2.

2-2 CHAPTER 2

[Rev. X] 31 MAY 2011 NORMAL PROCEDURES

2.2.4 Engine Start

Before Start:
When ready for start, the Commander (PIC) will call for the "BEFORE START CHECKLIST" (Challenge and
Response).
Engine Start
The engines are started by the Commander (PIC) who will communicate with the ground engineer.
The normal start sequence is right engine (#2) then left engine (#1).

Table 2.2-1 Start Procedure

COMMANDER (PIC) FIRST OFFICER (2IC)
Engine START select switch - Pull out then set to 2.
Observes SELECT light illuminates.

Calls "CLEAR #2". Makes sure the area is clear. Calls "#2 CLEAR".
Engine START switch - Press. Make sure START light illu-
minates. Starts stopwatch running to time the start.
NOTE: When conducting an engine start using external
power or the APU, No. 2 engine oil pressure may
momentarily indicate full scale deflection upon
selection of the START switch for No. 1 or No. 2
engine. No. 2 engine oil pressure should immedi-
ately return to normal values.
At first indication of NH:
Sets condition lever to START FEATHER.
NOTE: Fuel flow indication on ED is not accurate until the engine is stable at idle NH.
Check that engine accelerates to above 64.2% NH and ITT does not exceed 920×C.
Check engine START and ENGINE START SELECT switches OFF – observe SELECT and START lights off.
For the appropriate engine, make sure oil pressure is greater than 44 psi, ENG OIL PRESS warning light,
ENG FUEL PRESS and ENG HYD PUMP caution lights off.

NOTES:
1. Engine START light will remain illuminated for approximately 15 seconds after engine
START and SELECT switches off.
2. At low fuel levels, the TANK FUEL LOW caution lights may take up to four minutes to go
out following engine start.
Repeat start procedure for other engine.

NOTE: Silent flight deck procedures require only that non-normal situations be announced during the
Start Procedure.
AFTER START:
Once the engines have started the Commander (PIC) will call for the "AFTER START CHECKLIST" (Chal-
lenge and Response).

NOTE: The "Systems Checks" must be accomplished once every 24 hours by the flight crew.

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NORMAL PROCEDURES [Rev. X] 31 MAY 2011

2.3 ALTIMETER SETTING AND CHECKING

The Altimeter Setting for Flights at or below ‘Transition Altitude’ will be the Regional QNH.
Flights conducted above the Transition Altitude shall use the ‘Standard’ Altimeter Setting of 1013 hPa/29.92 in.
After each setting of the altimeters, the readings on the flight deck shall be compared including standby and
metric (if installed) altimeters when these are used.

2.3.1 Altitude Tolerances

The altitude indications on pilot’s and co-pilot’s PFD have to be compared in several phases of flight.
The primary altimeter readouts have to be within 60 ft, below 5000 ft, varying linearly to 170 ft at 25000 ft.
Cross-check with standby altimeter in case of mismatch. With Integrated Standby Instrument (MS 4-432835 or
MS 4-456883) NOT incorporated, the standby altimeter readings have to be within the following tolerances:

IAS (kt)
ALT (ft)
150 or lower VMO

1000 940 - 1060 1050 - 1170

5000 4940 - 5060 5100 - 5220
10000 9900 - 10100 10090 - 10290
15000 14850 - 15150 15240 - 15540
20000 19800 - 20200 20260 - 20660
25000 24750 - 25250 25185 - 25685

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2.4 TAXI and TAKE-OFF

2.4.1 Push Back – Towbar

The Push Back Manoeuvre is to be performed with Nosewheel Steering switched to off and all 3 green gear
locked down advisory lights illuminated.

2.4.2 Push Back – Towbarless

The Push Back Manoeuvre is to be performed with Nosewheel Steering switched to off.
Operators may continue using the Lektro models 8750 and 8850 towbarless vehicles pending final approval of
the landing gear and airplane structure for the use of towbarless Lektro vehicles.
The use of these towbarless towing vehicles shall be in strict accordance with the manufacturer’s operating
procedures (refer to Ramp Servicing Manual RSM 1-84-2S).
Maximum towing loads / limits must not be exceeded.

2.4.3 Power Back – Taxi in Reverse

For taxiing in reverse use the following procedure:

STEERING Switch .......................................................................................................................... STEERING
Check NOSE STEERING caution light out.

Nosewheel ......................................................................................................................................... Centered

Steering Tiller and Rudder Pedals ................................................................................................... Centered

Do Not use steering tiller or rudder pedals during reverse taxiing.

CAUTION: Exercise extreme care when taxiing in reverse due to the length of the fuselage.

NOTE: Taxiing in reverse should only be conducted on paved surfaces and in crosswinds less than 10
kt

2.4.4 Taxiing

Once the airplane is clear of congested areas, the PIC will call for the “TAXI CHECKLIST” (Read and Do) .
Taxi checks should be completed early enough so as to allow both pilots to monitor their surroundings while
taxiing to the active runway.
The configuration items on the Taxi Checklist will be Challenge and Response, i.e. Flaps, Trims and Condition
Levers.
If carrying passengers, the senior cabin crew member will come to the flight compartment and report “CABIN
SECURE” for departure.
Take-off clearance will not be accepted until a “CABIN SECURE” has been received.
During the line-up check, notify the cabin crew that take-off is imminent.

2.4.4.1 Operation from Unpaved / Gravel Runways

At the option of the operator, the aircraft may be operated on unpaved / gravel airfields in accordance with the
limitations and procedures contained in this volume and AFM Supplements 25 and 26.

Ground running and taxiing:

POWER Levers ................................................................... Not forward of mid way between FLIGHT IDLE
and DISC when the aircraft is stationary

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2.4.5 Normal Take-off

2.4.5.1 General

2.4.5.2 Line-Up Check

Once the airplane has been cleared onto the active runway, the PIC calls for the “LINE-UP CHECK” (Read and
Do).
Line-up checks should be done as early as possible, after being cleared to line up on the active runway, to
allow flight attendants to be seated and both pilots to monitor runway surroundings before and while entering
the active runway.
When aligned, the PF will move his or her hand to the control wheel.

