AirBaltic OMB F50

OM – Part B Contents Fokker 50
0. GENERAL &
DEFINITIONS
1. LIMITATIONS
2. NORMAL
PROCEDURES
3. ABNORMAL &
Fokker 50 EMERGENCY
PROCEDURES
AEROPLANE 4. PERFORMANCE
OPERATING 5. FLIGHT PLANNING

6. MASS AND
MATTERS BALANCE
7. LOADING
8. CONFIGURATION
DEVIATION LIST
9. M.E.L.
10. SURVIVAL &
EMERGENCY
EQUIPMENT
11. EMERGENCY EVAC.
PROCEDURES
12. SYSTEMS
OM – Part B Administration and Control Fokker 50
Rev.: 010
TABLE OF CONTENTS
Chapter Contents Page
Administration and Control of Operations

0.1 1
Manual Part B
0.1.1 Introduction 1
0.1.2 Purpose and Scope 1
0.1.3 Responsibilities of the Operating Personnel 1
0.1.4 Responsibilities of the Operator 2
0.1.5 Structure of the Manual 2
0.1.6 Amendments and Revision System 2
0.1.7 Revision System 3
0.1.8 Statement of Approval 3
0.2 List of Effective Pages 1
0.3 Revision Index 1
0.4 Distribution List 1
0.5 Aircraft General 1
0.6 Units of Measurement and Conversion Tables 1
0.7 Abbreviations and Definitions 1
0.8 Highlights of Revision 1
0.9 Manufacturers Temporary Revisions
01.02.2004 B-0-TOC1
Fokker 50 Administration and Control OM – Part B
Rev.: 010
INTENTIONALLY LEFT BLANK
B-0-TOC2 01.02.2004
Rev.: 014
0 ADMINISTRATION AND
CONTROL
0.1 ADMINISTRATION AND CONTROL OF
OPERATIONS MANUAL PART B
0.1.1 Introduction
This Operations Manual Part B Fokker 50 (henceforth – OMB) is issued in
accordance with the Joint Aviation Requirements. It complies with JAR-OPS
1 and with the terms and conditions of the airBaltic’s Air Operator’s
Certificate, and manufacturers’ Aircraft Operating Manual.
This manual is the property of airBaltic Corporation. All holders of this
manual are personally responsible for the revision status of this copy. If a
manual is under a department’s responsibility, the chief for that department
is responsible for assuring correct revision status of this copy.
0.1.2 Applicability
This Operations Manual is intended to serve as guideline for airBaltic pilots
operating Fokker 50 (F50) aircraft. It covers company policies, operating
procedures and limitations as well as applicable rules and regulations for
operations of F50 aircraft.
The manual is applicable to all Flight Crew operating Fokker 50 under
responsibility of airBaltic.
Operating personnel is responsible to comply with the procedures and
regulations contained in this Operations Manual at all times; in the event of
wilful or negligent disobedience to those rules and regulations the personnel
concerned may become subject to disciplinary, legal or penal action!
However, nothing contained in the Operations Manual shall prevent
personnel from exercising their own best judgement during any situation for
which the Operations Manual makes no provisions or in an emergency
situation.
The commander of the aircraft has the authority and responsibility to
declare an emergency situation whenever deemed necessary. He is
authorized to deviate from any procedures and regulations and to follow any
course of action deemed necessary in the interests of safety in an
emergency situation. Refer to OMA 1.4.
30.01.2006 B-0.1-1
Rev.: 014
0.1.3 Structure of Operations Manual
Refer to OMA 0.1
For brevity the pronoun ‘he’ is used throughout the manuals. Where
appropriate the pronoun ‘she’ should be inferred or assumed.
0.1.4 The common language

Refer to OMA 0.1
0.1.5 Operations Manuals to be carried

Refer to OMA 0.1
0.1.6 Structure of the Manual

This OMB consists of twelve numbered and titled sections. These are
further divided into numbered subsections and paragraphs.
0.1.7 Amendments and Revisions

The Operations Manual Part B, its amendments, and revisions are
published and issued by airBaltic Flight Operations department. The SVP
Flight Operations is responsible for its contents, and for keeping the
procedures and instructions up-to-date. The SVP Flight Operations will
authorize all amendments to this Manual, as required by airBaltic and by the
LV CAA.
Minor changes and revisions such as:
Editorial Changes or;
Minor changes not affecting the policy or structure of the OMB, can be
amended without prior approval from the LV CAA. Nevertheless LV
CAA should be notified of these changes and revisions, as soon as
practicably possible.
Flight Manuals administrators are responsible for the issuance and insertion
of amendments and revisions, when prior approval from SVP Flight
Operations has been granted.
In accordance to Distribution List amendments will be issued to copy-
holders that will be required to amend designated copies. Amendments
should be entered upon receipt and entry made and signed in Revision
Index (0.3 of this section). When revisions/amendments are sent by mail
there will be included Certificate of Receipt/Incorporation that shall be filled
in and returned to Flight Operations Department, as soon as possible.
B-0.1-2 30.01.2006
Rev.: 014
Amendments having operational character are named as Temporary
Revisions and are confirmed by SVP Flight Operations. When immediate
amendments or revisions are required in the interest of safety, they may be
published (e.g. via Daily Read File) and applied immediately, provided that
any approval required has been applied for.
All temporary revisions are on yellow paper and inserted in front of the
instructions, which they are replacing; if location cannot be decided, in front
of the section or manual.
Temporary Revisions will be cancelled as soon as they are no longer
relevant. Those of long-term character will be incorporated into the manual,
when it is next amended, or within six months of their effective date,
whichever is sooner.
0.1.8 Revision System

The established revision system shall include:
Certificate of Receipt/Incorporation (only if revisions are sent by mail);
Transmittal Letter including reason for changes;
List of Effective pages.
All revised pages will contain date of issue, number of revision, marked
revised/amended portion of the text indicated by vertical marginal line
adjacent to the change. Each amendment will be accompanied by a revised
List of Effective Pages, with date of issue for each section/page.
In order to keep manual valid, after incorporation of each revision the copy
holder is responsible to fill in and sign Revision Index (0.3 of this section).
0.1.9 Statement of Approval

Undersigning this manual (OMB F50 0.2 “List of Effective pages”) SVP
Flight Operations assures that this Manual is prepared in accordance with
company and regulatory requirements and it is made available to all staff
operating airBaltic Fokker 50 aircraft.
0.1.10 The role of Authority

Refer to OMA 0.1
30.01.2006 B-0.1-3
Rev.: 014
B-0.1-4 30.01.2006
OM – Part B List of Effective Pages Fokker 50
Rev.: 014
0.2 LIST OF EFFECTIVE PAGES

CH. PAGE EFFECTIVE CH. PAGE EFFECTIVE
0-TOC 1-2 01.07.2002 3.2 1-4 30.01.2006
0.1 1-4 30.01.2006 3.3 1-8 01.02.2003
0.2 1-4 30.01.2006 3.4 1-2 30.01.2006
0.3 1-2 01.07.2002 3.5 1-4 01.07.2002
0.4 1-2 30.01.2006 3.6 1-2 30.01.2006
0.5 1-34 30.01.2006 3.7 1-12 30.01.2006
0.6 1-2 01.07.2002 3.8 1-4 01.07.2002
0.7 1-8 30.01.2006 3.8.1 1-30 01.07.2002
0.8 1-2 30.01.2006 3.8.2 1-18 01.07.2002
1-TOC 1-2 01.02.2004 4-TOC 1-2 30.01.2006
1 1-12 30.01.2006 4 1-2 30.01.2006
2-TOC 1-2 01.02.2004 4.A.1 1-10 01.02.2004
2.1 1-4 30.01.2006 5-TOC 1-2 01.07.2002
2.2.1 1-4 30.01.2006 5.1 1-2 01.07.2002
2.2.2 1-8 30.01.2006 5.2 1-2 01.07.2002
2.2.3 1-4 30.01.2006 5.3 1-2 01.07.2002
2.2.4 1-2 01.08.2003 6-TOC 1-2 01.02.2004
2.2.5 1-10 30.01.2006 6.1 1-2 01.02.2003
2.2.6 1-2 01.02.2004 6.2 1-12 30.01.2006
2.2.7 1-2 01.02.2004 6.3-4 1-2 30.01.2006
2.2.8 1-4 15.08.2004 7-TOC 1-2 25.07.2005
2.2.9 1-24 30.01.2006 7.1-9 1-4 25.07.2005
2.2.10 1-4 30.01.2006 8-TOC 1-2 01.07.2002
2.2.11 1-4 30.01.2006 8.1 1-18 01.07.2002
2.2.12 1-2 01.08.2003 9 Separate Approval (See Ch 9.0.1)
2.2.13 1-2 30.01.2006 10-TOC 1-2 30.01.2006
2.3 1-20 15.08.2004 10.1 1-6 30.01.2006
2.4 1-18 30.01.2006 10.2 1-2 01.07.2002
2.5 1-16 30.01.2006 10.3 1-2 01.07.2002
3 TOC1-2 30.01.2006 10.4 1-4 30.01.2006
3.0 1-6 01.07.2002 10.5 1-12 30.01.2006
3.1 1-8 30.01.2006 11-TOC 1-2 01.07.2002
30.01.2006 B-0.2-1
OM – Part B List of Effective Pages Fokker 50
Rev.: 007
0.3 REVISION INDEX

DATE OF DATE OF
REVISION SIGNATURE
REVISION INCORPORATION
001-6 Incorporated - -
007 01.07.2002 - -
008 01.02.2003 - -
009 01.08.2003 - -
010 01.02.2004 - -
011 15.08.2004 - -
012 15.02.2005 - -
013 25.07.2005 - -
014 30.01.2006 - -
015
016
017
018
019
020
021
022
023
024
025
026
027
028
029
01.07.2002 B-0.3-1
Fokker 50 List of Effective Pages OM – Part B
Rev.: 007
B-0.3-2 01.07.2002
OM – Part B Distribution List Fokker 50
Rev.: 014
0.4 DISTRIBUTION LIST

