................................... NORMAL L/R
Engine Intake Bypass Doors ..................................................... As Required
ECU Selector/Modes ...........................................................TOP & Both ON
Fuel Transfer ......................................................................................... OFF
Aux Pumps.....................................................................................Both OFF
Fuel Quantity .............................................................. Tested & ______ Lbs
Press to test; gauges read full, release the test and note fuel quantity is
correct for dispatch.
Autofeather .......................................................................................... OUT
Lights not illuminated
Alternate Feather ..................................................................... Both NORM

EFIS ...................................................................................................Tested
All Flags in view

Command Cue out of view
TEST displayed in upper top left center of EADI
Radio Altimeter reads test value
AHRS ..................................................................................................Tested
10 pitch up
20 right wing down
All flags in view
All five AHRS controller annunciators on
Heading slews clockwise at 3 per second
All flags out of view, advisory lights out, and heading normalized
Call for COCKPIT PREPARATION EXT PWR Checklist
3.4.6
First Officers Flow Pattern
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First Officers Expanded Procedure

Aircraft Documents & Log ............................................................ On Board
NOTE
Check to make sure all appropriate Aircraft Manuals,

Certificates, Flight Dispatch information and Flight Log
Binder are on board, and all discrepancies are either
cleared or deferred IAW the
MEL/NEF/CDL/Supplements.
Safety Equipment ........................................................................... Checked
Check that all applicable safety equipment is on board and in useable condition.
Crash Axe
Emergency Gear Extension Handle
Flotation Vests
Smoke Goggles
Fire extinguisher
Flashlights (x2)
Portable Oxygen Bottle
Escape Rope
LG Alternate Doors & LG Inhibit Switch ............................ Closed, Guarded

Forward Outflow Valve ................................................................. NORMAL
Oxygen Pressure ........................................................................ _______lbs
NOTE
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Minimum dispatch pressure is

1,300 pounds.
Auxiliary Fuel/Total Fuel......... Both Off/_______lbs Aux/_______lbs Total

Note Auxiliary and Total Fuel Quantities and
ensure that the correct information matches
the dispatch requirement and is entered
correctly into the FMS.
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NOTE
Anti-Skid .................................................................................. Tested & ON

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

Landing Gear Horn ............................................................................Tested
The Landing Gear HORN/MUTE switch is
located adjacent to the Landing Gear
Handle and can be momentarily selected
down to test the Landing Gear Horn.
Standby Hydraulic Pressure ..................................................... Both NORM

Hydraulic Quantity ................................................................ Both Checked
CAUTION
Minimum Dispatch Quantity is 1.5 US

Quarts in the LH system and 3 US
Quarts in the RH system.
Roll Spoiler Pressure Switches ..................................................... Both OUT

Pitch & Roll Disconnects................................................................... Both In
Radar .............................................................................................. Standby
Parking Brake ..................................................... PARK & Pressure Checked
CAUTION
The Parking Brake Pressure must be a

minimum of 1,500 PSI for Engine Start.
Control Lock ............................................................................................ On

Elevator Trim .......................................................................................... Set
Power Levers .................................................................................. FLT IDLE
Condition Levers........................................................................... FUEL OFF
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TCAS ..................................................................................................Tested
Press the Test Switch to initiate a self-test. When the APX-119

Transponder is selected, selecting the M-3/A switch to TEST will initiate
the TCAS test as well.
Observe the Following:
VSI pointer will not be visible.

White TEST annunciation displays in lower center portion of the display.
Red bands will appear throughout the range of the vertical speed arc.
Green band will appear from 0 VSI to +500 VSI.
Aileron & Rudder Trims ............................................... Checked & Both Set

EFIS ...................................................................................................Tested
All Flags in view

Command Cue out of view
TEST displayed in upper top left center of EADI
Radio Altimeter reads test value
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AHRS ..................................................................................................Tested
10 pitch up
20 right wing down
All flags in view
All five AHRS controller annunciators on
Heading slews clockwise at 3 per second
All flags out of view, advisory lights out, and heading normalized
Accomplish COCKPIT PREPARATION EXT PWR Checklist
3.5
3.5.1
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Before Start (First Flight)

General
This flow and checklist is used to ensure that all items in the cockpit are
set for engine start, to provide redundancy in the completion of line
items and to ensure proper configuration of the aircraft prior to engine
start.
3.5.2
Who
3.5.3
When
Prior to Engine Start for the first flight of the day.
3.5.4
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3.5.5
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NOTE
Seats and Belts .................................................................................. Adj. & Fasten

Seat should be adjusted Fore/Aft and Up/Down
to allow for free and full movement of all
controls and is locked in position. Seat belt
and shoulder harness are fastened.
Ensure Cabin is set to Condition One.
Avionics/FMS .................................................................................................... Set

Nose Gear and Pins ................................................................................... Secured
NOTE
Verify that the Nose Gear Safety Lock is in

the stowed position and all pins are stowed
behind the First Officers seat.
Some aircraft include stowage for Emergency

Exit Lock Pins as well; ensure that all pins are
stowed correctly.
Call for BEFORE START FIRST FLIGHT Checklist
3.5.6
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NOTE
Seats and Belts ....................................................................... Adj. & Fasten

Seat should be adjusted Fore/Aft and Up/Down
to allow for free and full movement of all
controls and is locked in position. Seat belt
and shoulder harness are fastened.
Cabin .................................................................................... Condition One

FO
MC, FLIGHT: SET CONDITION ONE
MC
FLIGHT, MC: CONDITION ONE IS SET
Nose Gear and Pins ....................................................................... Secured

NOTE
3.5.7
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stowed correctly.
Doors/Flight Compt. Hatch ........................................Secured & Lights Out
CAUTION
Ensure that all aircraft doors and Flight

Compartment Hatch are secured and
associated Caution Lights are not
illuminated.
Fueling On Light ..................................................................................... Off

Anti-Collision Light ................................................................................ RED
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NOTE
Recirc Fan(s) .......................................................................................... OFF

-315 Series aircraft incorporate a
Cabin Recirc Fan and Flight
Accomplish BEFORE START FIRST FLIGHT Checklist
3.6
3.6.1
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Before Start (Successive Flights)

General
set for engine start, to provide redundancy in the completion of line
items and to ensure proper configuration of the aircraft prior to engine
start.
3.6.2
Who
3.6.3
When
Prior to Engine Start on successive flights.
3.6.4
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Circuit Breakers .......................................................................Checked Left
Battery Master/Main/Aux ....................................................................... On
Main Bus Tie ............................................................................................TIE
External Power ..................................................................... On & Checked
Mission Power ....................................................................................... OFF
Emergency Lights .................................................................................ARM
Cabin Signs ..................................................................................... Both On
ECU Selector/Modes ...........................................................TOP & Both ON
Fuel Quantity ................................................................... ____pounds total
Avionics/FMS .......................................................................................... Set
Parking Brake ..................................................... PARK & Pressure Checked
CAUTION
The Parking Brake Pressure must be a

minimum of 1,500 PSI for Engine Start.
Nose Gear and Pins ........................................................................ Secured

NOTE
3.6.5
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stowed correctly.
Call for BEFORE START SUCCESSIVE FLIGHTS Checklist
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INSERT OPPOSITE PG. 106 OF THE DASH 8 SOP

ENGINE START - PARK BRAKE PRESSURE LESS THAN 1500 PSI
General
NOTE
If the Park Brake pressure is indicating less than 1500 psi prior to start,
the flight crew will utilize one of the following procedures during flight
operations. For all other operations where it may be required to hand
pump the parking brake pressure refer to the appropriate SOP; e.g.,
maintenance engine runs, other maintenance related functions.
The pump handle stored in the wheel
well is not to be used by the flight
crew for pumping up the park brake
pressure.
Preferred Procedure for Hand Pumping
CAUTION
Brief the ground crew to remain clear of the Main

Landing Gear doors.
Open the LANDING GEAR ALT RELEASE DOOR.

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

Cockpit
NOTE
CAUTION
If ICS Ground Communication is functional the flight

crew must be in contact with the Forward Headset
Operator. Brief ground crew to remain clear of the
main landing gear doors.
Must be accomplished PRIOR to the

BEFORE START CHECKLIST
Open the LANDING GEAR ALT RELEASE DOOR.

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

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Hydraulic Fluid Migration

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

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If fluid quantity rises excessively

through inadvertent fluid migration, a
safety relief will dump hydraulic fluid
overboard via an overfill container in
each wheel well.
3.6.6
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FO
MC
Circuit Breakers .................................................................... Checked Right

Trims............................................................................................. Three Set
Aux Fuel .......................................................................... Both OFF/____Lbs
Nose Gear and Pins ........................................................................ Secured
NOTE


stowed correctly.
Doors/Flight Compt. Hatch ........................................Secured & Lights Out
CAUTION
Ensure that all aircraft doors and Flight

Compartment Hatch are secured and
associated Warning Lights are not
illuminated.
Fueling On Light ..................................................................................... Off

Anti-Collision Light ................................................................................ RED
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NOTE
Recirc Fan(s) .......................................................................................... OFF

-315 Series aircraft incorporate a
Cabin Recirc Fan and Flight
Accomplish BEFORE START SUCCESSIVE FLIGHTS Checklist
3.7
3.7.1
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Start
General
This flow is used to ensure proper completion an engine start.
3.7.2
Who
The Captain initiates the engine start and accomplishes the start
procedure. The First officer monitors and verifies all indications during
the engine start.
3.7.3
When
After the aircraft has been cleared for engine start.
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3.7.4
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No Flow.
3.7.5
CAUTION
Every effort should be made to make

use of all available means to ensure
that the engine is clear prior to
initiating the start procedure.
Cockpit Preparation Checklist ...................................................... Complete

Before Start Checklist ................................................................... Complete
CAUTION
Ensure external power is connected. The EXT

PWR annunciator indicates only that the
Switch is in the proper position, not that
external power is applied. Note the EXT PWR
annunciator and higher than battery voltage
on the RH Secondary Bus.
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NOTE
ENGINE START SELECT Switch ................................................................... 2

SELECT (amber) illuminates confirming
start control circuit armed.
START Switch ................................................................................... Press
NOTE
The Captain will monitor starter duty limits

using the Davtron digital clock.
START (amber) illuminates confirming

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

(Confirms ECU is Operational)
#2 OIL PRESSURE
(Abort Start if Light Does not
Extinguish)
STARTER CUTOUT
CA
FUEL FLOW
NH
ITT
NH Stabilizes ............................................................ 72 +/- 2% (-102 series)