2.4.5.3 Take-off Procedure

The PF's hand must be on the power levers during take-off until V1 so that he / she can execute the rejected
take-off if necessary.
POWER Levers ................................................................................................. Advance smoothly to Rating
detent with brakes off
• Check normal take-off power setting (NTOP) is displayed on ED.
• Observe torque matches the torque bugs.
• Check SPOILERS ROLL OUTBD and ROLL INBD advisory lights out and PFCS indication on # 1 MFD
shows LI, RI and LO, RO SPOILERS retracted.
• Check autofeather ARM advisory on ED.
CAUTION: If autofeather ARM advisory does not appear on ED, take-off must be rejected.
Use rudder pedals to maintain centerline of runway.
At VR rotate to 8° nose-up to achieve lift-off.
NOTE: To achieve the take-off performance given in Chapter 4, at airport altitudes greater than 5000
ft, the required take-off rotation rate is less rapid.
CAUTION: Nose-up pitch attitudes greater than 8° prior to lift-off may cause the tail to touch the
runway.
After lift-off, continue rotation to a minimum pitch attitude of 10° to achieve V2 + 10 kt at 35 ft.

2.4.5.4 After Take-off

Upon observing a positive rate of climb on altimeter and IVSI:
Landing Gear Lever ..................................................................................................................................... UP
Check all gear, door and LANDING GEAR lever advisory lights out.
Minimum Airspeed ........................................................................................................................... V2 + 10 kt
At acceleration altitude (minimum 400 ft AGL or appropriate obstacle clearance height) increase airspeed:
Minimum airspeed .............................................................................................. Final Take-off Climb Speed
Flaps Lever ........................................................................................... 0o at flap retraction Initiation Speed
Check flap indication on the # 2 MFD.
Bleed Air 1 and 2 ....................................................................................................................... ON / As Req’d
Check white BLEED annunciations on ED and set Bleed selector to NORM or MAX as required.
AUTOFEATHER Switch ............................................................................................................................... Off
Check A/F SELECT and ARM out on ED and SELECT advisory light out.
Condition Levers ............................................................................................................................... As Req’d
Set climb power by moving the Condition Levers to the 900 RPM detent (to climb at 850 RPM, select the Con-
dition Levers to the 850 RPM detent then press the MCL button on the Engine Control panel).
Check maximum climb power settings (MCL) displayed on ED.
Climb to at least 1000 ft AGL and accelerate to enroute climb speed.
Set Flight Director guidance as required.

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Table 2.4-1 - Take-off Procedure

PF PNF
“LINE-UP CHECK COMPLETE”
Advances POWER Levers to detent.
“CHECK POWER” Check NTOP power setting and observes torque
matches the torque bugs.
Observes spoiler advisory lights go out, PFCS indication
on # 1 MFD shows spoilers retracted and auto-feather
ARM annunciation on ED
“POWER SET”
At 80 kt:
“80 KNOTS”
“80 KNOTS”
At V1: “V1”
At VR: “ROTATE”
Cross checks airspeed, places both hands on the
control column then rotates at VR
Observes positive rate on altimeter and VSI
“POSITIVE RATE”
“GEAR UP”
Selects Landing Gear Lever Up
At acceleration altitude (minimum 400 ft or appropriate
obstacle clearance height)
“____ FEET”
Confirms speed greater than VFRI
“FLAPS ZERO, BLEEDS ON”
Confirms speed VFRI or above
Selects Flaps 0°
Selects Bleeds - ON / NORM
“CLIMB POWER 900” (or “850 MCL”)
Selects auto-feather off then sets Condition Levers to
900 RPM detent (or 850 RPM detent then presses the
MCL button)
Checks MCL power setting on ED.
“CLIMB POWER SET”
Climbs to at least 1,000 ft AGL and accelerates to
enroute climb speed.
“SET IAS ____” Sets Flight Director
“IAS SET ____”
NOTE: The PF will call for the “AFTER TAKE-OFF CHECKLIST” (Read and Do) at his / her
discretion once the airplane is established in the climb and clear of busy terminal airspace
(minimum 1000 ft AGL).

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2.4.6 Take-off with Reduced Power

2.4.6.1 General
At the option of the operator, take-off with reduced power may be performed in accordance with the limitations
and performance data contained in this volume and AFM Supplement 13.
Engine power settings and performance data are determined by the use of an assumed outside air tempera-
ture higher than actual by a specific increment.
2.4.6.2 Normal Procedures
The normal procedures in Sub-Chapter 2.15 are applicable with the addition of the following:
2.4.6.2.1 Taxi Check
RDC TOP TRQ DEC switch ........................................Press to achieve the desired reduced torque setting
Check RDC TOP engine rating appears on ED and correct torque values have been set.
NOTES: 1. If the RDC TOP TRQ DEC switch is held for more than 10 s, the reduced power function
will become inoperative.
2. To reset NTOP press the RDC TOP RESET TRQ switch.
2.4.6.2.2 Take-off Procedures
POWER Levers .......................................................... Advance smoothly to RATING detent with brakes off
• Check reduced take-off power setting (RDC TOP) is displayed on ED,
• Observe torque matches torque bugs,
• Check SPOILERS ROLL OUTBD and ROLL INBD advisory lights out,
• Check PFCS indication on # 1 MFD shows LI, RI and LO, RO SPOILERS retracted,
• Check autofeather ARM advisory on ED.