Copy Post-Holder Copy Post-Holder
1 SVP Flight Operations 25 Office Library RIX
2 Flight Operations office library 26 Office Library RIX
3 Civil Aviation Administration 27 Office Library RIX
4 Flight Operations training library 28 Office Library RIX
5 MCC RIX 29 Office Library RIX
6 RIX TK 30 Office Library RIX
7 RIX TS 31 Office Library RIX
8 Ground Operations 32 Office Library RIX
9 YL-BAU 33 Office Library RIX
10 YL-BAR 34 Office Library RIX
11 YL-BAS 35 Office Library RIX
12 YL-BAT 36 Office Library RIX
13 YL-BAZ 37 Office Library RIX
14 SE-LJI 38 Office Library RIX
15 SAS FA 39 Briefing Room VNO
16 YL-BAW 40 Baltic Maintenance VNO
17 RIX DJ (1st copy) 41 YL-BAO
18 RIX DJ (2nd copy) 42 YL-BAV
19 MCC VNO 43 Head of Training
20 VNO TS 44 Office Library VNO
21 Briefing Room RIX 45 Office Library VNO
22 Technical Pilot (1st copy) 46 Office Library VNO
23 Technical Pilot (2nd copy) 47 Office Library VNO
24 Office Library RIX
30.01.2006 B-0.4-1
Fokker 50 Distribution List OM – Part B
Rev.: 014
B-0.4-2 30.01.2006
OM – Part B Aircraft General Fokker 50
Rev.: 014
0.5 AIRCRAFT GENERAL

The FOKKER 50 is a twin-engine, pressurized, high-wing aircraft, designed
for short and medium-haul operations. Principal dimensions are given in the
illustrations. The aircraft has a Maximum Take-Off Weight (MTOW) of
20’820 kg (45’900 Ib). The maximum operating altitude is 25’000 ft.
airBaltic operates the following Fokker 50 (Fokker F27 Mk 050) aircraft:
Registration Mark Serial Number
YL-BAO 20189
YL-BAR 20149
YL-BAS 20162
YL-BAT 20163
YL-BAU 20216
YL-BAV 20190
YL-BAW 20148
YL-BAZ 20153
SE-LJI 20180
FUSELAGE
Pressurization
The fuselage is pressurized in all compartments between fore and aft
pressure bulkheads. An automatic pressurization system controls the outflow
of conditioned air. The maximum pressure differential of approximately 5.45
psi allows a cabin altitude of 8000 ft at a flight altitude of 25’000 ft. The air
conditioning packs are located in the non-pressurized aft section.
Doors
Four outward-opening cabin doors are provided, two on each side of the
fuselage. For use and operation see subsection DOORS.
Windows
The flight deck windows are identified as front windows, direct-vision
windows and sliding windows. The front windows are electrically heated. Rain
is removed by two wipers. Direct-vision and sliding windows can be opened
when the aircraft is not pressurized. Front and direct-vision windows are
demisted by conditioned airflow. Sunvisors are provided. The cabin windows
are equipped with adjustable sunblinds. The double pane construction allows
a conditioned airflow for demisting.
30.01.2006 B-0.5-1
Fokker 50 Aircraft General OM – Part B
Rev.: 014
Probes, Antennas, and Lights
Four pitot heads and an angle-of-attack vane are installed near the nose of
the aircraft. To prevent ice buildup, they are electrically heated. Antennas for
VHF communication, ATC transponder, DME, ADF, marker beacon, radio
altimeter are installed on the top and/or bottom of the fuselage. An ELT
antenna is located in the dorsal fin. Weather radar and glide slope antennas
are located in the non-pressurized fuselage nose. Anti-collision lights are
installed on the top and bottom of the fuselage (see illustration of antennas
and external lights below).
WINGS AND TAIL SECTION

Flight Controls and Flaps
Each aileron has a spring tab, a balance tab, and an integral horn balance
which forms part of the wing tip. The balance tab at the RH aileron can be
operated as a trim tab. The vertical stabilizer is equipped with a horn
balanced rudder. The rudder is equipped with a balance tab and a trim tab.
The horizontal stabilizer has two elevator surfaces and one trim tab. The
flaps, which comprise two trailing-edge sections of each wing, are operated
hydraulically.
Ice and Rain Protection

Inflatable rubber boots are recessed into the leading edges of the wings and
the tail section. De-icing is obtained by alternately inflating and deflating the
air ducts in the boots.
Antennas and Lights

See the illustrations below for location of navigation and anti-collision lights,
wing inspection lights, strobe lights, logo lights, and landing lights. Both
VOR/LOC antennas are located on the vertical stabilizer.
Fuel Tanks
Fuel is stored in two integral tanks, one in each wing, and in two collector
tanks, one in each nacelle. Electrical pumps in the collector tanks ensure a
continuous supply to the engines. Crossfeeding, to supply both engines from
one tank, or one engine from both tanks, is possible. A pressure fuelling
connector is located on the underside of the RH wing. The fuel service panel
is installed in the RH nacelle.
B-0.5-2 30.01.2006
Rev.: 014
Nacelles
The front section houses the power plant and its mounting. The forward
bulkhead of the center section forms a firewall. The exhaust gases, led
through the firewall and then outwards, exit below and slightly aft of the wing
leading edge. The center section is used for housing the main landing gear
and the collector tank. The rear section of the LH nacelle houses the
hydraulic tank.
POWER PLANT
Engines and Propellers
The aircraft is equipped with two wing-mounted Pratt and Whitney PW 125B
turboprop engines. Each engine is essentially a twin-spool turbojet combined
with a free power-turbine assembly, which drives a reduction gearbox, and a
six-bladed constant speed propeller via a third concentric shaft. The
propellers have reverse thrust capability for braking and ground
maneuvering. Propeller pitch is controlled by high-pressure engine oil and
counterweights. Feathering can be initiated automatically or manually.
Engines and propellers are protected against ice by electrical heating. The
engines are equipped with fire detection and extinguishing systems.
Electric, Hydraulic, and Pneumatic Power

Each engine drives an Integrated Drive Generator (IDG). The IDG's generate
115 V/400 Hz three-phase AC power. 28 V DC power is obtained through
two Transformer Rectifier Units (TRU). Emergency power is supplied by two
batteries. Electrical power for starting is supplied by the batteries and/or by
an external source. Two engine-driven pumps provide hydraulic power
through a single system, for operation of landing gear, flaps, nose-wheel
steering and brakes. Bleed-air, tapped from the compressors of both
engines, is used for air conditioning and pressurization, airframe de-icing and
hydraulic tank pressurization.
LANDING GEAR
The landing gear consists of a forward retracting nose gear and two rearward
retracting main gears. Doors enclose the landing gear bays in the
unpressurized fuselage nose and in each nacelle when the gear is retracted.
Each gear is equipped with a shock absorber and two wheels. The main-gear
wheels are equipped with brake units. A skid-control system provides
optimum braking for all runway conditions. The nose gear is provided with
nose-wheel steering and a centering system. The minimum turning radius is
shown in the illustrations. The nose gear is equipped for pull-out or push-
30.01.2006 B-0.5-3
Rev.: 014
back operations with a tow bar. A tail skid is provided to prevent or limit
structural damage to the aft aircraft structure in case of excessive nose-up
attitudes during take-off or landing. A taxi light is installed on the nose gear.
Three View Drawing with Dimensions
B-0.5-4 30.01.2006
Rev.: 014
Flight Controls/Flaps
Antennas
30.01.2006 B-0.5-5
Rev.: 014
Exterior Lights
De-icing Boots
B-0.5-6 30.01.2006
Rev.: 014
Landing Gear
Towing Arrangement
30.01.2006 B-0.5-7
Rev.: 014
Turning Radius
B-0.5-8 30.01.2006
Rev.: 014
FLIGHT DECK
Seats
The flight deck is arranged for two-pilot operation. The pilots' seats are
adjustable horizontally (forward and backward) and vertically. Thigh support,
lumbar support and recline position are individually adjustable. The seat
cushions can be electrically heated. To facilitate entry the armrests can be
folded upwards. Each seat is provided with a five-point harness. A foldable
seat for an observer is stowed in the flight deck entrance. The seat is
provided with a shoulder harness and lap belt.
Reference Eye Position
A horizontal line in the top corner of each pilot's instrument panel is an aid for
the adjustment of the pilots' seat. For an optimum combination of outside
visibility and instrument scan, the line should be seen just below the glare
shield.
Control Column and Pedals
Each control wheel comprises a microphone IC/RT selector, a touch-control
steering button, an AP cut-out button and a chronometer button. Chart
holders are also installed. The captain's control column is equipped with a
stick shaker. Adjustable pedals provide for brake and rudder operation.
Control and Instrument Panels
Controls that are part of operational procedures are within easy reach of
either pilot; instruments and annunciators are within the field of vision of both
pilots. Controls and indicators for use by the pilots can be found on the
following panels:
- The main instrument panel, which is tilted for better readability, is divided
into a captain's, a first officer's (F/0), and a center panel. A Primary Flight
Display (PFD) and a Navigation Display (ND) are installed, one above
the other, at each pilot's panel. These panels also house controls and
indicators for secondary flight and navigation data and standby
instruments. The center panel contains power plant instruments, the
standby horizon, the Central Annunciator Panel (CAP), the landing gear
selector, the TAT indicator, the fuel quantity totalizer and the brake
pressure and flap position indicators.
- A glare shield, located directly above the main instrument panel, contains
EFIS, AFCS, VHF NAV control panels and the master warning and
caution lights.
- The overhead panel consists of control and monitoring panels for aircraft
systems. A standby compass is installed at the lower end. Loudspeakers
30.01.2006 B-0.5-9
Rev.: 014
and jack panels are installed in the flight deck ceiling next to the
overhead panel.
- The pedestal contains controls for engine power, flap position, trim
setting, flight control lock, and alternate landing gear operation. Panels
are installed for communication, navigation, weather radar, flight deck
lighting, autopilot control and system tests.
- The side panels contain tillers for nose-wheel steering, various controls
for ventilation, and switches for the pilots' heated seat cushions. An
alternate brake handle, a parking brake handle, and a towing switch are
installed at the captain's side only.
Panels located at the flight deck but mainly for use by the maintenance crew
are:
- The maintenance and test panel, located at the avionics rack on the RH
side of the flight deck entrance.
- The circuit breaker panel, located behind the F/0's seat.
- The AC/DC circuit breaker panel, located at the electrical power center
on the LH side of the flight deck entrance.
The layout of the maintenance and test panel and the circuit breaker panels
is shown in section MISCELLANEOUS.
Annunciator Lights
Annunciator lights are located at the overhead panel, the main instrument
panel, the glare shield and the pedestal. The general concept of the use of
annunciator lights is that during normal continuous operation all lights are out
(blank). Correct operation of red and amber lights can be tested by the pilots.
See INTEGRATED ALERTING SYSTEM. All other annunciators are tested
from the maintenance and test panel.
Switches
Lighted push buttons are installed primarily at the overhead panel. In addition
to the switch function, most push buttons annunciate system status in
accordance with the general annunciator concept. If an amber light comes on
(FAULT. INOP), the push button must be depressed for corrective action. If a
push button is not correctly set or is operated due to a normal or abnormal
procedure, a white (OFF, MAN, ALTN, BACKUP, FLDK, CANCEL, ON) or
blue (ON) light illuminates. Exceptions are described in the relevant section.
Some push buttons are equipped with a transparent guard to prevent
inadvertent operation.
Some guards are sealed.
Toggle switches are selected ON when swept to the top of the relevant panel
(except as stated in note below). Some toggle switches are equipped with a
guard or lock to prevent inadvertent operation. Rotary selectors are used
B-0.5-10 30.01.2006
Rev.: 014
when three or more detented positions are required. The selector knob
serves as a pointer on a scale. Normally the knob is in the upright position.
NOTE: Pay attention that direction of toggle switch operation for
Battery Switch and External lights/Cabins Signs panel
switches are different for a/c version.
Ventilation and Heating