.................................................................. 72 to 78% (-202/-315 series)
Repeat procedure for engine # 1
If conducting a battery start include the following:
Propeller ..............................................................Unfeather after Start
#2 AC Gen ......................................................................................... On
#1/2 Standby Hydraulic Pump ......................................................... On
Delay start of second engine for 30 seconds
to allow completion of FGC startup self-test
and DC Generator loads to drop below .40,
Ref. QRH 1.2
3.7.6
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3.7.7
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CONDITION
Fuel Flow Rises
NH Accelerates
ITT Rises
#2 ENGINE MANUAL Caution
Light Extinguishes
#2 OIL PRESSURE Warning Light
Extinguishes, Oil Pressure Gauge
Indicates in the Green Arc.
START SELECT Switch Releases
FO
#2 MAN LIGHT OUT

(Confirms ECU is Operational)
#2 OIL PRESSURE
(Abort Start if Light Does not
Extinguish)
STARTER CUTOUT
CA
FUEL FLOW
NH
ITT
3.8
3.8.1
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After Start
General
This flow and checklist is used to ensure that the important system and
equipment checks are completed and systems and components required
for flight are initiated in a timely manner.
3.8.2
Who
3.8.3
When
Immediately following engine start.
3.8.4
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DC Ext Power/APU .............................................................. OFF & Checked
EXT PWR advisory light............................................................ Extinguished
Advise ground crew to disconnect ground

power using proper hand signals only after
EXT PWR has been selected OFF.
After ground power has been disconnected

confirm DC power on Main, Essential and
Secondary buses.
Main Bus Tie .......................................................................................... OFF

Ice Protection ............................................................ 4 or 5 Hot/WARM UP
Elev. Horn heat
Valve heat
Stall Warn heat (-102/-202 series)
Pitot/Static heat
Flaps ..........................................................................Verify Takeoff Setting
Rudder Travel ................................................................................. Checked
NOTE
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The Rudder Actuator Check

accomplishes the Rudder Travel Check.
Rudder Actuator (first flight) ...........................................................Tested

STEERING Switch ............................................................................ OFF
RUD 1 Push Button .................................................................. Press IN
Master Caution Light ........................................................................ On
#1 RUD HYD Caution Light .............................................................. On
RUD FULL PRESS Caution Light ......................................................... On
RUD PRESS Caution Light ................................................................. On
Rudder Pedals ........................................................... Move left & right
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Check PFCS indicator for full rudder travel.

Rudders will not travel to full deflection if
flaps are set at 0.
NOTE
RUD 1 Push Button ........................................................................ OUT

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

#1/2 ENG MANUAL Caution Lights....................................... Illuminate
NH ....................................................................... Check not below 60%
Engine ECU Mode Switches ............................................................. On
#1/2 ENG MANUAL Caution Lights................................................. Out
NH ............................................................................................. 72-78%
Condition Levers...................................................................................MAX
Ensure that the area immediately forward of
the aircraft is clear of personnel prior to
moving the Condition levers to MAX.
NOTE
Steering ................................................................................................... On
Spoilers (-102 Series) ............................................................................ TAXI
24-Hour Ice Protection Checks ................................................. As Required
Ice protection checks may be accomplished
in the air if the flight is departing in VMC. If
icing is expected, the checks must be
accomplished on the ground.
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At a minimum, Ice Protection checks shall be

accomplished once per week. Accomplishment
of this check will be recorded in the comments
section of the flight log.
Valve Heat Switch ............................................................ VALVE HEAT
NOTE
Airframe Auto Test

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

Manually select each segment and check for segment indicator
light on.
Valve Heat Switch .......................................................................... OFF
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Prop Heat Test
CAUTION
Do not hold PROP TEST Switch at TEST

for more than one cycle without a 60
second dwell time between cycles.
Power levers...................................................................... Set 900 rpm

PROP TMR Selector #1 .....................................................ABOVE -10C
PROP TEST Switch ......................................................................... TEST
Segment lights indicate 1, 3, 2, 4
10 seconds each segment.
30 seconds between segment 4 out and segment 1 on
again.
Wait 60 seconds before testing BELOW-10C
setting.
NOTE
PROP TMR Selector #2 .................................................... BELOW -10C

Segment lights indicate 1, 3, 2, 4
20 seconds each segment.
Prop Test Switch....................................................................... Release
PROP TMR Selector ........................................................................ OFF
When Prop Timer is
selected OFF, it will
restart at same point
when reactivated.
Power Levers ........................................................................... FLT IDLE

Elevator Horn Heat Test
ELEV HORN Switch ........................................................... Hold at TEST
L/R ELEV HORN HEAT caution lights on for 2 seconds, then
out when heat is activated.
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NOTE
Engine Intake Bypass Doors Test

Engine Intake Bypass Door Push Buttons .................................... Press
Check CLOSED advisory lights illuminate and OPEN/HTR
advisory lights extinguish.
Engine Intake Bypass Door Push Buttons .................................... Press
Check OPEN/HTR advisory lights illuminate after 35-40
seconds.
The HTR advisory light
may not illuminate if
SAT is greater than 15.
Call for AFTER START Checklist
3.8.6
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NOTE
Flaps .................................................................................. Set ___ Degrees

FLAP PWR Caution Light may illuminate
intermittently if the propellers are still
in feather or in transition out of
feather.
NOTE
Autofeather & Power Uptrim - (first flight) .......................................Tested

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

AC System....................................................................................... Checked
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Bleeds ............................................................... Recirc(s) &Bleeds On/MAX

Setting the Bleed Control Rheostat to MAX
too quickly will result in a pressurization
spike; the FO shall rotate the knob at a
reasonable rate to the MAX position.
Temp Controls ................................................................................ Both Set

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

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REPLACES SECTION 3.9 OF THE DASH 8 SOP
3.9.1
Ground Communication for Ramp Operations

General
Good communication is critical to safe operations during any ramp
operations. Pilots and ground personnel must use standard phraseology
and hand signals to ensure safe operations. The forward ICS ground
communications station shall be utilized by a Headset Operator
whenever possible. If the aircraft is not equipped for ICS ground
communications, the standard hand signals found in section 3.9.3 shall
be used provided the Captain and the Ground Crew on duty have
completed a safety briefing on hand signal use. For the purposes of this
section towing refers to aircraft movement either forward or aft without
engines running. Pushing back with engines running is a separate
procedure altogether from towing.
NOTE
3.9
Dynamic Aviation does not authorize

the use of powerplant reversing
systems for rearward taxi.
CAUTION
When towing the aircraft without engines running, the

Landing Gear Pins and Nose Gear Lock must be
installed and engaged. Failure to do so may cause the
landing gear to collapse.
CAUTION
The aircraft must be towed to the final startup location

and the parking brake set prior to commencing a
Before Start checklist.
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3.9.2
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Engine Start with Ground ICS
Forward Headset Operator

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

Completes Before Start Checklist and selects
channel #7 on both cockpit ACUs. Once Headset
Operator is plugged in and listening:
READY FOR START, FINAL CHECKS, BRAKES ARE
SET
After final checks complete and start approval

received:
STARTING SEQUENCE IS 2 THEN 1, TURNING
NUMBER 2
NUMBER 2 GOOD START ON 2
or ABORT START (state reason
for start abort as soon as
possible)
NUMBER 1 GOOD START ON 1
or ABORT START
After successful start of Number 2 engine:

TURNING 1
After external power switch off:

DISCONNECT GPU AND REMOVE CHOCKS
GPU DISCONNECTED AND
CHOCKS REMOVED
CHEERIO
Move to location clear of aircraft
left or right and WAIT FOR
THUMBS UP FROM FLIGHT
CREW PRIOR TO TAXI; respond
with thumbs up meaning a final
ALL CLEAR
CLEARED OFF HEADSET GO TO HAND SIGNALS

AU REVOIRE or refer to paragraph 3.9.3
(Pushback Engines Running)
Signal ground crew with thumbs up and WAIT FOR
GROUND PERSONNEL TO RECIPRICATE prior to
commencing taxi
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3.9.3
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Pushback Engines Running
Ground Crew
Flight Crew (Captain Communicates)
When ready for brake release:

COPY READY FOR PUSH,
RELEASE BRAKES
Flight Crew confirms nosewheel steering is OFF

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

FOR GROUND PERSONNEL TO RECIPRICATE prior
to commencing taxi
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NOTE
The aircraft shall not be moved, taxied or tugged

(engines running or not), until the PIC has received
confirmation from the Mission Commander (MC)
that the cabin is set to Condition One.
If the Captain deems it necessary and wishes to reestablish ICS

communications with the Ground Crew after all connections have
been removed, the Captain will flash an appropriate Landing or Flare
light several times. The Ground Crew should then plug in the ICS
connection and reestablish voice communications.
NOTE
CAUTION
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Ground Crew shall ensure that the Landing Gear Pins are stowed on
board the aircraft and that the Nose Gear Lock is disengaged after
pushing or towing. Gear Pins and Nose Gear Lock may be stowed
prior to push back if the engines are running during the push back.
AFFIRMATIVE
(ALL CLEAR)
NEGATIVE
(NOT CLEAR)
INSERT CHOCKS
REMOVE CHOCKS
BRAKES

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REPLACES PAGE 130 OF THE DASH 8 SOP

3.10 Taxi
3.10.1
General
This flow and checklist is purposefully limited in scope to reduce
distractions and allow the crew to maintain situational awareness
while the aircraft is moving. The flight crews primary task is to safely
taxi the aircraft and they should not be diverted from this task.
Therefore, if necessary, the PF will stop the aircraft and set the parking
brake to facilitate the safe execution of any required cockpit duties.
While the aircraft is moving, the PF may not perform any duties other
than those required to safely taxi the aircraft. All switch and
configuration changes will be performed by the PM. If a checklist is
completed while moving on the ground the FO will read back all
checklist items other than the takeoff briefing. The takeoff briefing
shall be completed with the aircraft stopped and parking brake set.
During all surface movement sterile cockpit procedures shall be
maintained and at least the PF will maintain a visual scan of the
outside environment. At no time will execution of flows or checklists
be permitted to interfere with crew situational awareness.
At all intersections, the crew will ensure the
intersecting taxiway, road, or runway is clear and state
CLEAR LEFT and CLEAR RIGHT as appropriate.
3.10.2
Who
3.10.3
When
At a safe and appropriate point during taxi after runway assignment is

issued.
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No Flow.
NOTE
NOTE
3.10.5
The Captain will taxi the aircraft

with the Control Lock engaged.
Control direction and speed while

taxiing using FLT IDLE to DISC range and
Steering Tiller or nose wheel steering
with minimal use of brakes.
CAUTION
Set the parking brake

anytime the aircraft is
stopped to prevent
inadvertent movement.
Visually clear and

announce CLEAR LEFT
at all taxiways, runways
and ramp areas.
NOTE
Exterior Lights ................................................................. Verify Set for Taxi

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

Altimeters (4 Captain, First Officer, Standby and Cabin Controller
BARO) set to local setting and compared to field elevation.
Directional indicators turning in proper directions and indicating
known headings.
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Compass conforms to known heading.