2.4.7 Take-off with Maximum Take-off Power and Uptrim Disabled

2.4.7.1 General
At the option of the operator, take-off can be accomplished with maximum take-off power, and uptrim disabled
using the limitations and performance data contained in this volume and AFM Supplement 46.
2.4.7.2 Normal Procedures
The normal procedures in Sub-Chapter 2.15 are applicable with the addition of the following:
2.4.7.2.1 Taxi Checks
MTOP switch ............................................................................................................................................. Press
Check MTOP engine rating appears on ED.
2.4.7.3 Take-off Procedure
POWER Levers .......................................................... Advance smoothly to RATING detent with brakes off
• Check maximum take-off power setting (MTOP) is displayed on ED,
• Observe torque matches torque bugs,
• Check SPOILERS ROLL OUTBD and ROLL INBD advisory lights out,
• Check PFCS indication on # 1 MFD shows LI, RI and LO, RO SPOILERS retracted.
• Check autofeather ARM advisory on ED.
2.4.7.4 In-flight Procedures - After Take-off
Autofeather switch ........................................................................................................................................ Off
Check A/F SELECT and ARM out on ED and SELECT advisory light out.
MTOP switch ............................................................................................................................................. Press
Check NTOP engine rating appears on ED.
Reduce power to climb setting.
NOTE: Following de-selection of the MTOP rating switch, engine power will decrease to the
appropriate NTOP value.

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2.4.8 Take-off with Bleeds “ON”

At the option of the operator, take-off and landing with bleed “ON” may be performed in accordance with the
limitations, procedures and performance data contained in this volume and AFM Supplements 21 or 61.
The normal procedures in this Chapter are applicable with the addition of the following:

2.4.8.1 Taxi Checks

BLEED Selector............................................................................................................................................ MIN
BLEED 1 and BLEED 2 Switches................................................................................BLEED 1 and BLEED 2

2.4.9 Crosswind Take-off

2.4.9.1 Line-Up Check

When lining up for a crosswind take-off, keep the controls locked until the airplane is aligned with the runway.

2.4.9.2 Take-off Procedure

During the take-off run, directional control can be maintained with rudder pedal steering.
At VR, the airplane should be lifted off cleanly but smoothly to prevent scuffing the tires as they leave the
ground.
Observe the applicable rotation pitch attitude limitations.
When safely airborne, keep the wings level and maintain runway heading or follow the applicable SID for the
remainder of the climb.
Crew callouts and coordination are the same as for a normal take-off.

2.4.10 Operation in Tailwinds between 10 and 20 kt

At the option of the operator, take-off in tailwinds between 10 and 20 knots may be performed in accordance
with the limitations and performance contained in this volume and AFM Supplement 3.

2.4.10.1 Line-Up Check

Unlock and check flight controls with airplane headed into wind.

CAUTION: With airplane headed downwind and flight controls unlocked, firmly hold the control
wheel in the centered position to restrain uncommanded movement of the ailerons.

2.4.10.2 Take-off Procedure

NOTE: The take-off rotation rate is less rapid than required for a normal, into wind take-off.

2.4.11 Noise Abatement Procedures

2.4.11.1 Initial Climb-out for Noise Abatement

Unless national or local regulations prescribe other noise abatement procedures the following shall apply:
• Climb to 1,500 ft above airfield elevation at normal take-off power (take-off flaps/V2 + 10 kt),
• at 1,500 ft reduce to max. climb power and increase to V2 + 20 kt,
• at 3000 ft initiate flap retraction and accelerate to en-route climb speed.

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2.5 CLIMB, CRUISE AND DESCENT

2.5.1 Normal Climb

During the climb, both pilots will monitor the power.
The normal climb speed profile is Type II - 185 kt to FL 200 then reduced by approximately 5 kt for every 1,000
ft thereafter.
• Refer to Sub-Chapter 5.4, Climb (Time, Distance, Fuel), for appropriate climb profile.

2.5.2 Cruise
.
Table 2.5-1 Climb And Cruise Procedures
PF PNF
At Transition Altitude
"TRANSITION, Altimeter Set 1013/29.92"
“1013/29.92 SET AND CROSS CHECKED”
After reaching cruise altitude and speed
"CRUISE CHECKLIST"
Sets cruise power and completes the “CRUISE
CHECKLIST” (Read and Do)
“CRUISE CHECKLIST COMPLETE”

2.5.3 Descent
Prior to commencing the descent it is recommended that landing information be obtained through ATC (ATIS if
available), and the Approach Briefing completed.
The Descent Checklist is normally called for when initiating the descent for landing.
Normal Descent Profile is flown at VMO.
Select the SEAT BELT sign ON through 10,000 feet. This will advise the cabin crew the aeroplane is descend-
ing for landing. Once the cabin is secure, the senior cabin crew member will come to the flight deck and advise
“CABIN SECURE”. Once the aeroplane is on final approach, two chimes (fasten belts switch) will be sounded
to advise the cabin crew that landing is imminent.
Table 2.5-2 Descent Procedures
PF PNF
"DESCENT CHECKLIST"
Completes “DESCENT CHECKLIST” (Read and
Do)
“DESCENT CHECKLIST COMPLETE”
At transition level
“TRANSITION, <Current Altimeter Setting>”
“<Current Altimeter Setting> SET AND CROSS
CHECKED”

2.5.4 Holding
Refer to Sub-Chapter 5.10, Holding.

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[Rev. 9] 28 FEB 2014 NORMAL PROCEDURES

2.5.5 Fuel Management

2.5.5.1 Normal Fuel Operation
1. Fuel TRANSFER switch.......................................................................................................................... OFF
Check both VALVE CLOSED appear on the FUEL page of MFD.
2. TANK 1 AUX PUMP and TANK 2 AUX PUMP switches ......................OFF (except for take-off and landing)
Check TANK 1 AUX PUMP ON and TANK 2 AUX PUMP ON advisory lights out and TANK 1 AUX PUMP
and TANK 2 AUX PUMP indication OFF, on FUEL page of MFD.
2.5.5.2 Fuel Transfer
TRANSFER FROM TANK 1 TO TANK 2:
1. Fuel TRANSFER switch............................................................................................................... TO TANK 2
Check both VALVE OPEN, TO TANK 2 TRANSFER SW arrow and TANK 1 AUX PUMP indication appears
on the FUEL page of MFD, and TANK 1 AUX PUMP ON advisory light illuminates.
At completion of transfer:

2. Fuel TRANSFER switch.......................................................................................................................... OFF

Check both VALVE CLOSED indicators appear, TO TANK 2 TRANSFER SW arrow and TANK 1 AUX
PUMP indication OFF on the FUEL page of MFD, and TANK 1 AUX PUMP ON advisory light out.
TRANSFER FROM TANK 2 TO TANK 1:
1. Fuel TRANSFER switch............................................................................................................... TO TANK 1
Check both VALVE OPEN, TO TANK 1 TRANSFER SW arrow and TANK 2 AUX PUMP indication appears
on the FUEL page of MFD, and TANK 2 AUX PUMP ON advisory light illuminates.
At completion of transfer:
2. Fuel TRANSFER switch.......................................................................................................................... OFF
Check both VALVE CLOSED indicators appear, TO TANK 1 TRANSFER SW arrow and TANK 2 AUX
PUMP indication OFF on the FUEL page of MFD, and TANK 2 AUX PUMP ON advisory light out.

NOTES:
1. For monitoring of the fuel state, the FUEL page of MFD is to remain displayed until the fuel
TRANSFER switch is selected off.
2. Maximum fuel imbalance is indicated by the FUEL quantity readout on ED and fuel gauge
pointers on FUEL page of MFD changing from white to amber and [BALANCE] appears,
flashing on ED.
3. If TANK 1 QTY or TANK 2 QTY is inoperative, the [BALANCE] advisory is also inoperative.

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NORMAL PROCEDURES [Rev. X] 31 MAY 2011

2.6 APPROACH, LANDING PREPARATION AND BRIEFING

2.6.1 Approach Briefing

The Approach Briefing is a plan of action for the approach, landing and possible missed approach. Proper
planning will normally permit the Approach Briefing to be accomplished prior to entering busy terminal air-
space.

NOTE: Approaching destination, the crew shall re-evaluate the weather situation and recalculate the
required landing distance.
The Approach Briefing will be given by the PF and should consist of at least the following:
1. Terrain situation (MEA, MGA)
2. Type of approach/RWY in use
3. Radio/Nav set up
4. Minimum Sector Altitude
5. Initial Approach Altitude/Descent point
6. Runway condition/landing distance
7. Special aspects (e.g. taxi procedure, system malfunctions,...).
Following items shall be briefed “by heart”:
1. Final Altitude
2. MDA/Descent Altitude/Decision Height
3. Missed Approach Procedure including Missed Approach Point.
The approach speed is based on the minimum speed which can be flown with approach flap configuration
(VAPP = 1.23 VSR with approach flap). Landing speeds are based on the minimum speed which can be flown
with the landing flap configuration (VREF = 1.23 VSR with landing flap).

NOTE: The solid bug is set to VREF and the outline bug is set to VGA.
The Approach Check should be initiated not less than 25 nautical miles prior to commencing the approach, or
through 10000 ft.

2.6.2 Use of Flaps

The flap setting for landing may either be 10°, 15° or 35°. The flap setting is confirmed by checking the flap
indication on the #2 MFD.

2.6.3 Flight Director Setup (TBD)

2.6.4 Approach with Bleeds “ON”

This procedure corresponds to Supplement 21 of the AFM.
BLEED selector ............................................................................................................................................ MIN
BLEED 1 and BLEED 2 switches ................................................................................ BLEED 1 and BLEED 2

2.6.5 VFR Approach

For a normal visual approach under VFR conditions refer to figure 2-2 on page 2.10-2.
Table 2.6-1 Approach Procedure
PF PNF
“APPROACH CHECKLIST”
Completes “APPROACH CHECKLIST” (Read and
Do)
“APPROACH CHECKLIST COMPLETE”

NOTE: For the different approach procedures refer to chapter 2.10.

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2.6.6 Steep Approach and ILS Raw Data Only Steep Approach
(MS 4-456970 or MS 4-309206)
These procedures correspond to Supplement 12 and 45 of the AFM
2.6.6.1 General
Enhanced Ground Proximity Warning System (Supplement 64) must be incorporated.

NOTE: This procedure does not constitute approval to conduct steep approach and landing.
IN RANGE
GPWS LDG FLAP switch .................................................................................................................. Select 35°
Check 35° advisory light illuminates.
APPROACH
Prior to glide path intercept:
LANDING GEAR Lever .................................................................................................................................. DN
Check 3 green gear locked down advisory lights illuminate, all amber doors open, red gear unlocked and
LANDING GEAR lever advisory lights out.
FLAPS lever ................................................................................................................................................... 35°
FLAP 35° APPROACH switch .................................................................................................................STEEP
Check STEEP advisory light illuminates.
Condition levers ................................................................................................................................ MAX/1020

2.6.7 Go-Around from Final Approach

Condition Levers ............................................................................................................................. MAX / 1020
POWER Levers ......................................................................................................Advance to RATING detent
Check normal take-off setting. Observe torque matches the torque bug.
Pitch attitude........................................................................................................ Rotate to approximately 10°
FLAPS Lever ................................................................................................................................. 5°, 10° or 15°
Check FLAP indication on #2MFD.
Minimum airspeed ................................................................................. Go-around speed Flap 5°, 10° or 15°
Positive rate of Climb:
LANDING GEAR Lever .................................................................................................................................. UP
Check all gear, door and LANDING GEAR Lever advisory lights out.
When clear of obstacle:
Minimum airspeed .................................................................................................. Final take-off climb speed
FLAPS Lever .......................................................................................................0° at flap retraction initiation
Speed flap ..................................................................................................................................... 5°, 10° or 15°
Check FLAP indication on #2MFD.

2.6.8 Engine Torque Split Between Engines

At low engine power settings, normally associated with descent and approach, an indicated torque difference
between the two engines is not considered abnormal.
The degree of torque difference will depend on the engine gas generator matching, accuracy of POWER lever
matching and the ambient operating conditions.
The torque difference will be more pronounced if one engine is operating with its Handling Bleed-off Valve
(HBOV) open while the other engine is operating with its HBOV closed.