Conditioned air is routed to window demisters, ceiling, floor and side wall
outlets, and adjustable louvres which are located next to each pilot's main
instrument panel. A fresh air scoop is installed at each side panel for
ventilation during non-pressurized flight.
Windows
When the aircraft is not pressurized, the direct-vision windows can be
opened by raising the lock handles and pulling the windows inward. The
sliding windows can be opened by rotating the lock handles rearward, and
then sliding the windows rearward with the operating handles. The sliding
windows lock handles are located below the windows.
Flight Deck Door
The door opens into the cabin. The door lock can be operated from the flight
deck by a thumb turn and from the cabin by a key. It is possible to lock the
door in the open position. A door viewer is installed to allow observation of
the cabin area.
Stowage
Each side console provides space for a manual and/or a handbook, and a
flight kit. Sunvisors are stowed behind the Copilot seat. A cup holder and an
ashtray are installed for each pilot and an observer. Spare bulbs are stowed
in the captain's side console. Locking pins and pilot head covers are stowed
In a box located in the passenger stairway. Two checklist holders are
installed on the flight deck side wall panels.
Emergency Equipment
For location and use of emergency equipment in the flight deck, see section
10 SURVIVAL & EMERGENCY EQUIPMENT.
30.01.2006 B-0.5-11
Rev.: 014
CABIN
Layout
The layout of the cabin provides for 46, 50 or 52 seats. Hand baggage
stowage bins, equipped with handrails, are installed above the passenger
seats. Service panels and loudspeakers are located at the lower side of the
bins. Each service panel comprises reading lights, adjustable louvres, an
attendant-call button, and "no smoking" and "fasten seat-belts" signs. A toilet
compartment is installed at the forward LH side of the cabin. The toilet
equipment consists of a bowl, a collector tank, flushing liquid and a flushing
switch. The toilet flushing liquid is recirculated. Also installed are a fresh-air
outlet, a wash basin with hot and cold water taps, a loudspeaker, an
attendant-call button, a return to cabin sign, a smoke detection system, and a
waste bin with an automatic fire extinguisher.
A "LAVATORY FORWARD/OCCUPIED" sign is installed in the forward part
of the cabin. The words " LAVATORY FORWARD" are not illuminated. The
word "OCCUPIED" will illuminate when the toilet compartment door is locked.
Two lockable cargo compartments are provided, one in the front of the cabin,
the other at the rear. They are equipped with smoke detection systems. Two
galleys are situated in the rear of the cabin.
A stowage unit is installed aft of the toilet compartment. Additional stowage
units and wardrobes are installed aft of the last RH row of seats, a large
wardrobe aft of the forward stowage unit and a smaller one forward of galley
number-two;
Attendant's Provisions
Accommodation is provided for two attendants. Two foldable seats with
electrically heated seat cushions are installed, one in the rear of the cabin
facing forward, and one in the front facing aft. The switch for the forward
attendant's seat heating is located on the cabin entrance ceiling. The switch
for the rear attendant's seat heating is located at the attendant's panel at the
end of the luggage bin, facing the rear attendants seat. Attendant-call lights
and cabin signs are installed on the panel: layout is shown under
MISCELLANEOUS. Handsets for telephone communication with the flight
deck or the other attendant's station and microphones for passenger address
are located in the front and rear of the cabin. Loudspeakers are installed at
each attendant's position.
B-0.5-12 30.01.2006
Rev.: 014
Lights
Cabin lights are controlled from the attendant's panel. An additional cabin
lights switch is installed in the passenger entrance. A forward-cargo-
compartment light switch is installed in the ceiling near the entrance of the
compartment.
Emergency Equipment
For location and use of emergency equipment in the cabin see section 10
SURVIVAL & EMERGENCY EQUIPMENT.
Water System
The aircraft is equipped with a potable water tank and a wash water tank.
The potable water tank supplies equipment in the galleys. The wash water
tank supplies the wash basin in the toilet compartment. Water is gravity
supplied. Waste water from the wash basin and the galley is drained
overboard through electrically heated drain masts.
30.01.2006 B-0.5-13
Rev.: 014
Pilot’s Seat
B-0.5-14 30.01.2006
Rev.: 014
Observer’s Seat
30.01.2006 B-0.5-15
Rev.: 014
Pedestal/Side Panels/Control Columns
B-0.5-16 30.01.2006
Rev.: 014
Glare Shield/Main Instrument Panel
30.01.2006 B-0.5-17
Rev.: 014
Overhead Panel/Flight – Deck Ceiling
B-0.5-18 30.01.2006
Rev.: 014
Cabin Layout
The diagram below shows the cabin layout of FOKKER 50 aircraft in Version
5046 (46 seats):
1. Avionics rack
2. Electrical power center
3. Attendandant’s seat
4. Passenger entrance
5. Toilet compartment
6. Stowage unit
7. Forwardcargo compartment
8. Passenger compartment
9. Wardrobe
10. Galley
11. Stowage unit
12. Attendandant’s seat
13. Galley
14. Rear cargo compartment
Attendant’s seat
30.01.2006 B-0.5-19
Rev.: 014
The diagram below shows the cabin layout of FOKKER 50 aircraft in Version
5052 (52 seats):
1. Avionics rack
2. Electrical power center
3. Attendant’s seat
4. Passenger entrance
5. Toilet compartment
6. Stowage unit
7. Forward cargo compartment
8. Passenger compartment
9. Galley
10. Galley
11. Rear cargo compartment
12. Attendant’s seat
Doors
B-0.5-20 30.01.2006
Rev.: 014
The diagram below shows the cabin layout of FOKKER 50 SE-LJI aircraft
(50 seats version):
30.01.2006 B-0.5-21
Rev.: 014
The diagram below shows the cabin layout of FOKKER 50 YL-BAO and YL-
BAV aircraft (50 seats version):
A – C/C seat
C – Cargo compartment
G – Galley
T – Toilet compartment
S – Stowage unit
B-0.5-22 30.01.2006
Rev.: 014
The entries and exits to the aircraft comprise four doors;
- a passenger door on the forward LH side;
- a cargo door on the forward RH side;
- a cargo door on the aft RH side;
- a galley service door on the aft LH side.
Locking and Unlocking
All doors can be opened and closed from the inside or from the outside.
From inside, the doors can be locked and unlocked with door handles which
must be turned 180 degrees. A closed door is locked when the door handle
points in direction of flight. Black-and-yellow marks at the latches provide for
verification.
From outside, each door can be locked and unlocked with a door handle
which must be turned approximately 150 degrees. The handle, flush with the
skin of the door, pops out when an integrated PUSH button is depressed.
Instructions to lock or unlock the doors are printed on the outside and on the
inside of the doors. Normal and emergency instructions are identical.
Indications
Indications of open doors are presented at the Central Annunciator Panel
(CAP) for:
- the passenger door (PAX DOOR);
- the forward cargo door (FWD CARGO);
- any of the aft doors (AFT DOORS).
The lights are white and operate independent of the integrated alerting
system. An alert will be presented when any of the doors is not locked, either
engine is running, and the parking brake is released.
Passenger Door Stairway