Ball opposite the direction of turn.
No failure messages on EADI or EHSI.
Call for TAXI Checklist
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No Flow.
3.10.7

Visually clear and announce
CLEAR RIGHT at all
taxiways, runways and ramp
areas.
NOTE
Exterior Lights ........................................................................... Set for Taxi

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

Altimeters (4 Captain, First Officer, Standby and Cabin Controller
BARO) set to local setting and compared to field elevation.
Directional indicators turning in proper directions and indicating
known headings.
Compass conforms to known heading.
Ball opposite the direction of turn.
No failure messages on EADI or EHSI.
Accomplish TAXI Checklist
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3.11 Before Takeoff To The Line

3.11.1
General
NOTE
This flow and checklist are used to ensure the aircraft is ready for
takeoff. These items may be completed any time before departure but
no later than after receiving takeoff clearance. If next for departure,
the entire Before Takeoff procedure may be completed at one time,
keeping in mind that all of the checklist items must be completed prior
to calling for the checklist.
3.11.2
When appropriate, the entire Before

Takeoff procedure may be completed
prior to calling for the checklist.
Who
Initiated by the Pilot Flying; checklist is read by the Pilot Monitoring.
3.11.3
When
Prior to receiving takeoff clearance.
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No Flow.
3.11.5

As Pilot Flying
Flight Director......................................................................................... Set

(Select modes - GA, HDG or NAV, ALT SEL)
Call for or accomplish BEFORE TAKEOFF TO THE LINE Checklist
3.11.6
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As Pilot Flying
Flight Director......................................................................................... Set

(Select modes - GA, HDG or NAV, ALT SEL)
Cabin .................................................................................... Condition Two
NOTE
FO
MC, FLIGHT: SET CONDITION TWO
MC
FLIGHT, MC: CONDITION TWO IS SET
Mission Crew has completed all
Pre-Departure preparations and
is ready for takeoff.
During departure phase all crew should be at high level of alertness and
observation, ready to respond to any perceived threats. Sterile aircraft
procedures are in effect during Condition Two and all communications
shall be directed through the Intercom System (IC net).

Caution/Warning Lights ................................................................. Checked
Call out any abnormal lights, the PARK BRAKE

Caution Light is often illuminated at this time
and may be acknowledged verbally.
AFCS & Yaw Damper ............................................................... Tested & Set

Yaw Damper ON.
Select R AFCS on Advisory Display and note YD change to right
side on FGC.
Select L AFCS on Advisory Display and note YD change to left
side on FGC.
Engine Instruments ........................................................................ Checked
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Aux Fuel Transfer ....................................................................... Off/Closed

TCAS/XPDR ............................................................................................. Set
Call for or accomplish BEFORE TAKEOFF TO THE LINE Checklist
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3.12 Before Takeoff Below The Line

3.12.1
General
NOTE
This flow and checklist is used to ensure the aircraft is ready for takeoff.
These items may be completed any time before departure but normally
no later than prior to entering the runway for takeoff. If circumstances
dictate, the Before Takeoff Below The Line checklist may be
accomplished while the aircraft is lining up on the departure runway.
Also if next for departure, the entire Before Takeoff procedure may be
completed at one time (both the above the line items and the below the
line items), keeping in mind that all of the checklist items must be
completed prior to calling for the checklist.
3.12.2
When appropriate, the entire Before

Takeoff procedure may be completed
Who
3.12.3
When
Normally will occur no later than immediately prior to entering the

runway for takeoff. The takeoff brief should be complete prior to calling
for the checklist. If circumstances dictate, the Before Takeoff Below The
Line checklist may be accomplished while the aircraft is lining up on the
departure runway.
3.12.4
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As Pilot Flying
NOTE
Takeoff Briefing ............................................................................ Complete

Reference Takeoff Briefing
section 2.2.11.4
NOTE
Ice Protection ......................................................................................... Set

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

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

Torque Gauge Test Button is not authorized as it
will cancel underspeed governing and possibly
remove power to the Mission Bus.
Call for or accomplish BEFORE TAKEOFF BELOW THE LINE Checklist
3.12.6
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As Pilot Flying
NOTE
Takeoff Briefing ............................................................................ Complete

Reference Takeoff Briefing
section 2.2.11.4
NOTE
Bleeds .............................................................................. MIN/As Required

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

ALE-47 ................................................................................................. MAN
Safety Pin...................................................................................... Removed
Flight Controls ............................................................ Unlocked & Checked
WARNING
Maintain positive control of the Yoke until the

aircraft is lined up on the departure runway.
Shifts in wind direction or movement of the
power levers may move the flight controls
suddenly if they are not held firmly in place.
Call for or accomplish BEFORE TAKEOFF BELOW THE LINE Checklist
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3.13 Takeoff
3.13.1
General
This flow is to ensure that the crew completes the required operations
during the initial climb segment and completes the appropriate
checklists.
3.13.2
Who
The Pilot Flying is solely responsible for positive control of the aircraft
and in that manner should focus on flying the aircraft and responding
appropriately to callouts.
3.13.3
When
During the takeoff and initial climb segment.
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Takeoff Callouts & Procedure

After lining up with the runway centerline the
Pilot Flying will confirm appropriate runway
by noting runway markings and cross
checking aircraft heading indicators.
PF
Advance Power Levers to approximately
60% TQ
SET TAKEOFF POWER, guards power
levers until V1 is reached
PM
AUTOFEATHER ARM
Sets Briefed Takeoff Power

TAKEOFF POWER SET
60 KTS
CHECK
V1 ROTATE, guards power levers with
Confirms airspeed, removes hand from
Power Levers and rotates
GEAR UP
Accelerates to VFRI
FLAPS ZERO, CLIMB TO THE LINE
SET IAS ____
hand
POSITIVE RATE
Selects gear up
GEAR UP
SAFE ALTITUDE
VFRI
Sets Flaps to Zero, Performs Climb
Flow
Sets IAS ___
IAS SET ___
Reads Climb Checklist
CLIMB TO THE LINE
3.13.5
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3.14 Climb To The Line

3.14.1
General
This flow and checklist is to ensure that the crew completes the required
operations during the climb segments and completes the appropriate
required items.
3.14.2
Who
3.14.3
When
Following gear and flap retraction, the climb flows should be completed
at any point above the briefed Safe Altitude (No lower than 400 AGL)
when workload permits.
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Pilot Flyings Flow Pattern
Maintain aircraft control.
3.14.5
Pilot Flyings Expanded Procedure
NOTE
T/O FLAP (-202/-315 series) .............................................................. NORM

Due to the location of the T/O FLAP
push button it will always be verified
and manipulated by the Captain
regardless of crew duty.
Call for CLIMB TO THE LINE Checklist
3.14.6
Pilot Monitorings Flow Pattern
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Pilot Monitorings Expanded Procedure
NOTE
Verify retraction of the landing gear

via positive indications on the
landing gear display panel.
NOTE
Landing Gear ................................................................................ Select UP
The flow in section 3.14.6 begins at

flaps due to the normal delay
between landing gear retraction and
flap retraction.
Flaps .......................................................................................... Select Zero

Confirm that flaps have fully
retracted.
NOTE
T/O FLAP (-202/-315 series) .............................................................. NORM

Due to the location of the T/O FLAP
push button it shall always be
verified and manipulated by the
Captain regardless of crew duty.
Bleeds .................................................................................... Both On/MAX

Select the rotating Bleed
adjustment knob to MAX slowly and
smoothly as a fast adjustment can
result in pressurization spikes.
Aux AC ...................................................................................... As Required
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NOTE
Lights .......................................................................................Set for Climb

Cabin Altitude................................................................................. Checked
Ensure the Cabin is pressurizing,
indicated by rising cabin differential
(within limits).
Ice Protection ........................................................................... As Required
CAUTION
If in icing conditions, turn the Airframe Anti-Ice On and

ensure that the Prop Anti-Ice is functioning normally.
Keep in mind Variable Frequency AC Load limits if the
mission equipment is operating in conjunction with
the Prop Anti-Ice.
ALE-47 ................................................................................................ AUTO

Aux Fuel Transfer ..................................................................... As Required
NOTE
If the Auxiliary Fuel Tanks are being

utilized, transfer of fuel to the Main
Tanks shall begin immediately.
Due to the location of the Aux Fuel

Transfer panel it will always be
manipulated by the First Officer
NOTE
Standby Hydraulic Pressure .............................................................. NORM

This will result in the Standby
Hydraulic Pressure gages dropping to
zero. This is normal.
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Autofeather ............................................................................................ Off
WARNING
It is imperative to turn the Autofeather Off

prior to selecting ECU to NORM/MCL and
moving the power levers. Reversing this
procedure may result in an unscheduled
Propeller feathering.
Tank Aux Pumps ............................................................................Both OFF

ECU Select .............................................................................. NORM (-102)
........................................................................................... MCL (-202/-315)
Power ..................................................................................................... Set
Set climb power based on the
Airplane Flight Manual or applicable
Flight Manual Supplement.
CAUTION
Do not exceed
Normal Engine
Temperature
Limitations.
Engine Instruments ............................................................................ Check

Synchrophase ......................................................................................... ON
CAUTION
Ensure that the propeller RPM is set within 20

RPM of each other. If further propeller
adjustments are subsequently required, turn the
Synchrophase OFF, adjust Propeller RPM them
turn the Synchrophase back On.
Accomplish CLIMB TO THE LINE Checklist

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3.15 Climb Below The Line

3.15.1
General
This flow and checklist is to ensure that
3.15.2
Who
3.15.3
When
No later than crossing through transition altitude.
3.15.4
3.15.5

Call for CLIMB BELOW THE LINE Checklist
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No Flow.
3.15.7
ABOVE 4,000 AGL (or higher altitude at PIC discretion)

Cabin ................................................................................. Condition Three
NOTE
PM
MC, FLIGHT: SET CONDITION THREE
MC
FLIGHT, MC: CONDITION THREE IS SET
The bulk of the mission shall be conducted in the