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2.7 NORMAL LANDING

2.7.1 General
At or prior to reaching the point where the aircraft will be maneuvered for final approach and landing, the air-
craft will normally be configured at Flap 5.
On final approach, the PF is to, at their discretion, command the landing gear, flaps and condition levers to the
required position for the subsequent landing. Once the aircraft is configured for landing, the PF is to call for the
"LANDING CHECKLIST" (Challenge and Response).

2.7.2 Landing
When established on final approach:
Landing Gear ................................................................................................................................. DN / 3 Green
Check 3 green gear locked down advisory lights are illuminated, all amber doors open, red gear unlocked and
selector lever advisory lights out.
Flap Selector...................................................................................................................................___ Set / ind
Move the flap selector to the detent for the desired approach flap (Flap 15° or 10° or 5° depending on approach
climb WAT requirements). Check flap indication on #2 MFD.
Condition Levers.........................................................................................................................................MAX
Move Condition Levers to the MAX detent (if using Reduced NP for landing, first press the RDC NP button on
the Engine Control panel then move the Condition Levers to MAX within 15 sec).
Minimum Airspeed ................................................................................................................. Approach Speed
Reduce to approach speed.
Bleed Air 1 and 2 .........................................................................................................................MIN / As req’d
Set Bleed selector to MIN and Bleed 1 and 2 switches Off (Bleed 1 and 2 switches remain On if conducting a
"Bleed On" landing).
Flap Selector...................................................................................................................................___ Set / ind
Move the flap selector to the detent for the desired landing flap (Flap 35° or 15° or 10° depending on landing
WAT requirements). Check flap indication on #2 MFD.
Minimum Airspeed ......................................................................................................................................VREF
Reduce airspeed to VREF then fly a stable approach with small corrections regarding control inputs and power
to maintain runway centerline and glidepath.
NOTE: The landing performance given in Sub-Chapter 4.4, assumes that the appropriate VREF is
achieved by 50 ft AGL.
Commence flare and adjust power to achieve positive ground contact with minimum descent rate at the
desired point on the runway.
POWER Levers ............................................................................................FLIGHT IDLE prior to touchdown
then DISC after touchdown
• Check PROPELLER GROUND RANGE advisory lights illuminate.
• Check ROLL OUTBD and ROLL INBD SPOILER advisory lights on at mainwheel contact.

CAUTION: Pitch attitudes greater than 6° in the landing flare may cause the fuselage to contact the
runway.

NOTES: 1. To decrease the landing descent rate and not exceed a pitch attitude of 6° when the landing
descent rate is higher than desired, power will be required in the landing flare through to
touchdown.

2. To decrease the landing descent rate at airport altitudes greater than 5000 ft, it may be
necessary to maintain power in the landing flare through to touchdown.
The nosewheel should be promptly brought into contact with the ground following mainwheel contact.
Anti-Skid Brakes .................................................................................................................................. As req’d
Apply Anti-Skid braking as required to decelerate the aircraft within the available runway.

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Table 2.7-1 Approach and Landing Procedure

PF PNF
“FLAP 5” Confirms at or below VFE
Selects Flap 5°
Established on Final Approach
“GEAR DOWN” Confirms at or below VLO
Selects Landing Gear DOWN
Observes gear down lights illuminate
“FLAP 15” (or 5° or 10° if WAT limited) Confirms at or below VFE
Selects Flap 15° (5° or 10°)
“CONDITION LEVERS MAX” or
“REDUCED NP, CONDITION LEVERS MAX”
Sets Condition Levers to MAX detent
"SET" or
Selects RDC NP switch
Sets Condition Levers to MAX detent
Observes RDC NP LANDING on ED
Calls "REDUCED NP, CONDITION LEVERS SET"
“LANDING CHECKLIST” Completes Landing Checklist.
(Challenge and Response)
“LANDING CHECKLIST COMPLETE” (see note below)
If Landing Flap is Not Selected:
“FLAP 35” (or 15° or 10° if WAT limited) Selects flap 35° (or 15° or 10°)
Observes flap travel to required setting
“FLAP 10, 15 or 35 INDICATING”
NOTE: When a different flap setting is used for landing from that used for approach, the PF will call for
the “LANDING CHECKLIST” prior to landing flap selection.
At completion of the checklist the PNF will call:
“LANDING CHECKLIST COMPLETE – FLAP 10, 15 or 35 TO GO”.

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NORMAL PROCEDURES [Rev. 9] 28 FEB 2014

2.7.3 Crosswind Landing Technique

Crosswind landing is based on the steady state wing down / zero crab technique, i.e. approach and touch
down with upwind wing lowered, using rudder to align airplane with runway.
Following touch down hold nosewheel on runway with elevators and use lateral control to inhibit any upwind
wing lifting.

2.7.4 Normal Landing in Tailwinds between 10 and 20 kt

2.7.4.1 General
At the option of the operator, landings in tailwinds between 10 and 20 kts may be conducted in accordance with
the limitations, procedures and performance data contained in the respective chapters of this AOM and AFM
Supplement 3.

NOTE: Maintain the appropriate VREF airspeed throughout the approach and the landing.
The landing flare angle will be less than that required for a normal, into wind landing.

2.7.5 Noise Abatement Procedures

(Landing with 850 RPM Propeller)
2.7.5.1 General
At the option of the operator, approach and landing with 850 NP may be conducted in accordance with the lim-
itations, procedures and performance data contained in the respective Chapters of this AOM and AFM Supple-
ment 39.

2.7.5.2 Reduced NP Landing

Condition Levers................................................................................................................................. MIN / 850
RDC NP LDG Switch ................................................................................................................................. Press
Check REDUCED NP LANDING message appears on ED.
Condition Levers.........................................................................................................................................MAX
Check PROP RPM on ED remain at 850 RPM.