The passenger door, which is equipped with an integral stairway and two
folding handrails, opens downwards. When unlocked, the door opens under
its own weight. The door is retracted electrically. Controls to close the door,
to stop the downward movement and to resume the downward movement,
are located at two panels near the door, one inside the cabin and the other
outside, flush with the fuselage, to the left of the door. If external power is not
available the door can be operated by battery power. It is possible to raise
the door manually if no electric power is available.
30.01.2006 B-0.5-23
Rev.: 014
Windows and Doors
Windows
B-0.5-24 30.01.2006
Rev.: 014
External Passanger Door Control Panel and Indicators
Location: Next to the passanger door on the outside of the fuselage.
30.01.2006 B-0.5-25
Rev.: 014
Internal Passanger Door Control Panel and Indicators
Location: Next to the passanger door on the outside of the fuselage.
B-0.5-26 30.01.2006
Rev.: 014
Central Annunciator Panel
30.01.2006 B-0.5-27
Rev.: 014
Door Alerts
B-0.5-28 30.01.2006
Rev.: 014
Aircraft Lighting systems

Aircraft Lighting systems controlled from the flight deck are:
- Exterior lighting;
- Flight deck lighting;
- Emergency lighting.
Exterior Lighting
Exterior lighting systems are controlled from the LIGHTS panel, located at
the overhead panel, and comprise landing lights, a taxi light, wing-inspection
lights, anti-collision lights, navigation lights, strobe lights, and logo lights. Two
fixed landing lights are installed in the wing leading edge, each containing an
anti-glare grille to shield the flight deck from the glare of the light. A taxi light
is mounted on the nose landing-gear strut. The light will be inoperative when
the nose gear is retracted. Two wing-inspection lights are installed on the
outboard side of the engine cowlings to illuminate the outer wing leading
edges. Anti-collision lights are installed. Navigation lights are installed in the
LH wing tip (red), in the RH wing tip (green) and in the tail cone (white).
During ground operations with the towing switch on, these lights come on
irrespective of the position of the NAV lights switch. White strobe lights are
installed next to the navigation lights in the wing tips. Logo lights are installed
in the top surfaces of the horizontal stabilizers.
Flight Deck Lighting

Right deck lighting systems, which are controlled from the FLIGHT DECK
lighting panel at the pedestal, include dome, flight deck flood, panel,
instrument, and annunciator lights. Chart holder lights, reading lights, and
side panel lights are also installed. A dome light for general flight deck
illumination is located aft of the overhead panel. Right deck flood lighting is
provided to illuminate all flight deck panels, and can be controlled between
off and fully bright. The flood light is integrated in the dome light assembly,
but control is independent of dome light switching. Overhead panel, glare
shield, pedestal, and the instruments at the main instrument panel are
provided with integral lighting. The main instrument panel is illuminated by a
dimmable flood light Each panel can be independently controlled.
Annunciator-light brightness is controlled by one dim/bright selector. Those
lights which are normally blank have two brightness levels: dim and bright.
See also INTEGRATED ALERTING SYSTEM. All other lights have six
brightness levels three dim and three bright. The maximum brightness levels
is the reset position (RST). When electrical power is applied to the aircraft
30.01.2006 B-0.5-29
Rev.: 014
the lights come on fully bright, irrespective of selector position. RST resets
the selector for brightness control.
NOTE: A STORM p/b located on the LIGHTS panel is provided to override the
individual controls. When depressed, flight deck flood, main instrument panel
flood, and the lighted annunciator lights, will come on fully bright regardless of
annunciator brightness selector position.
Two chart holder lights, one at each control wheel, can be controlled
individually by a knob on top of each chart holder. Three reading lights, which
are installed next to the overhead panel, provide captain, first officer, and
observer with local illumination. The lights have integrated controls. Each
side panel light is controlled by a selector located at the side panel.
Emergency Lighting
The system includes standby and emergency lights. An emergency-lights

selector with OFF, ARMED, and ON positions, is located at the overhead
panel. Standby lights are installed in the toilet compartment, in the exit signs,
and in the passenger compartment The standby lights in the toilet
compartment and in the exit signs come on when the emergency-lights
selector Is set to ARMED, and DC power is available; they remain on during
flight. The standby lights in the passenger compartment come on
automatically, when DC power is available and the emergency lights selector
is in the ARMED position, when AC power is not available. Emergency lights,
powered by emergency power packs, are installed at the flight deck, toilet
compartment, passenger compartment, exit signs, floor proximity escape
path, and externally near the exits. Automatic activation occurs if EMER DC
bus No. 2 is not powered (battery off or run down) and the emergency-lights
selector is in the ARMED position. The emergency lights can be manually
switched on at the flight deck via the emergency-lights selector on the
overhead panel, or via a guarded emergency-lights switch at the attendant's
panel.
B-0.5-30 30.01.2006
Rev.: 014
Light Controls and Indicators
30.01.2006 B-0.5-31
Rev.: 014
Light Controls and Indicators (cont.)
B-0.5-32 30.01.2006
Rev.: 014
Light Controls and Indicators (cont.)
30.01.2006 B-0.5-33
Rev.: 014
B-0.5-34 30.01.2006
OM – Part B Units of Measurement Fokker 50
Rev.: 007
0.6 Units of Measurement
Weights and dimensions are given in SI (metric) units.
Weight: kilograms (kg)

Length: metres (m)
Area: square meters ( m2 )
Volume: cubic meters ( m3 )
Liquid: liters (L)
Load: in kilograms per square meter (kg/m2)

in kilograms per running meter (kg/m)
Density: kilograms per liter (kg/l)
Conversion factors
Multiply by to obtain
Weight pounds (lb) 0.4536 kilograms
Length inches (in) 0.0254 meter (m)

feet (ft ) 0.3048 meter (m)
Area square feet (ft2 ) 0.0929 square meters (m2)
Volume cubic feet (ft3) 0.0283 cubic meters (m3)

u.s. gallons (US gal) 3.7854 liters (l)
Moment pounds-inches (lb in) 0.0115 kilogram meters(kg m)

pounds-inches (lb in) 0.4536 kilogram inches(kg in)
Load pounds per square 4.8826 kilograms per square

foot(lb/ft2) metre (kg/m2)
Density pounds per US 0.1198 kilograms per liter (kg/l)
gallon (lb/gal)
01.07.2002 B-0.6-1
Fokker 50 Units of Measurement OM – Part B
Rev.: 007
Units of measurements and their abreviations
lb pounds
kg kilograms
in inches
ft feet
m meters
ft2 square feet
m2 square meters
ft3 cubic feet
m3 cubic meters
Usgal U.S. gallons
l liters
lb/ft2 pounds per square foot
lb/ft inpounds per running foot
kg/m2 kilograms per square meter
kg/m kilograms per running meter
lb in pounds-inches
lb in/in bending strength, pounds-inches
per running inch
kg in kilogram-inches
kpm/m bending strength, kilopondmeter
per running meter
lb/USgal pounds per U.S. gallon
kg/L kilograms per liter
g standard acceleration ( 9.81 m/s2)
B-0.6-2 01.07.2002
OM – Part B Abreviations & Definitions Fokker 50
Rev.: 014
0.7 Abbreviations and Definitions