Condition Three. In the event of an emergency
the default action is to set Condition Two and
execute Emergency Procedures as required.
10,000 MSL
Lights ...................................................................................................... Set
Transition Altitude
Altimeters ......................................................................................... Set L/R
Accomplish CLIMB BELOW THE LINE Checklist
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3.16 Cruise
3.16.1
General
This flow and checklist is to ensure that the crew completes the
procedures required to establish cruise flight.
3.16.2
Who
3.16.3
When
When established in the first cruise portion of the flight.
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3.16.5
NOTE
Either crewmember may set the power

at the discretion of the Pilot Flying.
NOTE
Power settings can vary dependent on

mission requirements. For reposition
flights reference the Cruise Torque
charts in the Flight Manual Supplement.
NOTE
Power ..................................................................................................... Set
Propeller RPM will be set to 900 RPM for

normal cruise.
Fuel System ........................................................................................ Check
NOTE
Ensure fuel is being transferred

from the auxiliary tanks as required.
If transferring fuel side to side is required, the Speed

Cards include a page labeled FUEL XFR. Open the
Speed Cards to this page and display in a prominent
position as a reminder that fuel is being transferred.
Call for CRUISE Checklist
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No Flow.
3.16.7
NOTE
Either crewmember may set the power

at the discretion of the Pilot Flying.
NOTE
Power settings can vary dependent on

mission requirements. For reposition
flights reference the Cruise Torque
charts in the Flight Manual Supplement.
NOTE
Power ..................................................................................................... Set
Propeller RPM will be set to 900 RPM for

normal cruise.
Engine Instruments ............................................................................ Check

ECU Select (-202 and -315 Series) ........................................................ MCR
Fuel System ........................................................................................ Check
NOTE
Ensure fuel is being transferred

from the auxiliary tanks as required.
If transferring fuel side to side is required, the Speed

Cards include a page labeled FUEL XFR. Open the
Speed Cards to this page and display in a prominent
position as a reminder that fuel is being transferred.
Accomplish CRUISE Checklist
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3.17 Descent
3.17.1
General
set for the descent.
3.17.2
Who
3.17.3
When
Prior to the Top of Descent the crew shall obtain the current ATIS and
brief the runway and approach in use. The descent procedure may be
accomplished prior to Top of Descent but no later than immediately
after descending through the transition altitude, at which point the
checklist shall be accomplished.
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3.17.5
NOTE
Altimeter .......................................................................Set to Local Setting

The primary altimeters shall not be set
to local settings until the aircraft has
descended through the transition level.
NOTE
Approach .............................................................................................. Brief

Reference 2.2.11.6 for Approach Briefing
guidance.
Call for DESCENT Checklist
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No flow.
3.17.7
NOTE
Altimeter .......................................................................Set to Local Setting

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

Ice Protection ........................................................................... As Required
Approach/Landing Briefing ................................................ Reviewed & Set
Ensure V Speeds are properly
bugged on the airspeed indicator.
Accomplish DESCENT Checklist
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3.18 Approach
3.18.1
General
This flow and checklist is used to ensure that the crew completes the
required procedures and configures the aircraft properly in preparation
for descent and arrival at the destination.
3.18.2
Who
3.18.3
When
May be accomplished immediately after the Descent checks but no later

than:
When IFR, prior to the Initial Approach Fix.
When VFR, prior to entering the traffic pattern.
Generally, the Approach expanded procedure and checklist shall be
accomplished as early possible.
3.18.4
3.18.5
NOTE
Aux Fuel Transfer ...................................................................... OFF/Closed

Call for APPROACH Checklist
3.18.6
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Cabin .................................................................................... Condition Two

PM
MC, FLIGHT: SET CONDITION TWO
MC
FLIGHT, MC: CONDITION TWO IS SET
NOTE
Exterior Lights ..................................................................... Set for Landing

Caution/Warning Lights ................................................................. Checked
ECU Select ............................................................................................. TOP
Aux Pumps............................................................................................... On
Standby Hydraulic Press & Quantity ....................................... On/Checked
Aux Fuel Transfer ...................................................................... OFF/Closed
GPWS LDG FLAP (-315 series)................................................... As Required

Accomplish APPROACH Checklist
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3.19 Approach Profiles

3.19.1
General Procedures
NOTE
The DESCENT and APPROACH checklists shall be completed prior to the

initial approach fix or intercepting final approach course when on ATC
vectors. The PAR approach differs in that the flight crew is required to
configure the aircraft and complete the checklist prior to intercepting
the final approach course. The airspeed should be 150 KIAS prior to flap
and gear configuration and final descent. Normal approach speed is 120
KIAS and will be maintained until DA or MAP. Once visual contact with
the runway is made, 120 KIAS will be maintained until the point at which
the aircraft must begin decelerating to reach VREF at 50 AGL.
3.19.2
3.19.2.1
Missed Approach configuration

remains the same for Precision and
Non-precision approaches.
Stabilized Approach Criteria

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

easily require greater power adjustments than stated below. During the
initial descent, ATC requirements or certain higher threat environments
may call for higher speeds and descent rates. However, by reaching 400
AGL, transition to the stabilized approach should be complete.
3.19.2.3
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Go Around
Deviations from stabilized flight criteria that are not corrected

immediately require that a go around be executed immediately.
3.19.2.4
Circling Approach
If executing a circling approach, the PF will stay at the MDA until a

normal descent to landing can be made. The PF will call LEAVING MDA
prior to starting the descent. Turning final approach, the PF will call
LANDING BELOW THE LINE and complete the LANDING CHECKLIST if it
has not been completed already.
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3.19.2.5 Requirements
A. Aircraft Configuration
Landing Gear selected down no later than the FAF on a straight
in instrument approach, or 1000 feet AGL on a visual approach
or circle to land.
No major configuration changes (e.g. flaps) below 400
AGL.
B. Glidepath
Established on glide path, when available (VASI, PAPI
or electronic glide slope).
C. Descent Rate
Unless briefed otherwise, not more than 1,000 fpm.
Descent rates in excess of 1000 fpm indicate that the
aircraft is either in an inappropriate position for the
approach, or that a tailwind is in excess of reasonable
limits for the approach. Excessive tailwind on the
approach typically indicates either the aircraft will land
with an unacceptable tailwind or a strong windshear
will be encountered prior to reaching the runway.
D. Airspeed
120 knots until in visual conditions on final
Once in visual conditions on final airspeed will be
gradually reduced to cross the threshold at VREF.
E. Power
No sudden, major changes in power to maintain
airspeed and glidepath.
Approach Callouts
NOTE
3.19.3
Reference section 2.2.11.5
3.19.4
Precision Approach Profile
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3.19.5
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Non-Precision Approach and Circle To Land Profile
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3.19.6
Visual Approach and Landing Profile
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3.20 Landing To The Line

3.20.1
General
NOTE
This flow and checklist is used to configure the aircraft for landing.
3.20.2
When appropriate, the entire Landing

procedure may be completed prior to calling
for the checklist.
Who
3.20.3
When
As soon as practical after extending the landing gear.
3.20.4
Landing Callouts & Procedure

PF
GEAR DOWN
PM
Verifies Speeds, Selects landing
gear down
SPEED CHECKS, GEAR DOWN
FLAPS 15
SPEED CHECKS, FLAPS 15
LANDING TO THE LINE or LANDING CHECKLIST
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NOTE
NOTE
3.20.6
Reference Landing Callouts &

Procedure section 3.20.4
Reference Landing Callouts &

Call for LANDING TO THE LINE Checklist
3.20.7
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NOTE
Landing Gear ........................................................................... Select Down

Synchrophase ........................................................................................ OFF
Flaps ....................................................................................................... Set
Condition Levers...................................................................................MAX
At the discretion of the PF,
Condition Levers may be set to
MAX prior to selecting Flaps if
the profile requires.
Aux AC ................................................................................................... OFF

Accomplish LANDING TO THE LINE Checklist
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3.21 Landing Below The Line

3.21.1
General
NOTE
This flow and checklist is used ensure that the aircraft is fully configured
for landing.
3.21.2
When appropriate, the entire Landing

procedure may be completed prior to calling
for the checklist.
Who
3.21.3
When
Actions must be performed prior to 400 AGL. Checklist must be

completed prior to 200 AGL.
3.21.4
Touchdown and Rollout
Cross the runway threshold at VREF.

Touchdown with power levers reducing to FLT IDLE.
Aircraft will touchdown within the first third of the
runway or go around.
Flight crew will not attempt to go around once power
levers are placed in reverse.
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3.21.6
Autopilot ................................................................................................ Off

Call for LANDING BELOW THE LINE Checklist
3.21.7
No Flow.
3.21.8
NOTE
Bleeds .............................................................................. MIN/As Required

Bleeds may be selected to MIN and left
on for landing in accordance with AFM
Supplement 21.
Flaps .................................................................................... Set for Landing

ALE-47 ................................................................................................. MAN
Accomplish LANDING BELOW THE LINE Checklist
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3.22 Missed Approach / Go Around

3.22.1
General
Pilots must always remain mentally prepared to execute a flight director

or raw data go around. Deviations from stabilized flight criteria or
lack/loss of visual cues at or below DH or MAP require that a go around
be executed immediately. A go around in visual conditions may also be
warranted if the visual approach can no longer be continued safely. Goarounds, when properly executed, involve little loss of altitude below the
altitude at which the go around is commenced.
3.22.2
Who
Procedure initiated by either pilot, checklist initiated by Pilot Flying; read

by Pilot Monitoring.
3.22.3
When
As soon as practical after a Go Around or Missed Approach is initiated.
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Missed Approach / Go Around Callouts & Procedure

PF
PM
GO AROUND
Selects GA mode
MAX POWER, FLAPS UP ONE NOTCH
Accelerates toward VFRI

FLAPS ZERO, MISSED APPROACH/GO
AROUND CHECKLIST
SET IAS ___
Sets power to MTOP, Selects Flaps up one

notch
MAX POWER SET, FLAPS UP ONE NOTCH
POSITIVE RATE
SAFE ALTITUDE
VFRI
Selects Flaps Zero, Performs Missed
Approach/Go Around flow
SETS IAS____
IAS SET____
Reads Missed Approach/Go Around
Checklist
CHECKLIST COMPLETE
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NOTE
3.22.6
Reference Missed Approach /