NOTE: Reduced NP Landing mode will be cancelled if condition levers are not set to MAX / 1020
within 15 s of selecting RDC NP LDG switch.
Required power lever movements will be larger with condition levers set to 850 RPM than experienced at
MAX/1020 during the final approach and landing phase, to achieve the same result.

2.7.6 Operation from Unpaved / Gravel Runways

2.7.6.1 General
At the option of the operator, landings on unpaved/gravel runways may be conducted in accordance with the
limitations, procedures and performance data contained in the respective chapters of this AOM and AFM Sup-
plement 26.
2.7.6.2 Landing
Below 30 KIAS and on detection of mainwheel skidding:
Reduce maximum braking effort to an intermittent brake application with the duration of each application
approximately 1 s and intervals of reduced braking as brief as possible.

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2.8 POST LANDING

2.8.1 After Landing

On roll-out, the Left Seat (LS) pilot will call for control at approximately 60 kt.

Once clear of the runway, the Right Seat (RS) pilot completes the after landing checklist.

Table 2.8-1 After Landing Procedure

Captain (PIC - LS) First Officer (F/O - RS)

At approximately 60 kt
“I HAVE CONTROL”
“YOU HAVE CONTROL”
Once clear of runway
“AFTER LANDING CHECKLIST”
Completes “AFTER LANDING CHECKLIST”
(Read and Do)
Responds
“AFTER LANDING CHECKLIST COMPLETE”

2.8.2 Shutdown

As the airplane approaches the gate / parking spot, the PIC will select the TAXI light OFF.

Once the airplane is stopped, the PIC will:

EMERG BRAKE ....................................................................................................................................... PARK

Call for “SHUTDOWN CHECKLIST” (Challenge and Response).

NOTE: If using ground power or APU, ensure that it is on line prior to shutting down both engines.
For all shutdowns allow the engines to run for 30 s at START / FEATHER before selecting
FUEL OFF.

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2.9 OPERATION ON CONTAMINATED RUNWAYS

This section corresponds to Supplement 37 of the AFM.

2.9.1 General
The general information in Chapter 0 is applicable with the addition of the following:
a. This information has been prepared by the manufacturer and approved as guidance material to assist
operators in developing suitable guidance, recommendations or instructions for use by their flight crews
when operating on wet or contaminated runway surface conditions.
b. The data have been prepared using reasonable estimates of the effects of wet and contaminated run-
way conditions on the accelerating ground roll and the braking ground roll. The effects of actual condi-
tions may differ from those used to establish the data.
c. The performance information assumes any standing water, slush or loose snow to be of uniform depth
and density.
d. The level of safety is decreased when operating on contaminated runways and therefore every effort
should be made to ensure that the runway surface is cleared of any significant contaminant.
e. The provision of performance information for contaminated runways should not be taken as implying
that ground handling characteristics on these surfaces will be as good as can be achieved on dry or wet
runways, in particular, in crosswinds and when using reverse thrust.
2.9.1.1 Definitions
Runway Contaminated A runway is considered to be contaminated when more than 25% of the runway sur-
by Standing Water, face area (whether in isolated areas or not) within the required length and width
Slush or Loose Snow being used, is covered by standing water, slush or loose snow.
NOTE: Runways with water depths, slush or loose snow less than 3 mm (0.125 in), may be
considered not contaminated provided braking is considered good.
Runway Contaminated A runway is considered to be contaminated when completely covered by snow
by Compacted Snow which has been compressed into a solid mass which resists further compression.
Runway Contaminated A runway is considered to be contaminated when, due to the presence of wet ice,
by Wet Ice the braking effectiveness is expected to be very low.
VGO* The lowest decision speed from which a continued take-off is possible within the
take-off run and take-off distance required.
VSTOP* The highest decision speed from which the aircraft can stop within the accelerate-
stop distance required.
NOTE: * Under the JAR-OPS1 regulations only one single V1 value for the
rejected and continued take-off is permitted. This is why the data in
Sub-Chapter 4.1 only show Vgo/VR = 1 for take-off and VSTOP/VR =
1 for accelerate-stop.
Take-off Distance The take-off distance on a contaminated runway is the longer of:
a. 115% of the distance from the start of the take-off roll to the point at which
the airplane attains a height of 35 feet above the take-off surface, with all
engines operating.
b. The distance from the start of the take.off roll to the point at which the air-
plane attains a height of at least 15 feet above the take-off surface, with crit-
ical engine failure such that the failure would be recognized at the Decision
Speed VGO.
Take-off Run The take-off run on a contaminated runway is equal to the take-off distance on con-
taminated runway.
(cont’d on next page)

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Definitions (cont’d)
Accelerate-Stop The accelerate-stop distance on a contaminated runway is the longer of:
a. Accelerate-stop distance with an engine failure at VEF as defined below:
i) The distance necessary to accelerate the airplane from a standing start
to VEF with all engines operating plus:
ii) The distance required to accelerate the airplane from VEF to VSTOP
assuming the critical engine fails at VEF plus;
iii) The distance required to come to a full stop from the point reached at
the end of the acceleration period described in paragraph a. ii) above
assuming that the pilot does not apply any means of retarding the air-
plane until that point is reached and that the critical engine is still inoper-
ative, plus:
iv) A distance margin equal to 2.0 seconds at VSTOP
b. Accelerate-stop distance with all engines operating as defined below:
i) The distance necessary to accelerate the airplane from a standing start
to VSTOP with all engines operating plus:
ii) The distance required to come to a full stop from the point reached at
the end of the acceleration period described in paragraph b. i) above,
assuming that the pilot does not apply any means of retarding the air-
plane until that point is reached and that all engines are still operating,
plus:
iii) A distance margin equal t~ 2.0 seconds at VSTOP
WED The water equivalent depth of contaminant = the depth of water producing an equiv-
alent performance effect as that of contaminant of lower specific gravity. WED for
take-off is not based on contaminant depth x specific gravity and must be deter-
mined in accordance with Section 4.1.4.
For further definitions and performance data regarding take-off on wet and contaminated runways, refer to
chapter 4, Performance.