A Ampere APR Automatic Power Reserve
A/A Air-to-Air APT Airport
A/ATR Air-to-Air Transmit Receive APU Auxilairy Power Unit
A/C Aircraft ARM Armed
Air Data, ARSA Air Radar Service Area
A/D
Analog-to-Digital Converter ASC Approach Speed Control
A/F Auto feather
ASAP As Soon As Possible
A/S Airspeed
ASEL Altitude Select
ABBR Abbreviation
ASI Airspeed Indicator
AC Alternating current
ASR Airport Surveillance Radar
ACT Active
ASYM Asymmetry
ADC Data Computer
ATC Air Traffic Control
ADF Automatic Direction Finder Automatic Terminal
ADV Advisory ATIS
Information Service
Automatic Flight Control ATT Attitude, Attendant
AFCS
System ATTD Attendant
AFM Airplane Flight Manual
AUG Augmentation
AFT Rear Part
AUTO Automatic
AGL Above Ground Level
AUX Auxiliary
Attitude and Heading
AHRS AVAIL Available
Reference Svstem
A-l; A-ICE Anti-lce BARO Barometric
AIL Aileron BAT Battery
AIRCOND Air Conditioning BC Back Course
ALT Alternate, Altitude BromoChlorodiFluorometh-
BCF
ane (Fire extinguisher)
ALTM Altimeter
BEW Basic Empty Weight
ALTN Alternate
BFO Beat Frequency Oscillator
AM Amplitude Modulation
BIT Built in Test
AMP Amplifier
BRG Bearing
ANN Annunciator
BRK Brake
ANNCMT Announcement
BRNAV Basic Area Navigation
ANT Antenna
BRT Bright(ness)
AOM Aircraft Operating Manual
C Centigrade
AP Autopilot
C/A Cabin Attendant
APPR Approach
CAB Cabin
APPROX Approximately
CANC Cancel
30.01.2006 B-0.7-1
Fokker 50 Abreviations & Definitions OM – Part B
Rev.: 014
CANCL Cancel DECR Decrease
CAP Central Annunciator Panel DEG. deg Degree(s)
CAPT Captain DEL Delete
CAT Category DEV Deviation
CB Circuit Breaker DF Direction Finding
CCW Counterclockwise DG Directional Gyro
CDI Course Deviation Indicator DH Decision Height
CDU Control Display Unit DIFF Differential
CG Center of Gravity DIR Direct
CH Channel DISCH Discharge
CHAN Channel DIST Distance
CHR Chrono Distance Measuring
DME
CLB Climb Equipment
DN Down
CLR Clear
DR Dead Reckoning
CMD Command
DTO Direct TO
CMP Compass
DTRK Desired Track
CMPL Completed
DTU Data Transfer Unit
CNCL Cancel
DU Display Unit
COLL Collision
EC Electronic Control
COM Communication
European Controlled Air-
COMP Compass ECAC
space
CONFIG Configuration EEC Electronic Engine Control
CONT Continuous Emergency Evacuation Sig-
EESS
CP Control Panel nalling System
CRG Cargo EGT Exhaust Gas Temperature
CRS Course Electronic Flight Instrument
EFIS
System
CRZ Cruise
EL Elevator
CSD Constant Speed Drive
ELEC Electric(-al. -ity)
CTL Control Emergency Locator
CVR Cockpit Voice Recorder ELT
Transmitter
CW Clockwise ELEV Elevation
CW Continous Wave EMER Emergency
D Deselected EMERG Emergency
DA Decision Altitude ENG Engine
DAT Data ENR Enroute
DB Data Base ENT Enter
DC Direct Current ERP Engine Rating Panel
B-0.7-2 30.01.2006
Rev.: 007
ESS Essential FS Fasten Seat Belt
EST Estimated FS Fast Slew
ET Elapsed Time FT Flight Time
ETA Estimated Time of Arrival FT,ft Feet
Estimated Time of FWD Forward
ETD
Departure G Gravity
ETE Estimated Time of En route
G Guard
EVAC Evacuation
GA Go-around
EXT Extinguisher Ground Controlled
EXT External GCA
Approach
F Fahrenheit GCR Ground Clutter Reduction
F-DK Flight Deck GCU Generator Control Unit
FAIL Failure/Failed GEN Generator
FAS Flight Augmentation System GMAP Ground Mapping
FD Flight Director GMT Greenwich Mean Time
FDAU Flight Data Acquisition Unit GND Ground
FDEP Flight Data Entry Panel GPCU Ground Power Control Unit
FDR Flight Data Recorder GPS Global Positioning System
FF Fuel Flow Ground Proximity Warning
GPWS
FIG Figure System
GS.G Glide Slope
FL Flight Level
GS Ground Speed
FL Field Length
GSPD Ground Speed
FL-DK Flight Deck
H Hold
FLDK Flight Deck
HAT Height Above Threshold
FLEX Flexible
HDG Heading
FLT Flight
HF High Frequency
FLT Fault
Hl High
FLX Flexible Take-Off
HIL Horizontal lntegrity Limits
FM Frequency Modulation
HLD Hold
FMA Flight Mode Annunciator
HP High Pressure
FMP Flight Mode Panel
HR Hour
FMS Flight Management System
Horizontal Situation
F/0 First Officer HSI
Indicator
FPL Flight Plan HYDR Hydraulic
FPM Feet Per Minute HORZ Horizontal
FR From HZ Horizon
FREQ Frequency Hz Hertz
FRQ Frequency I Inner
30.01.2006 B-0.7-3
Rev.: 014
IAS Indicated Airspeed LIG Landing Gear
IAU Integrated Alerting Unit LB, Ib, Ibs Pounds
IC; I/C Intercom LCD Liquid Crystal Display
ID Identification LDG Landing
IDG Integrated Drive Generator LED Light Emitting Diode
IFR Instrument Flight Rules LEP List of Effective Pages
IGN Ignition LH Left-Hand
ILS Instrument Landing System LIM Limit
IM Inner Marker LNAV Lateral Navigation
Instrument Meteorological LO Low
IMC
Conditions LOC Localizer
IMP Imperial
LON Longitude
Inch/Hg Inches of Mercury
LP Low Pressure
INBD Inboard
LTG Lighting
INCR Increase
LT Light
IND Indicator
M Middle, Manual
INBND Inbound
M,m Meter
INHIB Inhibited
MAC Mean Aerodynamic Chord
INOP Inoperative
MAG Magnetic
INSP Inspection
MAINT Maintenance
INT Interphone
MAN Manual
INTEG lntegrity
MAP Mapping
INTI Initial
MAP Missed Approach Point
INV Inverter
MAX, max Maximum
International Standard
ISA MB Marker Beacon
Atmosphere
ITT Inter Turbine Temperature MB Millibar
Instantaneous Vertical MCL Master Caution Light
IVSI
Speed Indicator Maximum Continuous
MCT
KG,kg Kilogram(s) Thrust
KHZ. kHz Kilohertz MDA Minimum Descent Altitude
KPA. kPa Kilopascal MEA Minimum En route Altitude
KT,kt Knot(s) MEL Minimum Equipment List
KTS, kts Knots Mechanical Fuel Control
MFC
Unit
KVA, kVA Kilovolt-ampere MHZ.
L Left Megahertz
MHz
L. l Liter(s) MIC Microphone
LAT Latitude MIKE Microphone
LG Landing Gear MIN, min Minimum
B-0.7-4 30.01.2006
Rev.: 007
MIN, min Minute(s) OUTBD Outboard
MKR Marker Beacon OVHD Overhead
MLW Maximum Landing Weight OVHT Overheat
MM Middle Marker OVRD Override
MM, mm Millimeter OVSPD Overspeed
Master Minimum Equipment OUBND Outbound
MMEL
List OXY Oxygen
MNVR Maneuver
P
MON Monitoring
P Pressure
MRW Maximum Ramp Weight
P/B, p/b Push Button
MSA Minimum Safe Altitude Passenger Address, Public
MSG Message PA
Address
MTOW Maximum Take-Off Weight PAX Passengers
MTP Maintenance Test Panel PF Pilot Flying
MWL Master Warning Light PFD Primary Flight Display
MZFW Maximum Zero Fuel Weight PIT Pitch
N Normal PLA Power Lever Angle
NAV Navigation PLT Pilot
NCU Navigation Computer Unit PM Pilot Monitoring, Refer to PNF
ND Navigation Display PNF Pilot Not Flying, Refer to PM
NDB Non Directional Beacon PNL Panel
NH HP Rotor Speed POS Position
NL LP Rotor Speed PP Present Position
NLG Nose Landing Gear PPOS Present Position
NM. nm Nautical Miles PR Pressure
N0 Number Pressure Regulating/Shut-
PR/SO
NORM Normal Off(valve)
PRESS Pressure(ization)
NP Propeller Speed
PREV Previous
NS No Smoking
NW PROC Procedure
Nose-Wheel Steering PROP Propeller
STRG
NX Next PROT Protection
O Outer PROV Provision(s)
OAT Outside Air Temperature PSI. psi Pound per Square Inch
OB Obstacle PSID,
Pound per Square Inch Dial
OEW Operational Empty Weight psid
PTK Parallel Track
OK Operative/Correct
PTT Push to Talk
OM Outter Marker
PWR Power
30.01.2006 B-0.7-5
Rev.: 014
Pseudo VHF Omni RT Radar Transmitter
PVOR
Directional Range RT Radio Transmission
QAR Quick Access Recorder
RTE Route
QFU Runway Heading
R/T Radio Transmission
Sea Level Atmospheric
QNH RVR Runway Visual Range
Pressure
QRH Quick Reference Handbook RW Runway
QTY Quantity RWY Runway
R Right Rx Radio Receiver
Radio Altimeter, Radio SAT Static Air Temperature
RA Altitude, Resolution SBY Standby
Advisory SCT Sector
RAD Radial
SEC Second(s)
RAD Radiation
SECT Sector
Receiver Autonomous
RAIM SEL Selected, Selector
Integrity Monitoring
RALT Radio Altitude SEN Sensitivity
RCL Recall SERV Service
RCP Radar Control Panel SG Symbol Generator
RCT/ Rain Echo Attenuation SHP Shaft Horsepower
REACT Compensation Technique Standard Instrument
SID
Departure
REC Receiver
SMK Smoke
REC Recorder
SMKG Smoking
RECIRC Recalculation
SNR Signal to Noise Ratio
REF Reference
Sov Shut-Off Valve
REG Registration
SPKR Speaker
REQ Required
SQL Squelch
REV Reverse
SS Slow Slew
RF Radio Frequency
Sta Station
RH Right-Hand
STAB Stabilizer, Stabilization
Rijksluchtvaartdienst (Dutch
RLD Standard Terminal Arrival
Airworthiness Authorities) STAR
Route
RMI Radio Magnetic Indicator
STAT Status
RNAV Aera Navigation
STBY Standby
RNG Range
SW Switch
ROL Roll
SVR Slant Visual Range
ROD Rate of Descent
SXTK Selected Cross-track
RPTC Reporting
SYS System
RPM Revolution(s) Per Minute
SYST Svstem
RST Reset
B-0.7-6 30.01.2006
Rev.: 007
T True Heading Maximum Design
VA
TA Traffic Advisory Maneuvering Speed
VFE Flap Extension Speed
TACAN Tactical Air Navigation
VFR Flap Retraction Speed
TAS True Air Speed
VFTO Final Take-Off Climb Speed
TAT Total Air Temperature
Maximum speed landing
Traffic alert and Collision VLE
TCAS gear extended
Avoidance System
Maximum speed landing
TCS Touch Control Steering VLO
gear operating
TDZ Touch Down Zone VMC Minimum Control Speed
TEMP, T Temperature Maximum Operating Limit
VMO
TGT Target Speed
THR Threshold VR Rotation Speed
TKE Track angle Error VRA Rough Air Speed
TL Take-off Limit VREF Landing reference Speed
TO Take-Off VAPP VOR Approach
TOC Top of Climb VAR Variable, Variation
TOD Top of Descent VENT Ventilation
TOGA Take-Off Go Around VFR Visual Flight Rules
TOT Totalizer VLF Very Low Frequency
TOW Take Off Weight VHF Very High Frequency
TPR Transponder VI B Vibration
T/R Transmit Receive Visual Meteorological
VMC
Conditions
TRB Turbulence
VOL Volume
TRQ Torque VHF Omni Directional
TRSA Terminal Radar Service Area VOR
Range
TRU Transformer Rectifier Unit VOR TAC VOR Tactical Air Navigation
TST Test VNAV Vertical Navigation
TTG Time To Go VS Vertical Speed
TTS Time To Station VSI Vertical Speed Indicator
Tx Transmission WNG Warning
UHF Ultra High Frequency WPT Way Point
UNL Unlimited WRN Warning
UP Upper WX Weather
USB Upper Side Band WXA Weather Alert
UTC Universal Time Coordinated WXD Weather Radar Display
V Velocity, Volt WXR Weather Radar
V1 Take-Off Decision Speed X-FEED Cross Feed
V2 Take-Off Safety Speed XPDR Transponder
30.01.2006 B-0.7-7
Rev.: 014
XFR Transfer YD Yaw Damper
XTK Cross Track
B-0.7-8 30.01.2006
OM – Part B Highlights of Revision Fokker 50
Rev.: 014
0.8 HIGHLIGHTS OF REVISION