Go Around Callouts &
NOTE

Call for MISSED APPROACH/GO AROUND Checklist
3.22.7
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3.22.8
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NOTE
Verify retraction of the landing gear

via positive indications on the
landing gear display panel.
NOTE
Landing Gear ................................................................................ Select UP
The flow in section 3.14.6 begins at

flaps due to the normal delay
between landing gear retraction and
flap retraction.
Flaps .......................................................................................... Select Zero

Confirm that flaps have fully
retracted.
Power ..................................................................................................... Set

Synchrophase ......................................................................................... ON
Bleeds .................................................................................... Both On/MAX
ALE-47 ................................................................................................ AUTO
Accomplish MISSED APPROACH/GO AROUND Checklist
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3.23 After Landing To The Line

3.23.1
General
NOTE
This flow and checklist is used to ensure that the aircraft is properly
reconfigured after landing.
3.23.2
When appropriate, the entire After

Landing procedure may be completed
Who
3.23.3
When
As soon as practical after exiting the runway.
3.23.4
No Flow.
NOTE
3.23.5
CA
YOU HAVE THE TOPS
It is permissible to engage the control locks at any time

below 60 KIAS while on the runway; however conditions
may require delaying this action until clear of the runway
environment. This action is at the discretion of the PIC.
FO
Takes control of the Yoke, engages the control lock.
I HAVE THE TOPS, CONTROL LOCK VERIFIED AND ON
NOTE
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The CAs command of YOU HAVE THE TOPS indicates that

positive directional control of the aircraft shall now be
maintained via the tiller.
Radar .............................................................................................. Standby

Call for AFTER LANDING TO THE LINE Checklist
3.23.6
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NOTE
Control Lock ........................................................................................... ON

As soon as practical after touchdown and decelerating through 60 knots, at
the discretion of the Captain, push the control column full forward and
engage the Control Lock. This will prevent inadvertent control movement
during surface movement and possible crewmember injury.
WARNING
NOTE
CA
YOU HAVE THE TOPS
Ensure that the control lock is engaged, DO

NOT mistakenly engage the parking brake
at this time.
FO
Takes control of the Yoke, engages the control lock.
I HAVE THE TOPS, CONTROL LOCK VERIFIED AND ON
The CAs command of YOU HAVE THE TOPS indicates that
positive directional control of the aircraft shall now be
maintained via the tiller.
Bleeds ....................................................................................... As Required

ALE/AAR-47 ........................................................................................... OFF
Safety Pin........................................................................................Installed
Accomplish AFTER LANDING TO THE LINE Checklist
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3.24 After Landing Below The Line

3.24.1
General
This flow and checklist is used to ensure that the aircraft is properly
reconfigured after landing.
3.24.2
Who
3.24.3
When
As soon as practical after exiting the runway.
3.24.4
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3.24.5
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Spoilers (-102 series) ............................................................................ TAXI

Main Bus Tie ............................................................................................TIE
Ice Protection ........................................................................................ OFF
Call for AFTER LANDING BELOW THE LINE Checklist
3.24.6
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FO
MC
Flaps ...................................................................... Set & Indicating 0 or 5

TCAS/XPDR ................................................................................. HOLD/OFF
Aux Pumps.....................................................................................Both OFF
Yaw Damper ........................................................................................... Off
Exterior Lights ........................................................................... Set for Taxi
Accomplish AFTER LANDING BELOW THE LINE Checklist
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3.25 Parking To The Line

3.25.1
General
3.25.2
NOTE
When appropriate, the Parking procedure

may be completed at one time if all items
are complete prior to calling for the
checklist.
NOTE
This checklist and flow is used to ensure that the aircraft is properly shut
down.
An abbreviated shutdown flow may be

used on a congested ramp; however the
full checklist must be complied with
afterward.
Who
3.25.3
When
As soon as practical after parking the aircraft.
3.25.4
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NOTE
Parking Brake ...................................................................................... PARK

Steering ................................................................................................. OFF
EFIS Lights..............................................................................................DIM
Fully Dim the EADI, EHSI, Flight Guidance
Display, Multi-Function Display, IVSI, Turn
the FMSs off, Turn the GPSs off.
Call for PARKING TO THE LINE Checklist
3.25.6
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NOTE
Exterior Lights .......................................................................... As Required

Emergency Lights .................................................................................. OFF
Oxygen Pressure ............................................................................... ___ lbs
EFIS lights ..............................................................................................DIM
Fully Dim the EADI, EHSI, Flight Guidance
Display, Multi-Function Display, IVSI, Turn
the FMSs off, Turn the GPSs off.
Accomplish PARKING TO THE LINE Checklist
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3.26 Parking Below The Line

3.26.1
General
This checklist and flow is used to ensure that the aircraft is properly shut
down.
3.26.2
Who
3.26.3
When
As soon as practical after parking the aircraft.
3.26.4
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Allow the engines to operate in the Start
and Feather position for a minimum of 1
minute prior to selecting the Condition
Levers to Fuel Off.
NOTE
Battery Master Main/Aux ..................................................................... OFF

Delay this item until the First Officer has
completed his/her flow.
Dome Light ............................................................................................ OFF
CAUTION
The Dome Light is on the

Hot Battery Bus. Leaving it
on for an extended period
will drain the batteries.
Call for PARKING BELOW THE LINE Checklist
3.26.6
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FO
MC
FLIGHT, MC: CLEARED TO SHUTDOWN
MC, FLIGHT: ACKNOWLEDGED
Mission Equipment ............................................................................... OFF
CAUTION
Ensure that the Cabin Crew has completed a

full shutdown of the Mission Equipment prior
to removing Mission Equipment Power.
Failure to do so will cause a hard shutdown of
the computers and possible loss of data.
AC Generators ...............................................................................Both OFF

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

must be placed in the NORM position to
prevent possible injury or death of ground
support personnel.
Accomplish PARKING BELOW THE LINE Checklist
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Chapter 4: Emergency / Abnormal Procedures

4.1.
4.2.
4.3.
4.4.
General .................................................................................................. 204

4.1.1. Purpose ................................................................................... 204
4.1.2. Crewmember Terms and Roles ............................................... 204
4.1.3. Command Responsibility ........................................................ 204
4.1.4. Deviating From Procedures In Emergency Situations ............. 204
4.1.5. Flight Crew Member Incapacitation ....................................... 205
4.1.6. Pilot Flying Primary Duty ...................................................... 205
4.1.7. Caution/Advisory Light Indications ......................................... 205
4.1.8. Circuit Breakers ....................................................................... 205
4.1.9. ATC & Mission Crew Notification ............................................ 205
4.1.10. Emergency Procedure and Profile Format .............................. 206
4.1.11. Critical Phase of Flight ............................................................. 206
4.1.12. Standardized Terminology ...................................................... 206
Emergency/Abnormal Execution .......................................................... 207
4.2.1. Verification.............................................................................. 207
4.2.2. Execution Order ...................................................................... 207
4.2.2.1. Memory Items ....................................................... 207
4.2.2.2. Quick Reference Checklist ..................................... 208
4.2.2.3. Quick Reference Handbook .................................. 210
Crew Coordination and Communication ............................................... 214
4.3.1. Malfunction / Abnormal Detection......................................... 214
4.3.2. Resetting Warning Lights ........................................................ 215
4.3.3. Emergency / Abnormal Checklist Initiation ............................ 215
Procedures ............................................................................................ 216
4.4.1. Engine Start Emergencies ....................................................... 216
4.4.2. On Ground Emergencies ......................................................... 217
4.4.3. Rejected Takeoff ..................................................................... 219
4.4.4. In Flight Engine Related Emergencies ..................................... 223
4.4.4.1. General .................................................................. 223
4.4.4.2. Engine Failure Recognition.................................... 224
4.4.4.3. Engine Fire Recognition ........................................ 224
4.4.5.
4.4.6.
4.4.7.
4.4.8.
4.4.9.
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4.4.4.4. Memory Items ....................................................... 224

4.4.4.5. Engine Fail No Feather after V1 ............................. 227
4.4.4.6. Engine Fail/Unscheduled Feather/Fire after V1 .... 228
4.4.4.7. Propeller Overspeed ............................................. 229
Single Engine Approach Procedures ....................................... 230
4.4.5.1. Single Engine Operation Checklist ........................ 230
4.4.5.2. Checklist Use ......................................................... 230
4.4.5.3. Profiles .................................................................. 230
4.4.5.4. Callouts ................................................................. 231
4.4.5.5. Go Around / Missed Approach.............................. 231
Single Engine Missed Approach / Go Around Procedure........ 232
Emergency Descent ................................................................ 233
Environmental Emergencies ................................................... 235
4.4.8.1. Depressurization ................................................... 235
4.4.8.2. Smoke Sources ...................................................... 235
4.4.8.3. Smoke (Warning Light) ...................................... 236
4.4.8.4. Fuselage Fire or Smoke ......................................... 236
4.4.8.5. Rapid Depressurization ......................................... 237
Flight Control Emergencies ..................................................... 238
4.4.9.1. Pitch Control Jam .................................................. 238
4.4.9.2. Roll Control Jam .................................................... 239
4.4.9.3. Roll Control Malfunction ....................................... 240
4.4.9.4. Rudder Control Jam .............................................. 241
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CHAPTER 4
Emergency / Abnormal Procedures

4.1 General
4.1.1
Purpose
This section contains checklists and procedures for conducting operations
during emergency and abnormal situations.
4.1.2
Crewmember Terms and Roles
The terms Captain (CA), First Officer (FO), Pilot Flying (PF) and Pilot
Monitoring (PM) as used in this section are used to identify roles and
responsibilities, and the actions performed from the left Pilot seat (Captain)
and from the right Pilot seat (First Officer).
4.1.3
Command Responsibility
The Pilot-In-Command is directly responsible for and is the final authority

as to the operation of the aircraft.
4.1.4
Deviating From Procedures In Emergency Situations
The Flight Crew must be aware that checklists and procedures cannot be
created for all conceivable situations and are not intended to preclude the
use of good judgment. In some cases the Captain may be required to
exercise his emergency authority to deviate from the checklists and
operating procedures contained herein.
4.1.5
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Flight Crewmember Incapacitation
The checklist and procedures as contained in this section presuppose both