2.9.2 Limitations
The limitations in Chapter 1 are applicable with the addition of the following:
2.9.2.1 Operations
1. Take-off with reduced power is prohibited on contaminated runways.
2.9.2.2 Operation From Runways Contaminated with Standing Water, Slush or Loose Snow
1. Maximum operating altitude for take-off and landing is 6,000 ft ASL.
2. The maximum permitted WED of contaminant is 15 mm (0.59 in).
3. The maximum permitted depth of contaminant is 6 cm (2.4 in).
4. For WED greater than 3 mm (0.125 in): selection of power levers aft of DISC is prohibited.
5. The maximum crosswind component for take-off and landing is 14 kt.
2.9.2.3 Operation From Runways Contaminated with Compacted Snow:
1. The maximum crosswind component for take-off and landing is 20 kt.

2.9.3 Normal Procedures

The normal procedures in Chapter 2 are applicable with the addition of the following:

CAUTION: Operation in crosswinds on runways contaminated with wet ice is not recommended.

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2.9.4 Performance Data

The performance data in Chapter 4 and compatible supplements are applicable with the addition of the follow-
ing:

NOTE: Compatible supplement performance penalties are cumulative.

NOTE: Where applicable, the performance factor of the compatible supplement must be applied to the
calculated performance data in chapter 4 prior to applying corrections of this supplement.
2.9.4.1 Take-off Performance on a Contaminated Runway:

NOTE: Tests in water of 19 mm (0.75 in) average depth have shown that there is no spray
impingement on engine intakes or tail surfaces at any speed up to lift-off, from either main or
nose wheels. Some spray from the nosewheel and propellers impinges on the lower surface of
the fuselage, nosewheel well, nacelles, and inboard wing and flap.

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2.10 FLIGHT PROFILES

Figure 2.10-1 Normal Take-off

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[Rev. 14] 27 MAY 2015 NORMAL PROCEDURES

“
“

Figure 2.10-2 Visual Approach and Landing

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NORMAL PROCEDURES [Rev. 9] 28 FEB 2014

Figure 2.10-3 Circling Approach

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[Rev. 9] 28 FEB 2014 NORMAL PROCEDURES

Figure 2.10-4 Precision Approach

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NORMAL PROCEDURES [Rev. 9] 28 FEB 2014

Table 2.10-1 Precision Approach and Landing Procedure

PF PNF
Approaching the initial approach fix or on radar vectors to intercept the final approach course:
“FLAP 5”
Confirms VFE
Selects Flap 5°
Observes flap travels to 5°
At approximately one and a half (1.5) dots below
glideslope
“GEAR DOWN” Confirms VLO
Selects gear down
Observes gear down lights
At approximately one (1) dot below glideslope
“FLAP 15” (or 10° or 5° if WAT limited) Confirms VFE
Selects requested flap angle
Observes flap travels to required setting
“CONDITION LEVERS MAX” or
“REDUCED NP CONDITION LEVERS MAX” Sets Condition Levers to MAX detent
or
Selects RDC NP switch
Sets Condition Levers to MAX detent
Observes RDC NP LANDING on ED
“LANDING CHECKLIST”
Conducts landing checklist (Challenge and
Response)
“LANDING CHECKLIST COMPLETE”
(see note below)
Outer Marker (or FAF) inbound
“<FAF NAME>” (i.e. “JULIET”)
“<GLIDESLOPE CHECK ALTITUDE>” (i.e. “1830”)
“CROSSCHECK”
“FLAP 35” (or 10° or 15° if WAT limited) Confirms VFE
Selects requested flap angle
Observes flap travels to required setting
“FLAP ___ INDICATING”
“100 ABOVE” (minimums)
“CONTINUING”
At decision height
“MINIMUMS VISUAL”
“LANDING”
or
“MINIMUMS NO CONTACT”
“GO AROUND, CHECK POWER”
(see “Missed Approach Procedure” on page 2.10-10)

NOTE: When a different flap setting is used for landing from that used for approach, the PF will call for
the “LANDING CHECKLIST” prior to landing flap selection.
At completion of the checklist the PNF will call “LANDING CHECKLIST COMPLETE – FLAP
15 or 35 TO GO”.

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Figure 2.10-5 CAT II Precision Approach

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Table 2.10-2 CAT II Precision Approach and Landing Procedure

PF PNF
Approaching the initial approach fix or on radar vectors to intercept the final approach course:
“FLAP 5”
Confirms VFE
Selects Flap 5°
Observes flap travels to 5°
At approximately one and a half (1.5) dots below
glideslope
“GEAR DOWN” Confirms at or below VLO
Selects gear down
Observes gear down lights
At approximately one (1) dot below glideslope
“FLAP 15” (or 10° if WAT limited) Confirms VFE
Selects requested flap angle
Observes flap travels to required setting
“CONDITION LEVERS MAX”
Sets Condition Levers to MAX detent
“LANDING CHECKLIST”
Conducts landing checklist (Challenge and
Response)
“LANDING CHECKLIST COMPLETE”
(see note below)
Outer marker (or FAF) inbound:
“<FAF NAME>” (i.e. “JULIET”)
“<GLIDESLOPE CHECK ALTITUDE>” (i.e. “1830”)
“CROSSCHECK”
At 1200 ft RA
“DUAL”
“CHECK”
“100 ABOVE” (minimums)
“CONTINUING”
At decision height “MINIMUMS VISUAL”
“LANDING” or
“MINIMUMS NO CONTACT”
“GO-AROUND, CHECK POWER”
(see “Missed Approach Procedure” on page 2.10-10)

NOTE: CAT II Approach and Landing are approved using flap 10° or 15° only.
Autopilot must be disengaged at or above 100 ft.
Airplane must be in landing configuration prior to final approach fix.