# 014 from 30.01.2006
Effective from 30.01.2006, the Operations Manual Part B (Fokker) has
been revised according to the List of 0.2 Effective Pages.
The main reason for this revision is: The incorporation of information
regarding SE-LJI, YL-BAO, and YL-BAV A/C.
Below are listed highlights of introduced changes.
Sec Chapter Remarks
0.1 Revised substantially in accordance with OMA.
0.2 Revised.
0.4 Revised.
Removed the count of BT F50 A/C.
Inserted info regarding YL-BAO and YL-BAV.
Editorial change.
0
Specified the name of OMB F50 CH 10 (in 2 places).
0.5
Supplemented with 50-seat cabin layout diagram for SE-LJI.
Inserted the cabin layout diagram for SE-LJI A/C.
Supplemented with 50-seat cabin layout diagram for YL-BAO
and YL-BAV.
0.7 Inserted PM.
0.8 Revised.
1.1.1 Terminological change: CAT II CAT 2.
1.2 Inserted information regarding YL-BAO and YL-BAV.
1 1.3 Revised the Weight Limitations.
1.5 Terminological change: CAT II CAT 2.
1.8 Terminological change: CAT II CAT 2.

Terminological change (C/A C/C).
2 2.1
Revised the Cockpit Cabin Communication
2.2.1.2 Revised the Pre-Flight Briefing items to be covered.
30.01.2006 B-0.8-1
Fokker 50 Highlights of Revision OM– Part B
Rev.: 014
Sec Chapter Remarks

Formatted.
Terminological change (CAH CCH).
Revised the action order of Pre-flight Inspection for
2.2.2.1
commander.
Stipulated the need for reflecting crew vest usage during
check.
Revised START-UP callout.
Revised the W&B calculation description.
2.2.2.3
Revised the checklist to be done by commander before
signing the Loadsheet.
2.2.3 Revised the callout of Commander (“starting checklist”).
2.2.3.1 Deleted “NH” at “Green Band”.
2.2.3.2 Revised the name of Alternate start stage (Starting).
2.2.5 Terminological change (PNF PM).
2.2.5.6 Inserted NAAP description.
2.2.9.1 Left CAT 2 only (deleted 3 due to inapplicability).

Terminological change (Constant Rate of Descent
2.2.9.2
CANPA).
2.2.10.2 Revised the acceleration altitude callout (“Flaps up speed”).
2.2.11.3 Terminological change (Commander PF).

Terminological change (PNF PM).
2.2.11.6
Inserted the Note.
Supplemented Crew coordination for LP with “reflecting crew
2.2.13.1
vests” and “Mobile phone ON” check requirements.
2.2.13.2 Revised the Post-Flight Documentation.
Revised CERTIFIED AERODROMES FOR CAT 2
2.4
OPERATIONS.
2.4.4.4 Terminological changes (PNF PM).
B-0.8-2 30.01.2006
OM – Part B Highlights of Revision Fokker 50
Rev.: 014
Sec Chapter Remarks

Deleted the Table of contents.
2.5
Formatted.
2.5.3.2 Terminological change: VFTO VClean.
3-TOC Revised.
Inserted the requirement for Captain to shout: “Remain
3.1.1 seated”.
Terminological change (PNF PM).
Revised the name of Chapter.
3
3.4 Deleted the Note.
Inserted EGPWS Callouts for SE-LJI.
Inserted the missing names of categories.
3.6.1
Formatted.
3.7 Terminological change
3.7.1 Supplemented with a Call-out for PF.
4-TOC Inserted.
4
4 Inserted.
6.2.1 Revised the General.
6.2.5 Inserted Weight&Balance Data Sheet for SE-LJI.
6 6.2.6 Revised the Manual Loadsheet description.
6.3 Inserted load limitations for YL-BAO, BAV.
6.4 Inserted DOM and indexes for YL-BAO, BAV.
10-TOC Revised & Formatted.

Inserted Emergency Equipment Location and quantity for SE-
10.1
LJI, YL-BAO, and BAV.
10.4.1 Revised substantially regarding ELT A06 description.
10
10.4.2 Revised description of ELT for SE-LJI.
10.4.3 Inserted description of PLB for YL-BAO, BAV.
10.5 Inserted the description of Dragger Smoke Hood.
30.01.2006 B-0.8-3
Fokker 50 Highlights of Revision OM– Part B
Rev.: 014
Sec Chapter Remarks
11.5.1 Inserted details for Crew Co-ordination.

Revised the shout for Commander.
11 11.5.3
Terminological change.
11.5.4 Revised the shout for cabin crew.
B-0.8-4 30.01.2006
OM – Part B Limitations Fokker 50
Rev.: 010
TABLE OF CONTENTS
1 LIMITATIONS 1
1.1 General 1
1.2 General Limitations 1
1.3 Weight Limitations 2
1.4 Speed Limitations 4
1.5 Weather Limitations 5
1.6 Power Plant Limitations 6
1.7 Fuel System Limitations 8
1.8 Autopilot Limitations 9
1.9 Navigation Limitations, 10

BRNAV equipment
1.10 Miscellaneous Limitations 11
01.02.2004 B-1-TOC-1
Fokker 50 Limitations OM – Part B
Rev.: 010
B-1-TOC-2 01.02.2004
Rev.: 014
1 LIMITATIONS
1.1 INTRODUCTION AND
CERTIFICATION STATUS
1.1.1 Introduction
airBaltic Fokker 50 aircraft may only be operated within the limitations
presented in this chapter.
Aircraft Flight Manual (AFM) and Airplane Operations Manual(AOM), Route
Manual (GWC) may contain other and/or more detailed limitations, in
additional to this manual.
CDL and MEL sections of this manual may contain additional limitations,
applicable for operations with certain a/c parts missing or inoperative.
a) Certification status
For Fokker 50 Civil Aviation Administration of the Latvian Republic has
issued the Type Acceptance Certificate based on the RLD (Dutch State
Aviation Authority) Type Certificates.
Current Certificate for airBaltic Fokker 50 fleet is TCDC No. T-050-87, in
May 15, 1987 approved on the basis of JAR 25, “Large Aeroplanes” and
other applicable requirements.
b) Approved Types of Airplane Operation
The airplane is certified in the public transport category (passengers and
freight) for day and night operations, in the following conditions when the
appropriate equipment and instruments required by the airworthiness
authorities and operating regulations are approved, installed and in an
operable condition:
- VFR and IFR
- Flight in icing condition
- CAT 2 approach.
Ditching certification has not been applied for.
c) Noise Level Certification Status
AirBaltic Fokker 50 is certified in accordance to the requirements of ICAO
Annex 16, Volume 1, Chapter 3 First Edition 1981 Volume 1, including
amendment 2.
30.01.2006 B-1-1
Rev.: 014
1.2 GENERAL LIMITATIONS

Minimum flight crew: Two (2) pilots
Maximum number of passenger Forty-six (46) in BAT, BAS.
seats: Fifty (50) in SE-LJI, YL-BAO, BAV.
Fifty-two (52) in BAU, BAR, BAW, BAZ.
Maximum operating pressure
25 000 ft
altitude:
Max take-off & landing pressure
8000ft
altitude:
Maximum operating O
ISA + 35 C
temperature:
o
Minimum operating temperature: (minus)-54 C OAT (all altitudes)
Runway slope limits: 2% up to 2% down
Maneuvering load limits: Flaps up: + 2.5G to -1.0G
Flaps down: + 2.0G to 0.0G
The positive G limits the angle of bank
in turns and the severity of pull up
maneuvers.
Instrument markings: GREEN -Normal operating range
AMBER -Caution range
RED -Limit of operation
1.3 WEIGHT LIMITATIONS

Description Abbreviation Limit* Limit**
Max taxi weight MTW 20 865 kg
Max take-off weight MTOW 20 820 kg
Max landing weight MLW 19 730 kg 20 030 kg
Max zero fuel weight MZFW 18 600 kg 18 900 kg
Performance limited Max take-off landing weight may be reduced
weights by performance requirements
* - YL- BAR, BAS, BAT, BAU, BAW, BAZ, SE-LJI
** - YL-BAO, BAV
For weight and loading distribution see Section 6, “Weight and Balance” of
this manual.
B-1-2 30.01.2006
Rev.: 014
Weight Limitations Graph
NOTE: Index System is used for the purpose of a/c loading within above
specified CG envelope and operational convenience. See “Mass and Balance”
Section 6 for more details.
30.01.2006 B-1-3
Rev.: 014
1.4 SPEED LIMITATIONS

NOTE: All speeds mentioned in this section are indicated airspeeds (IAS). All
altitudes mentioned in this section are pressure altitudes.
VMO Maximum operating limit speed:

Up to 21 000 ft: 224 kt;
Above 21 000 ft: VMO decreases linearly to 206 kt at
25 000 ft.
The maximum operating limit speed shall not be
deliberately exceeded in any regime of flight (climb, cruise,
or descent), except where a higher speed is specifically
authorized for flight test or pilot training operation.
VA Maximum design maneuvering speed: 175 kt
Full application of rudder and aileron controls, as well as
maneuvers that involve angle of attack near the stall,
should be confined to speeds below VA.
VRA Rough air speed: 165 kt
VFE Maximum flap extend speed:
Flap position Speed
5 180 kt
10 180 kt
15 180 kt
20 160 kt
25 160 kt
35 140 kt
Prolonged use of flaps other than for take-off and landing is
prohibited.
Maximum landing gear extended and operating speed:
VLO =VLE
170 kt
B-1-4 30.01.2006
Rev.: 014
1.5 WEATHER LIMITATIONS

Maximum Wind Velocities
Maximum wind velocity from any direction for
which the flight control lock provides protection: 52 kt
Maximum demonstrated crosswind component
for take-off and landing on a hard dry runway: 33 kt
Maximum tailwind component 10 kt
For CAT 2 operation the maximum
demonstrated wind velocities are:
Total wind: 20 kt
Crosswind component: 15 kt
Tailwind component: 10 kt
Take-off from Contaminated Runways

Maximum depth of precipitation on the runway for take-off:
Take-off should not be attempted when more than 12

mm of standing water, or depth of slush or snow
equivalent to more than 12 mm of water, covers a
significant part of the required field length within the
required width of the runway.
For more accurate RWY contamination limitations refer to para 2.5.2 of this
manual.
30.01.2006 B-1-5
Rev.: 014
1.6 POWER PLANT LIMITATIONS

Engine/Propeller Operating Limits
Engine: Pratt & Whitney PW 125B
Propeller: Dowty Rotol (c) R352/6-123-F/1 or
Dowty Rotol (c) R352/6-123-F/2
TORQUE ITT RPM (%)

CONDITION TIME
(%) (deg C) NH NL NP
NORMAL TO 10 min 92 see graph 1 101.6 101.6
MAX TO/GA 10 min 102 100

102.7 104.7
MAX CONT unl 87.5
800
unl 100
MAX CLIMB - - 85
10 min 102
MIN GND
- - - 66 - -
IDLE
STARTING 5 sec - 950 - - -
TRANSIENT 20 sec 115 840 103.8 104.3 115
NOTE: Fluctuations of ± 0.5 % is allowed relative to 85 % and 100 %.
For operation with PROP EC fault (overspeed governor):

TORQUE ITT RPM (%)
CONDITION TIME
(%) (deg C) NH NL NP(1)
MAX TO/GA 10 min 96
800 102.7 104 106
MAX CONT unl 82.5
Graph 1
B-1-6 30.01.2006
Rev.: 014
Oil pressure: Minimum: 40 psid
Normal
55 - 65 psid
operating range:
Transient: Minimum 40 psid
O
Oil For starting: Minimum minus 54 C,
temperature: without preheat
O
Minimum minus 54 C,
GND IDLE: except for engine running with power
O
levers below FLT IDLE: 0 C
O
Maximum 115 C
O
For operation Minimum 0 C
O
above GND IDLE: Minimum in icing conditions 45 C
Maximum 115 deg C, continuous
125 deg C, 20 minutes
Approved Oils
Mobil Jet Oil II; Esso Turbo Oil 2380;
Mobil Jet Oil 254; Exxon Turbo Oil 2380;
Castrol 5000; Aeroshell Turbine Oil 500.
Approved Fuels
Normal fuels: Kerosine type: Jet A-1
Alternate fuel: For use of alternate fuels refer to OM-A, para 8.2.1.4.
If "alternate" fuel is used, take-off is not allowed when one or more fuel
pumps are inoperative.
Mixing of Fuels:
If the fuel consists of a mixture of "normal" and any amount of "alternate"
fuel, the tanks must be considered to contain "alternate" fuel.
Engine Rating Panel (ERP)
TO, GA, and MCT torque must be set in accordance with the Power
Setting Tables in Quick Refference Handbook, section 12 or AFM, Chapter
6,Performance.
30.01.2006 B-1-7
Rev.: 014
Flexible Take-Off
Flexible take-off (FLX) is prohibited.
Propeller Operating Limits
WARNING: DO NOT ATTEMPT TO SELECT GROUND IDLE IN FLIGHT.

IN CASE OF FAILURE OF THE FLIGHT IDLE STOP, THIS
WOULD LEAD TO LOSS OF CONTROL FROM WHICH
RECOVERY MAY NOT BE POSSIBLE.
To avoid high propeller stresses, stabilized ground operation in the propeller
rpm range 65 per cent to 90 per cent NP is not permitted with the airplane
static. Excluded from this limitation is the use of reverse during ground
maneuvering in engine EC operating mode.
1.7 FUEL SYSTEM LIMITATIONS

Usable Fuel Tank Quantity
Main tank plus collector tank: 5136 liters

1356 US gal
1130 IMP gal
Maximum Fuel Asymmetry

At airplane weight 20 820 kg: 150 kg
At airplane weight 19 005 kg: 500 kg
Linear interpolation may be applied between these weight brackets. Below

airplane weight 19 005 kg/41 900 Lb. the maximum fuel asymmetry is 500
kg.
B-1-8 30.01.2006
Rev.: 014
1.8 AUTOPILOT LIMITATIONS

En-Route Operation
The minimum altitude with the automatic pilot engaged shall be deduced
from the data on altitude lost during malfunction tests as presented in
chapter EMERGENCY PROCEDURES.
After take-off AUTOPILOT (Yaw Damper) shall not be used below 400ft
AGL.
Approaches
When using an Instrument Approach Facility the minimum height to which
the autopilot may be used is 50 ft when coupled to an ILS. Use of the AP
and FD is limited to glideslope elevation angles ranging from 2 degrees up
to and including 4 degrees for approaches with CAT I weather limits.
CAT 2 operations are limited to glideslope elevation angles ranging from
2.5 degrees up to and including 3 degrees.
During Non-precision approaches AP may be used down to 300 ft AGL.
Use of Touch-Control Steering

When Touch-Control Steering (TCS) is used the bank angle is limited to 40
deg.
30.01.2006 B-1-9
Rev.: 014
1.9 NAVIGATION LIMITATIONS,

BRNAV EQUIPMENT
The equipment required to be operational to meet BRNAV criteria is
specified below:
Minimum
Equipment Conditions
required
GPS 1
ADC 1 1
NCD 1
CDU 1
GPS DISPLAY 2 For YL-BAU, BAW, BAZ.
If not, the flight crew is required to
GPS NAV.DATA verify each selected waypoint and
Current
BASE navaid for accuracy by reference to
other current approved data.
EFIS Display Refer to MEL chapter for possible
3
Unit additional limitations or procedures.
Refer to MEL chapter for possible
EFIS CP 2
additional limitations or procedures.
EFIS Symbol Refer to MEL chapter for possible
1
Generator additional limitations or procedures.
GPS INTEG
1 One must be operational.
annunciator
Dependent on satellite constellation
BARO ALT NOT
RAIM availability should be confirmed
AVAILABLE
for the intended route prior to flight.
NOTE: The minimum equipment for DME, VOR and ADF required to
continue flight when BRNAV capability is lost and to allow raw
data monitoring by the flight crew, is determined by the
Navigation aids available en-route.
B-1-10 30.01.2006
Rev.: 014
1.10 MISCELLANEOUS LIMITATIONS

Propeller Overspeed Governor Control
When the propeller is controlled by the overspeed governor (PROP EC
FAULT), the speed must be restricted to max 220 kt TAS.
Window Heat
If the window heat is inoperative, the speed must be restricted to max 180 kt
IAS at altitudes below 10 000 ft and TAT below + 18 deg C.
Cabin Pressure Differential

The max cabin pressure differential (relief valve setting) is 5.7 psi. In case
of a cracked cabin window, the max cabin pressure differential is 4.0 psi.
Flap Position in Icing Conditions

In icing conditions flap 35 shall not be selected above 300ft.
Communications
During flight below 10 000 ft all communications should be accomplished
with headset and boommike type equipment.
Push-back and Towing

Use of towbar-less equipment for push-back and towing is prohibited.
Circuit breaker reset

The tripped circuit breakers should not be reset in flight unless, in the
judgment of the commander, it is necessary for the safe completion of flight.
The circuit breakers related to fuel pumps should never be reset in flight.
No reset is allowed upon a second trip of any circuit breaker.
Ground reset of a tripped circuit breaker should only be accomplished after
maintenance has ascertained both the reason for the trip of CB and
established that there is no airworthiness concern.
30.01.2006 B-1-11
Rev.: 014
B-1-12 30.01.2006
OM – Part B Normal Procedures Fokker 50
Rev.: 010
TABLE OF CONTENTS
2 Normal Procedures 1
2.1 Preamble 1
2.2 Normal Handling 1
2.2.1 Pre-Flight 1
2.2.2 Pre-Departure 1
2.2.3 Start-Up 1
2.2.4 Taxi-Out 1
2.2.5 Take-Off 1
2.2.6 Climb 1
2.2.7 Cruise 1
2.2.8 Descent 1
2.2.9 Approach 1
2.2.10 Go-Around 1
2.2.11 Landing 1
2.2.12 Taxi-In 1
2.2.13 Post-Flight 1
2.3 Normal Checklist 1

2.3.1 General 1
2.3.2 Normal Cheklist 4
2.3.3 Expanded Cheklist 9
01.02.2004 B-2-TOC1
Fokker 50 Normal Procedures OM – Part B
Rev.: 010
TABLE OF CONTENTS
2.4 Low Visibility Operations / 1