Pilots are on the flight deck and neither Pilot is incapacitated. In the case
of Pilot absence or incapacitation, the remaining Pilot shall take
appropriate measure to protect the safety of the Crew and the aircraft.
4.1.6
Pilot Flying - Primary Duty
Unless otherwise noted, the PF will take the necessary action to establish
and maintain control of the aircraft. Flying the aircraft takes precedence
over the conduct of QRH procedures and checklists.
4.1.7
Caution/Advisory Light Indications
Indication lights shall be tested when appropriate. Testing of lights is a

normal crew action and as such is not listed in the checklists unless there is
a specific requirement to do so.
4.1.8
Circuit Breakers
Circuit breakers shall be checked and if found tripped, one reset attempt
may be made. If a circuit breaker trips again, no further resets shall be
accomplished. If the maintenance log shows a recent history of problems
with a system do not attempt to reset a tripped breaker.
4.1.9
ATC & Mission Crew Notification
The Captain (or First Officer, if directed) will notify ATC, the Flight crew and
the Company concerning the emergency or abnormal situation, as
appropriate and when time permits. The PM will also coordinate as
necessary with the mission commander. These announcements are
considered normal Crew actions and as such, are not listed in the checklists
unless there is a specific requirement to do so.
4.1.10
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Emergency Procedure And Profile Format
These profiles and descriptions have a standardized format to improve

clarity and recollection so as to improve crew performance during
emergencies. Items that are presented in both all capital letters and BOLD
font (e.g. GEAR UP) identify a verbal challenge or response from the pilot
indicated. Chronological order will be indicated by the position of the
callout in the described procedure. All procedures will be accomplished in
accordance with the AFM and Dynamic Aviation Standardized procedures.
4.1.11
Critical Phase of Flight
For inflight emergencies the critical phase of flight is anytime the aircraft
is below 400 AGL, the briefed safe altitude, whichever is higher or inside
the Final Approach Fix.
In all instances during an emergency the flight crew is expected to exit the
critical phases of flight as quickly and safely as possible.
4.1.12
Standardized Terminology
Use of standardized terminology during critical phases of flight shall be

strictly adhered to.
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4.2 Emergency/Abnormal Execution

4.2.1
Verification
Verify any malfunction prior to executing any Memory items, the QRC or
the QRH checklist.
4.2.2
Execution Order
4.2.2.1
Memory Items
Quick Reference Checklist (QRC)
Quick Reference Handbook (QRH)
Memory Items
A. Purpose
Procedures of a critical nature that shall be performed by memory
because of their severity or because reference to a checklist is not
practical during a critical phase of flight.
Example:
Memory Item Title Box
CONDITION lever ...................................................... FUEL OFF
Start Select......................................................................... OFF
COMPLETE QRH X.X
B. Use
Memory items shall be completed from memory, without reference to
a checklist. These items, due to the severity of the problem may be
completed during ANY phase of flight, even critical phases of flight,
and as such are Immediate Action items.
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Completion
MEMORY ITEMS COMPLETE will be called upon completion of the
required memory items. Once completed, memory items must be
verified, when out of the critical phase of flight, through either the
QRC or the QRH. The PM shall verbalize all memory items when
reading the QRC or QRH. If the QRC is used and the memory items are
verbally verified, the QRH should then be consulted to accomplish the
remainder of the checklist. If the QRC is not used, the PM shall
verbalize the memory items referencing the QRH.
D. Critical Items
Whenever an applicable memory item is critical to flight, the crew
shall utilize a dual confirmation method prior to initiating the action.
Once the proper Lever/Handle is confirmed by both pilots the PM will
state and complete the memory item.
4.2.2.2
Quick Reference Checklist
A. Design
QRH Memory items are presented on a Quick Reference Checklist and
indicated by a shaded title box and a thin black border around the
procedure.
B. Use
The QRC may be referenced at any time on the ground and in
flight when above safe altitude. Accessibility and design of
the checklist is intended to allow referral to the boxed items
quickly. If the QRC is referenced for memory items, the boxed
items shall be considered complete and do not need to be
reread from the QRH.
CAUTION
The QRC must remain immediately

accessible at all times. Do not obstruct
access with other materials (e.g. flight
publications, personal/survival gear).
C.
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Completion
Pilots shall be familiar with the checklists presented on the
QRC. When a situation arises that is addressed on the QRC,
the PF may call for that checklist. The PM will immediately
pull out the QRC and begin reading the appropriate checklist.
After completing the QRC items, the crew will proceed to the
QRH. These boxed items need not be repeated if the crew
entered the QRH from the QRC. The checklists presented on
the QRC are:
D. Contents
Front Page:
o ENGINE FAIL/FIRE/SHUTDOWN (IN FLIGHT)
o SINGLE ENGINE OPERATION
o ABORTED ENGINE START
o OIL PRESSURE BELOW 40 PSI or #1 ENG OIL PRESS
or #2 ENG OIL PRESS (WARNING LIGHT),
UNSCHEDULED PROPELLER FEATHER
o PROPELLER OVERSPEED
Back Page:
o ON GROUND EMERGENCIES
o RAPID DEPRESSURIZATION
o PROPELLER GROUND RANGE ADVISORY LIGHTS
CYCLING
o SMOKE (WARNING LIGHT)
o FUSELAGE FIRE OR SMOKE
o ROLL CONTROL JAM
o PITCH CONTROL JAM
o RUDDER CONTROL JAM
o ROLL CONTROL MALFUNCTION
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Single Engine Operation Checklist

The QRC also has a SINGLE ENGINE OPERATION Checklist
which replaces the normal DESCENT, APPROACH and
LANDING Checklists. In addition, there is a MISSED
APPROACH/GO-AROUND (SE) section for use in the event of a
go around. The SINGLE ENGINE OPERATION Checklist is
bordered by a thick blue line and is not a memory procedure.
This checklist is only to be used as a READ AND DO checklist.
4.2.2.3
A.
Quick Reference Handbook

Design
All Emergency and Abnormal Procedures are included in the
QRH. Memory items or the QRC must always be completed
prior to entering the QRH.
CAUTION
At no point should the QRH

be referenced below the
briefed safe altitude or 400
AGL, whichever is higher.
B. Contents
The QRH checklists contain only those items and procedures
that differ from the normal operations of the airplane.
C.
Checklist Naming
All checklists associated with an annunciator light are titled
exactly as they are presented to the Flight Crew. Checklists
for conditions not associated with an annunciator light are
titled according to the conditions. (e.g., ABORTED ENGINE
START, FAILURE TO LIGHT UP).
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D. Checklist Title Similarity

It is essential the Crew refer to the correct checklist. Several
checklists titles may be similar, and some systems have
checklists located in different sections. Accomplishing the
incorrect checklist may not resolve an abnormal condition,
and may significantly aggravate the situation. Any confusion
must be resolved between both pilots before accomplishing a
checklist.
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Use
QRH Checklists are designed so only one checklist is
referenced at a time. A checklist is to be followed until the
checklist terminates (END) or the checklist refers to a
subsequent checklist. All memory items will be conducted
prior to use of the QRH at the appropriate time, then verified
by reference to the appropriate QRH checklist if the QRC is
not used. All checklist items will be read verbatim and aloud.
Emergency checklist items other than memory items are
considered Read and Do and shall be completed utilizing
reference to the QRH. The QRH checklist will be initiated by
the Pilot Flying (PF) and read by the Pilot Monitoring (PM).
NOTE
E.
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The Captain shall ensure that all appropriate emergency/abnormal

procedures and checklists are accomplished prior to arriving at the
Final Approach Fix if an instrument approach is to be flown or the
major descent point on a visual approach.
CAUTION
WARNING
The QRH is designed to address system malfunctions

in a systematic way. It is important for the flight
crew to reference the correct checklist, and not
assume they know the correct response based on
familiarity or system knowledge.
Once a checklist is complete do not engage in
troubleshooting an unresolved malfunction.
Troubleshooting certain system malfunctions,
especially electrical problems, could aggravate the
condition and create a more hazardous condition.
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Crew Coordination
F.
The PF should not be distracted from the primary job of flying the
airplane during checklist operations and therefore the PM shall be
responsible for configuring the aircraft in accordance with the QRH.
This however does not absolve the PF of verifying that the PM is
adhering to the checklist and approved company procedures for
proper aircraft configuration.
Landing Messages
G.
Land immediately at the nearest suitable airport / Land as soon as

possible.
o Land at the nearest airport that offers sufficient landing
distance and if required, emergency services.
Land at the nearest suitable airport / Land as soon as Practicable.
o The airplane may continue to the destination airport or
the nearest airport where maintenance services are
available.
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Crew Coordination and Communication
4.3.1
Malfunction / Abnormal Detection
Either pilot, upon detecting an existing or impending malfunction or

abnormal condition, will immediately inform the other pilot. A MASTER
WARNING or MASTER CAUTION Light will be called out as depicted on the
Warning panel. Abnormal conditions not annunciated will be called out
using terminology that best describes the condition as it appears. In either
case, action shall be taken as indicated in the examples below:
Condition
Pilot Detecting
Condition
#1 ENG FUEL PRESS amber

caution light illuminates
MASTER
CAUTION
Captain (On
Ground)
PF (In Flight)
PM
CANCEL IDENTIFY
#1 ENGINE FUEL
PRESSURE
#1 ENGINE FUEL
PRESSURE
CHECKLIST
CABIN PRESS red warning
light illuminates
MASTER
WARNING
CANCEL IDENTIFY
CABIN PRESS
CABIN PRESS
CHECKLIST
4.3.2
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Resetting Warning Lights
The pilot who calls out the caution or warning light shall, at the command
of CANCEL IDENTIFY from the Captain or PF, press the MASTER CAUTION
PRESS TO RESET or MASTER WARNING PRESS TO RESET light and identify
the condition. Resetting the caution and warning system is a normal crew
coordination response and not addressed by the checklists. Failure to reset
the caution or warning system may cause the crew to miss a subsequent
malfunction.
4.3.3
Emergency / Abnormal Checklist Initiation
When calling for a checklist, the pilot shall use the condition that most
accurately identifies the existing condition or represents the most serious
condition. Additionally, some conditions result in multiple amber caution
messages. When multiple lights are illuminated, the light associated with
the primary power source for that system shall be called.
4.4
4.4.1
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Procedures
4.4.1.1
Engine Start Emergencies

Use
Engine start is often the first time that an engine discrepancy will be
discovered. It is imperative that the crew carefully monitor engine
indications, make appropriate standard callouts (section 3.7) and be
prepared to take appropriate action if an anomaly is noted.
4.4.1.2
Aborted Engine Start Memory Items
A. Failure To Light Up
FAILURE TO LIGHT UP (WITHIN 10 SECONDS)