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Figure 2.10-6 Non-Precision Approach

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Table 2.10-3 Non-Precision Approach And Landing Procedure

PF PNF
Approaching the initial approach fix or on radar vectors to intercept the final approach course:
“FLAP 5” Confirms VFE
Selects Flap 5°
Observes flap travels to 5°
Prior to Final Approach Fix inbound:
“GEAR DOWN” Confirms at or below VLO
Selects Landing Gear DOWN
Observes gear down lights
“FLAP 15” (or 10° or 5° if WAT limited) Confirms VFE
Selects requested flap angle
Observes flap travels to required setting
“CONDITION LEVERS MAX” or
“REDUCED NP CONDITION LEVERS MAX” Sets Condition Levers to MAX detent
or
Selects RDC NP switch
Sets Condition Levers to MAX detent
Observes RDC NP LANDING on ED
“LANDING CHECKLIST” Conducts landing checklist (Challenge and
Response)
“LANDING CHECKLIST COMPLETE” (see note
below)
Final Approach Fix (Inbound):
Starts timing (if required)
“<FAF NAME>” (i.e. “JULIET”)
“CROSSCHECK”
“100 ABOVE” (minimums)
“CONTINUING”
At MDA
“MINIMUMS __ SECONDS TO GO”
If runway environment is in sight
“VISUAL __ O’CLOCK”
“LANDING”
“FLAP 35” (or 15° or 10° if WAT limited) Confirms VFE
Selects requested flap angle
Observes flap travels to required setting
“FLAP ___ INDICATING”
At the missed approach point
“MISSED APPROACH POINT”
“GO-AROUND, CHECK POWER” (see “Missed
Approach Procedure” on page 2.10-10)

NOTE: When a different flap setting is used for landing from that used for approach, the PF will call for
the “LANDING CHECKLIST” prior to landing flap selection.
At completion of the checklist the PNF will call “LANDING CHECKLIST COMPLETE - FLAP
15 or 35 TO GO”

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Figure 2.10-7 Missed Approach

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Table 2.10-4 Missed Approach Procedure

PF PNF
Simultaneously:
Advances power levers to detent, presses GA button
(as required) and rotates the nose of the aircraft to
approximately 10°
“GO-AROUND, CHECK POWER” Sets Condition Levers to MAX
Sets POWER Levers, checks NTOP power setting on ED
and observes torque matches the torque bugs
“POWER SET”
If landing flap selected:
“FLAP 15” (or 10° or 5° depending upon landing flap
setting) Selects flap as requested
Maintains a minimum airspeed of not less than VGA Observes positive rate
“POSITIVE RATE”
“GEAR UP” Selects Landing Gear Lever UP
“HDG/ALT SELECT” (see Note 1) Selects HDG, ALT SEL and confirms correct altitude
selected
“HDG AND ALT SEL SELECTED”
At a minimum of 400 feet AGL (or obstacle clearance
height)
“___ FEET” (or obstacle clearance height)
“FLAP 0, BLEEDS ON”
Confirms speed VFRI or above
Selects Flap to 0°
Selects Bleeds - ON / NORM
“CLIMB POWER, 900 (or 850 MCL)” Sets Condition Levers to 900 RPM detent (or 850
RPM detent then the MCL button).
Checks MCL power setting on ED
“CLIMB POWER SET”
Climbs to at least 1000 feet AGL and accelerates to
climb speed
“SET IAS ___” (as required) Sets Flight Director (as requested)
“IAS SET ___”

NOTES:
1. Heading and Altitude Select should only be used after GA-MODE has been selected.
2. The PNF will advise ATC of the missed approach once the airplane is established in the
climb.
3. If carrying passengers the PIC will make a P.A. or request that the Senior Cabin Crew
Member do it on his or her behalf.
4. The PF will call for the “AFTER TAKE-OFF CHECKLIST” (Read and Do) at his / her
discretion once the airplane is established in the climb and clear of busy terminal airspace
(minimum 1,000 ft AGL.

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Figure 2.10-8 Balked Landing

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Table 2.10-5 Balked Landing Procedure

PF PNF
Simultaneously:
Advances power levers to detent, presses GA button (as
required) and rotates the nose of the aircraft to
approximately 10°
“GO-AROUND, CHECK POWER” Sets Condition Levers to MAX
Sets POWER Levers, checks NTOP power setting
on ED and observes torque matches the torque
bugs
“POWER SET”
If landing flap selected:
“FLAP 15” (or 10° or 5° depending upon landing flap set-
ting) Selects flap as requested
Maintains a minimum airspeed of not less than VGA Observes positive rate
“POSITIVE RATE”
“GEAR UP” Selects Landing Gear Lever UP
“HDG/ALT SELECT” (see Note 1) Selects HDG, ALT SEL and confirms correct
altitude selected
“HDG AND ALT SEL SELECTED”
At a minimum of 400 feet AGL (or obstacle
clearance height)
“___ FEET” (or obstacle clearance height)
“FLAP 0, BLEEDS ON”
Confirms speed VFRI or above
Selects Flap to 0°
Selects Bleeds - ON / NORM
“CLIMB POWER, 900 (or 850 MCL)” Sets Condition Levers to 900 RPM detent (or
850 RPM detent then the MCL button).
Checks MCL power setting on ED
“CLIMB POWER SET”
Climbs to at least 1,000 feet AGL and accelerates to climb
speed
“SET IAS ___” (as required) Sets Flight Director (as requested)
“IAS SET ___”

NOTES:
1. Heading and Altitude Select should only be used after GA-MODE has been selected.
2. The PNF will advise ATC of the Balked approach once the aeroplane is established in the
climb.
3. If carrying passengers the PIC will make a PA or request that the Senior Cabin Crew
Member do it on his or her behalf.
4. The PF will call for the “AFTER TAKE-OFF CHECKLIST” (Read and Do) at his / her dis-
cretion once the airplane is established in the climb and clear of busy terminal airspace
(minimum 1,000 ft AGL.

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