CONDITION lever ........................................................ FUEL OFF
Ignition (affected engine) .................................................... OFF
Motor engine for 15 seconds
Start Select........................................................................... OFF
COMPLETE QRH 5.3
B. Imminent Overtemperature
IMMINENT OVERTEMPERATURE
CONDITION Lever ....................................................... FUEL OFF
If ITT does not decrease immediately
PULL FUEL OFF Handle ......................................................... Pull
Ignition (affected engine) .................................................... OFF
Motor engine for 15 seconds
Start Select........................................................................... OFF
COMPLETE QRH 5.3
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APU Fire
APU Fire
Confirm APU Automatic shutdown (APU RUN Advisory light
out & APU BTL discharges)
If APU BTL or APU Fire Advisory Light remains on:
Extg Switch......................................................................... EXTG
COMPLETE QRH 5.4
4.4.2
On Ground Emergencies
The On Ground Emergencies procedure shall be conducted at the
discretion of the CA and in coordination with the FO. At no point should
the procedure be initiated without proper coordination with all flight
deck and cabin crewmembers, prior to evacuation ATC shall be advised
of intentions.
4.4.2.1
Use
The ON GROUND EMERGENCIES Procedure, while a set of immediate

action items, is also found as a checklist in the QRC and may be
accomplished in a READ AND DO manner. In case of an evacuation the
FO may read the checklist as the Captain completes the items. If
conducting the ON GROUND EMERGENCIES Checklist from the QRC, the
QRH does not have to be referenced following the QRC.
4.4.2.2
Evacuation
If an evacuation is required, the engines must be shut down and

propellers completely stopped prior to initiating the evacuation
sequence. Coordination with the cabin crew should be made regarding
the correct side of the aircraft to evacuate. The cabin crew may make
this decision based on their perception of the situation, however, no
crewmember should begin the evacuation sequence until given
authorization by the flight deck crew. All crewmembers shall be trained
in the proper evacuation sequence as well as use of applicable safety
and emergency equipment on board the aircraft.
4.4.2.3
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Memory Items
ON GROUND EMERGENCIES
EMERG BRAKE..................................................................ON
POWER Levers ........................................................ FLT IDLE
CONDTION Levers ..................................................FUEL OFF
PULL FUEL OFF Handle (affected engine) ....................... Pull
Tank Aux Pumps 1 and 2................................................ OFF
IF Fire:
EXTG Switch (affected engine) .............................. FWD BTL
Wait up to 30 secs, IF Fire Persists:
EXTG Switch ............................................................. AFT BTL
IF Evacuation:
Emergency Lights ............................................................. On
Fasten Belts ..................................................................... Off
Evacuate .................................................................. as reqd
AC/DC Ext Pwr/APU ....................................................... OFF
Battery Master ............................................................... OFF
4.4.2.4
Actions & Callouts

CA
FO
After Brakes have been set

Conducts ON GROUND EMERGENCY
items (Reference the QRC if practical)
Communicates to MC the intended egress
path.
MC, FLIGHT PREPARE TO EGRESS (LEFT,
RIGHT, BACK, TOP)
When memory items are complete except the Battery Master
MC, FLIGHT, EGRESS (LEFT, RIGHT, BACK,
Completes flow by turning Battery
TOP)
Master OFF
4.4.3
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Rejected Takeoff
Takeoff is a critical phase of flight where the decision process to react to an

abnormality and abort a takeoff is very important. As the aircraft
accelerates, the probability of success from a rejected takeoff decreases
rapidly. At the point of any significant abnormality (engine failure, blown
tire, or other significant abnormality) the aircraft will still continue to
accelerate until positive action is taken.
4.4.3.1
Decision Process
A. General
During the takeoff roll, prior to decision speed, either pilot may see a
need to abort and make the callout to abort the takeoff. A takeoff
shall be aborted for any Caution or Warning Light, or any significant
abnormality including Engine Malfunction prior to V1.
B. Recognition
Either Pilot, upon detecting a Caution or Warning Light, engine failure,
fire, unscheduled feather, propeller overspeed or other significant
abnormality shall initiate the Emergency Procedure by calling out
ABORT, ABORT, ABORT if prior to V1.
C.
Crew Coordination
If sufficient runway is available after the takeoff abort, the Captain will
retain or assume control of the aircraft. If the PF is the First Officer, he
shall transfer directional controls using positive exchange of controls
as the aircraft slows below 60 knots. The First Officer will engage the
control lock and contact ATC. The aircraft will be taxied clear of the
runway as appropriate. If insufficient runway remains or evacuation is
required after bringing the aircraft to a stop, the Captain will
communicate his intentions to the First Officer. If necessary, the
captain shall then execute the applicable ON GROUND EMERGENCIES
memory items.
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4.4.3.2
After A Rejected Takeoff

Consider the condition of the aircraft and the reason for the
rejection. If the situation is stable, clear the runway before
stopping the aircraft. Stop on the runway if the potential for an
evacuation exists. The runway provides crash, fire and rescue
vehicles better access to the aircraft.
Consider requesting assistance from the tower, ground
personnel or the mission commander in evaluating the situation.
Use all available information in formulating a response plan.
4.4.3.3
Communications
Notify the tower of any rejected takeoff.
Communications with the mission commander must also be
considered and carried out as soon as practical.
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Actions & Callouts

PF
PM
ABORT, ABORT, ABORT
Selects DISC or MAX REV if required

Applies maximum braking
CA
Notifies ATC
60 KTS
FO
If CA is the PF
YOU HAVE THE TOPS, CONTROL LOCK ON
I HAVE THE TOPS, CONTROL LOCK
VERIFIED AND ON
If FO is the PF
(If directional control of the aircraft is in question, the FO may bring the aircraft to a
stop on the runway prior to transferring controls.)
YOU HAVE THE TOPS, CONTROL LOCK ON
I HAVE THE TOPS, CONTROL LOCK
CA assumes directional control of the aircraft
VERIFIED AND ON
When Aircraft is Stopped
Communicates expected action to cabin crew
Executes ON GROUND EMERGENCIES
memory items (if required)
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Diagram
Abort below V1
1.
2.
Recognize malfunction.
Engine failure, or any other significant
abnormality:
a. ABORT, ABORT, ABORT
b. Power Levers.DISC or MAX REV
c. Max Braking
d. Contact ATC if able/required and
declare an emergency. State your
intentions and assistance needed.
e. Stop Aircraft
f. Execute the ON GROUND
EMERGENCY procedure as required.
After abort procedures clearing runway

1.
2.
Before Takeoff
1.
2.
Follow normal takeoff procedures.

Include abort procedures during
takeoff brief.
Contact ATC as needed.

Perform after landing checklist.
4.4.4
4.4.4.1
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In Flight Engine Related Emergencies

General
Either Pilot, upon detecting an engine failure, fire, unscheduled feather

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

descent segment the procedures described in the appropriate profile
shall be utilized.
D. Failure on Approach
If an engine failure occurs during an approach, the Crew shall ensure
that memory items, QRH and appropriate Single Engine Approach
Checklist (QRC) is completed prior to passing the Final Approach Fix. At
no time shall the Crew proceed past the FAF if any of the above has not
been completed.
If inside the Final Approach Fix the flight crew is expected to attempt to
exit this critical phase of flight as quickly and safely as possible by
initiating a go around.
4.4.4.2
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Engine Failure Recognition
An engine failure is defined as an engine or propeller malfunction that

results in significant loss of engine power or control. Engine failures may
be detected by any or all of the following conditions:
Substantial uncommanded decrease/increase in engine
torque or power (may be accompanied by aircraft yaw)
(e.g., Engine Flameout)
Substantial uncommanded RPM changes (e.g., Prop
Overspeed RPM greater than 1,212)
Autofeather indications (e.g., Unscheduled Feather)
Airframe vibration
4.4.4.3
Engine Fire Recognition
An engine fire is indicated by illumination of the Engine Fire Warning

System and the Aural Fire tone (if installed) or by visual indications of an
engine fire. An engine fire should be handled the same as an engine
failure. Either Engine Fire Press to Reset switchlight will be pressed by
the crew to terminate the aural warning.
4.4.4.4
Memory Items
A. Engine Fail/Fire/Shutdown (In Flight)
ENGINE FAIL/FIRE/SHUTDOWN
(IN FLIGHT)
Affected Engine:
Power Lever ...........................................................FLT IDLE
Condition Lever.................................................... FUEL OFF
Alternate Feather (If reqd) ................................. FEATHER
Pull Fuel Off Handle ...................................................... Pull
Tank Aux Pump ............................................................. OFF
IF Fire:
Extg Switch (affected engine) .............................. FWD BTL
IF Fire persists, Wait up to 30 seconds:
Extg Switch (affected engine) ................................ AFT BTL
COMPLETE QRH 5.14
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B. Propeller Overspeed
PROPELLER OVERSPEED
Above 400 AGL:
Synchrophase ................................................................ Off
Airspeed reduce to minimum appropriate to flap
configuration and flight conditions
Affected Engine:
POWER Lever .........................................................FLT IDLE
CONDITION Lever ..................................... START/FEATHER
Alternate Feather (if reqd).................................. FEATHER
If Propeller Does not Feather:
-DO NOT SHUT DOWN ENGINE
Alternate Feather .................................................... NORM
CONDITION Levers ...................................................... MAX
POWER Lever (affected engine) ........................... Advance
Do not exceed 1212 RPM
POWER Lever (non-affected engine) .............................. As
Required to maintain desired flight profile
-Land Immediately at the nearest suitable airport
IF Propeller Feathers
ENGINE FAIL/FIRE/SHUTDOWN .................... ACCOMPLISH
COMPLETE QRH 5.11 (5.12 -202/-315 series)
C.
Oil Pressure <40 PSI / Warning Light / Unscheduled Feather

OIL PRESSURE BELOW 40 PSI or #1 ENG OIL PRESS or #2
ENG OIL PRESS (Warning Light), Unscheduled Propeller
Feather
Above 400 ft AGL:
ENGINE FAIL/FIRE/SHUTDOWN ............................ACCOMPLISH
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D. Propeller Ground Range Advisory Lights Cycling

PROPELLER GROUND RANGE ADVISORY LIGHTS CYCLING
Power Levers ................................. Advance above FLT IDLE
COMPLETE QRH 5.13
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4.4.4.5
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Engine Fail No Feather after V1 (Below Safe Altitude)
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4.4.4.6
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Engine Fail/Unscheduled Feather/Fire after V1
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4.4.4.7
Propeller Overspeed
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4.4.5
4.4.5.1
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Single Engine Approach Procedures

Single Engine Operation Checklist
The QRC contains a SINGLE ENGINE Operation checklist which is

intended to replace the DESCENT, APPROACH, and LANDING sections of
the normal checklist during single engine operations. In addition, there
is a MISSED APPROACH/GO-AROUND (SE) section for use in the event of
a go around. This section addresses the procedures unique to a single
engine descent and landing and simplifies the normal checklist to
expedite a return to the airport in an emergency.
4.4.5.2
Checklist Use
Prior to beginning the approach, the SINGLE ENGINE Operation DESCENT

and APPROACH checklists shall be completed.
4.4.5.3
Profiles
Single engine approaches should follow the same profile as a two engine
approach with few exceptions.
A. Flaps
No more than Flaps 15 will be used on a single engine approach.
B. Autopilot
When single engine, the autopilot must be turned off prior to
commencing the approach as required by the AFM. Use the Flight
Director (FD) to aid in task management while flying the single engine
approach.
C.
Airspeed
The approach shall be flown at 120 KIAS until landing is assured.
4.4.5.4
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Callouts
Standard callouts will be made during the single engine approach. (See
two engine precision and non-precision procedures).
4.4.5.5
Go Around / Missed Approach
If a single engine go-around needs to be accomplished, set maximum

takeoff power (MTOP), press the go-around button and pitch to the
Flight Director bars. The Single Engine Approach and Missed Approach
procedures are detailed below.
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4.4.6 Single Engine Missed Approach / Go Around Procedure

PF
PM
GO AROUND
Selects GA mode
MAX POWER, FLAPS UP ONE NOTCH
GEAR UP, HDG, ALT SEL, IAS V2
Sets power to MAX, selects flaps up one

notch
MAX POWER SET, FLAPS UP ONE NOTCH
POSITIVE RATE
Selects Gear Up, Selects HDG, ALT SEL,
Presses IAS and rolls in V2
GEAR UP, HDG, ALT SEL, IAS V2 SET
SAFE ALTITUDE
ALT/ALT SEL
Levels Off and accelerates toward VFRI
FLAPS ZERO, SET IAS VCLIMB
ALT/ALT SEL
VFRI
Selects Flaps Zero, Sets Climb Power,
Sets IAS to VCLIMB
FLAPS ZERO, IAS ____KT (VCLIMB)
Above 1,000 AGL: SET MCP

MISSED APPROACH/GO-AROUND
CHECKLIST
MCP SET
Reads CLIMB MISSED APPROACH/GOAROUND Checklist from QRC
MISSED APPROACH/GO-AROUND
CHECKLIST COMPLETE
4.4.7
4.4.7.1
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Emergency Descent
General
The decision to make a rapid decent may be precluded by a number of

items discussed in section 4.4.7. The important thing to remember is
that the emergency descent is a tool used to help get the crew and
aircraft out of a possible life threatening situation at high altitude.
4.4.7.2
Procedure
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4.4.8
4.4.8.1
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Environmental Emergencies
Depressurization
Should the aircraft experience a partial or complete loss of cabin

pressure; the first response will be for the crew to don their oxygen
masks. A decompression may happen slowly or in a rapid fashion. The
most deadly situation is a slow decompression. This is why monitoring
the cabin altitude and differential gage occasionally while at altitude is
important. An emergency descent may be initiated at the pilots
discretion depending on the current aircraft altitude.
4.4.8.2
Smoke Sources
There are two sources that may induce smoke into the cabin, an
Electrical source or Environmental source. Electrical smoke has a sweet
acidic smell and is usually grey in color. Environmental smoke is more
pungent and white in color. Many fumes are noxious and could lead to
Crew impairment or Crew incapacitation. The reaction to either type of
smoke when it is first noticed at any altitude will be to don the oxygen
mask and switch the O2 setting to 100%, verify you are indeed breathing
oxygen ,and switch the MIC switch to MASK. If required, initiate a
decent to a safe altitude to aid in the evacuation of the smoke and/or
get the aircraft on the ground.
CAUTION
The Emergency position on the Oxygen mask

will help clear smoke goggles of smoke or
fumes. This position however, will deplete
the oxygen supply at a rapid rate.
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4.4.8.3
SMOKE (Warning Light)
A. Memory Items
SMOKE (Warning Light)

Oxygen Masks ........................................................ On/100%
Smoke Goggles ................................................................ On
MIC Switch .................................................................. MASK
Recirc Fans ..................................................................... OFF
Msn Pwr ......................................................................... OFF
Aux AC............................................................................ OFF
COMPLETE QRH 7.3
4.4.8.4
Fuselage Fire or Smoke
A. Memory Items
FUSELAGE FIRE or SMOKE

Oxygen Masks ........................................................ On/100%
Smoke Goggles ................................................................ On
MIC Switch .................................................................. MASK
Recirc Fans ..................................................................... OFF
Msn Pwr ......................................................................... OFF
Aux AC............................................................................ OFF
Emergency Lights ............................................................. On
COMPLETE QRH 7.4
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4.4.8.5
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Rapid Depressurization
RAPID DEPRESSURIZATION
Oxygen Masks .................................................................. On
Mic Switch .................................................................. MASK
Passenger Signs ...............................................................ON
EMERGENCY DESCENT, accomplish as reqd:
POWER Levers ........................................................ FLT IDLE
CONDTION Levers ......................................................... MAX
Airspeed ..........................................................................VMO
Note: If structural integrity is in doubt, limit airspeed as
much as possible and avoid high maneuvering loads.
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4.4.9
4.4.9.1
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Flight Control Emergencies

Pitch Control Jam
As a precautionary measure, following a flight control

failure and prior to landing, the Flight Deck Crew shall
advise the Cabin Crew to Brace for landing. This will
prepare the Cabin Crew in the event of a hard landing.
A. Memory Items
PITCH CONTROL JAM
Autopilot .............................................................. Disengage
Flap and Airspeed ........................... Maintain at time of jam
Pitch Control ............................... Attempt to overcome jam
If unable to overcome jam:
Relax control column force ...................................................
Pitch Disconnect Handle ............................ Pull and turn 90
COMPLETE QRH 10.6
B. Actions & Callouts
PF
PM
Disconnects Autopilot
AUTOPILOT OFF, PITCH JAM
PF attempts to overcome jam.
Maintain Flap Configuration and Airspeed at time of Jam.
If unable to overcome jam:
Relaxes control force
PITCH DISCONNECT
0
Pulls Pitch Disc handle and rotates 90
Both pilots attempt to control aircraft.
Pilot with free controls will announce I HAVE CONTROL
Other pilot responds YOU HAVE CONTROL
When aircraft under control above 1000 AGL
QRH (PF roles may have changed at this
Performs PITCH CONTROL JAM
point)
Checklist
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4.4.9.2
Roll Control Jam
A. Memory Items
ROLL CONTROL JAM
Autopilot .............................................................. Disengage
Roll Disc Handle ......................................... Pull and turn 90
COMPLETE QRH 10.3
B. Actions & Callouts
PF
PM
Disconnects Autopilot
AUTOPILOT OFF, ROLL JAM
0
ROLL DISCONNECT
Pulls Roll Disc Handle and rotates 90
Both pilots attempt to control aircraft
Pilot with free controls will announce I HAVE CONTROL
Other pilot responds YOU HAVE CONTROL
When aircraft under control above 1000 AGL
QRH (PF roles may have changed at this
Performs ROLL CONTROL JAM Checklist
point)
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4.4.9.3
Roll Control Malfunction
A. Memory Items
ROLL CONTROL MALFUNCTION
(Airplane Rolls with No Control Wheel Input)
Roll Control ...................................Apply to hold wings level
IF continuous illumination of SPLR 1 or SPLR 2 PUSHOFF
Switchlights:
Illuminated Switchlight ........................................... Push Off
Landing Considerations:
-Land at an airport with minimum crosswind and
turbulence using Flap 15 or 35.
IF SPLR 1 or SPLR 2 PUSHOFF Switchlights do not
illuminate:
Power ...........................................................................Apply
Airspeed .................................................................. Increase
COMPLETE QRH 10.4
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4.4.9.4
Rudder Control Jam
A. Memory Items
RUDDER CONTROL JAM
Use roll control as reqd for directional control
COMPLETE QRH 10.10
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Standard Operating

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2, 10, 17, 19,

DHC-8 Standard Operating Procedures

DHC-8 Standard Operating Procedures

Chapter 1 Introduction and Manual Procedures

Chapter 2 Standard Operating Procedures, Maneuvers

Chapter 3 Normal Procedures

Chapter 4 Emergency Procedures

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DHC-8 Standard Operating Procedures

Chapter 1: Introduction and Manual Procedures

DHC-8 Standard Operating Procedures

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DHC-8 Standard Operating Procedures

INTRODUCTION AND MANUAL PROCEDURES

Distribution and Availability of Manual

Maintenance and Ownership of Manual

Revision and Manual Currency

DHC-8 Standard Operating Procedures

Content and Philosophy of this Manual

Notes, Cautions, and Warnings

Notes provide amplified information, instruction, or emphasis (see

A NOTE is identified and

Imperative Emphasis Note

Imperative Emphasis Notes are used to emphasize the necessity to comply

DHC-8 Standard Operating Procedures

Cautions provide information and instructions about hazards that, if

Warnings provide instructions about hazards that, if ignored, could result

As a general rule, items throughout this manual that are presented in

DHC-8 Standard Operating Procedures

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DHC-8 Standard Operating Procedures

Chapter 2: Standard Operating Procedures, Maneuvers & Policies

DHC-8 Standard Operating Procedures

DHC-8 Standard Operating Procedures

Special Maneuvers .................................................................... 50

DHC-8 Standard Operating Procedures

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DHC-8 Standard Operating Procedures

STANDARD OPERATING PROCEDURES, MANEUVERS & POLICIES

DHC-8 Standard Operating Procedures

Flight Crew Experience

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DHC-8 Standard Operating Procedures

Initial Operating Experience (IOE)

IOE shall provide a method of ensuring that a minimum level of supervised

One Familiarization Flight observing from the jump

Specific order of training may be tailored by the TC based on candidate

Local Area Orientation (LAO)

LAO shall provide a method of ensuring that a minimum level of theater

One Familiarization Flight observing the mission

DHC-8 Standard Operating Procedures

Flow Patterns & Expanded Procedures

A flow is a procedure used to set up the aircraft for a particular phase of

Non-Checklist Flow Items

An additional function of the flow is to include items that may not

DHC-8 Standard Operating Procedures

Flow Pattern Omissions

Immediately following the flow pattern an expanded procedure will