CAT 2 Approach
2.4.1 Low Visibility Procedures 1
2.4.2 Taxi 1
2.4.3 Low Visibility Take-off 2
2.4.4 Cat 2 Approach 4
2.4.5 Failures during Cat 2 Approach 13
2.4.6 Simulated CAT 2 approach procedures 13
2.4.7 Documentation 14
Appendix 1 Approved countries / airports for Cat 2 approach 15
Appendix 2 Cat 1/ Cat 2 Requirements 16
Appendix 3 Cat 2 Procedure Summary 17
2.5 Flight Operations in Adverse Weather 1

Conditions
2.5.1 Cold Weather 1
2.5.2 Contaminated Runways 5
2.5.3 Icing Conditions 8
2.5.4 Turbulence 11
2.5.5 Wind Shear 12
2.5.6 Extreme Wind Conditions 14
2.5.7 Hot Weather
B-2-TOC2 01.02.2004
OM - Part B Normal procedures, General F-50
Rev.: 014
2 NORMAL PROCEDURES
2.1 PREAMBLE
2.1.1 General
This section is designed to provide all necessary information for normal
flight operations, also referred as Standard Operating Procedures (SOP’s),
concerning type and version of aircraft in service.
Information is subdivided to provide a possibility for pilots to review certain
phases of operations or to get a quick reference for specific stage of flight.
Additional summarized information is presented in a way of profile drawings
where needed.
Where required, references are made to Aircraft Operations Manual
(AOM), different parts of airBaltic Operations Manual (OM) or other official
publications to provide additional information for flight deck personnel on
the matter of performing the flight.
2.1.2 Subsection Integration

All sections are located in order of normal flight flow with subdividing when
necessary.
Expanded checklists are presented in separate subchapter.
Sections “Low visibility procedures”, “Adverse weather conditions” contains
all requirements for such kinds of operations and divided on flight phases
when deemed necessary.
2.1.3 Crew Co-ordination

Standard Operation Procedures (SOPs) presented in this section are
based on airBaltic Policy/Philosophy and are the result of direct application
of Crew Co-ordination Concept (CCC) principles.
Crew co-ordination is presented in a way of a separate subdivision in an
appropriate section or as a reference to CCC (OM, Part A, ch. 8.0) to make
it simpler.
The Cabin-Cockpit communication in details is presented below.
30.01.2006 B-2.1-1
F-50 Normal procedures, General OM - Part B
Rev.: 014
2.1.4 Cabin-Cockpit Communication

The following chimes, signals and Passenger Address announcements
shall be used by the Commander and Cabin Attendant number one
(C/C # 1) to pass signals between the Flight and Cabin Crew.
In situations when the chime signals are inoperative, the Commander shall
brief the C/C # 1on alternate signals / announcements via Passenger
Address system that shall be used.
COCKPIT CABIN
1) 1 Hi / low chimes:
− before takeoff (using Call button) - C/C to be seated for takeoff;
− after takeoff (using Chime button) - C/C are released for service;
− before landing (using Call button) - C/ to be seated for landing,
anticipate landing in 1-2 minutes.
C/C #1 cancels call light to notify the pilots that all C/C are seated for take-
off / landing.
If C/C are unable to be seated before take-off / landing, the C/C #1 shall
contact the flight deck immediately.
2) 2 Hi / low chime - Call the flight deck when convenient.
3) 3 Hi / low chimes OR “Cabin Crew to Cockpit” via PA - C/C #1 shall

call the flight deck immediately for instructions.
4) “Cabin Crew, prepare cabin for Landing” – C/C to terminate the

service and to prepare/report cabin readiness for landing (normally
when passing 10’000ft).
5) “Cabin Crew, cleared for Doors” - C/C may open the door, when the
aircraft is parked on the stand.
B-2.1-2 30.01.2006
OM - Part B Normal procedures, General F-50
Rev.: 014
CABIN COCKPIT
1) 1 Buzz – Call the cabin when convenient.
2) 3 Buzzes - Urgent situation, contact the cabin immediately.
3) “Cabin secure” via intercom system - all pre-take off checks are
completed.
4) “Cabin secure” via intercom system - all checks are completed and
cabin is ready for landing.
NOTE: If C/C is unable to complete cabin checks in time, C/C #1 shall

contact the flight deck via intercom system immediately with
“Cabin not ready”.
30.01.2006 B-2.1-3
F-50 Normal procedures, General OM - Part B
Rev.: 014
B-2.1-4 30.01.2006
OM - Part B Normal procedures F-50
Rev.: 014
2.2 NORMAL HANDLING

2.2.1 PRE-FLIGHT (1 hr – 35 min before ETD)
2.2.1.1 Readiness Assessment and Decision-Making

Decision-making is a process to evaluate the conditions of particular flight
and to make all necessary arrangements to complete the flight safely and
on time. Both pilots shall be involved into the process but final responsibility
lies with the Commander.
During the process the flight crew should evaluate and make decision
about usability of the aerodromes, readiness of the crew and aircraft, using
the following steps:
1. NOTAMs related to the flight;
2. Weather related to the flight;
3. Alternates selection;
4. The aircraft technical status;
5. Expected deviations from the normal procedures;
6. Fuel required.
After completion of the Decision making all necessary arrangements (fuel,
de-icing, limitations etc.) shall be reported to Movement Control Center
(MCC) or ground handling personnel.
The reason and expected time of delay shall be as soon as possible
reported to MCC or ground handling personnel to provide all necessary
actions.
In case of short turn-around the decision making process shall follow post-
flight crew actions execution.
1. NOTAMs
NOTAMs will give information about status of ground facilities, services and
restrictions in use of airspace for the aerodromes (departure, destination
and alternates) and routes to be flown. NOTAMs are presented in SAS RM
(Chapter NOTAM) and may be received via RODOS system or alternatively
from ATS office.
SNOWTAM is the specific NOTAM, which may be delivered in period from
October to April and related to runway conditions (snow, ice, etc). For
decoding see chapter METEOROLOGY in SAS RM.
30.01.2006 B-2.2.1-1
F-50 Normal procedures OM - Part B
Rev.: 014
2. The Weather
The weather at departure, destination and alternates aerodromes as well
as RW and flight conditions should be assessed related to:
- aircraft performance (see chapter 4 and RM chapter “GWC”), and
- aerodrome operating minimum.
Concerning aerodrome operating minimum the weather reports shall be
used as follows:
- Departure aerodrome - the latest actual weather;
- Destination / Alternate - weather forecast during period of ETA ±1 h.
If the weather forecast is not available or is not covering the ETA ± 1-hour
period - the airport shall be considered below the Planning Minima.
Weather reports are normally received via RODOS system or alternatively
from ATS. For decoding see chapter METEOROLOGY in SAS RM.
NOTE: General procedure for weather assessment is presented in Part A-8.1.6.
“Interpretation of meteorological information”.
3. Alternates selection
Alternate is an airport suitable in all respects (weather, runway, and
facilities) to complete the flight safely if the landing at the destination cannot
be accomplished due to weather or any other reason. Weather at Alternate
shall be equal or above the Planning Minimum for Alternate.
For the planning purposes the special Planning Minima shall be used. They
could be found in OM Part A, Ch. 8.1.2 and are as follows:
Planning Minima for Destination
Type of approach Planning Minimum
Precision RVR as for operating landing minimum
Non-precision RVR and ceiling ≥ landing minimum
Circling ≥ Circling minimum
Planning Minima for Alternate
Type of approach Planning Minimum
Cat 2 RVR as for Cat 1 operating minimum
Cat 1 RVR and ceiling ≥ landing minimum for
Non-precision
Non-precision RVR and ceiling ≥ landing minimum for
Non-precision plus 200’ / 1000 m.
Circling ≥ Circling minimum
B-2.2.1-2 30.01.2006
Rev.: 014
• Take-off Alternate (OM Part A, 8.1.3.3.)

If take-off is to be executed in weather conditions below the landing
minimum at the aerodrome of departure, take-off alternate shall be selected
within one hour flight range with one inoperative engine.
• Destination Alternate (OM Part A, 8.1.2 and 8.1.7.4.)

The number of alternates required depends on the weather at Destination.
• If weather at Destination is below Planning Minimum for Destination,

two Destination Alternates are required.
• If weather at Destination is ≥ Planning Minimum for Destination,
one Destination Alternate is required.
• If there is no Destination Alternate available, the flight may be
conducted
without Destination Alternate, provided criteria prescribed in OM Part
A, chapter 8.1.7.4 are met.
4. The aircraft technical status

Aircraft equipment, necessary for intended flight / operations shall be
operative before departure. The Technical Department is responsible for
maintaining an aircraft in good technical order.
The Flight Crew shall evaluate the aircraft technical status before the flight,
presented on the Information desk in the Movement Control Center.
CAUTION: Performance limits, reduction of MTOW, RNAV compliance
shall be checked in respect to opened MEL items.
5. Expected deviations from the normal procedures

The conditions, causing deviation from normal procedures, shall be
evaluated from all aspects.
6. Fuel Required
In respect to above mentioned assessments the block fuel can be
determined as sum of the “minimum required” fuel (calculated by RODOS
system) and extra fuel requested by the Commander. Economy tankage
should be adhered to, but shall never be in conflict with the safety and
punctuality of the flight. Chapter 5 presents additional information.
30.01.2006 B-2.2.1-3
Rev.: 014
2.2.1.2 Pre-Flight Briefing

Prior to the first flight of the day entire crew, including Cabin crew shall
meet in the briefing room for Pre-Flight Briefing. This should happen 50 to
45 minutes before scheduled departure. The Commander is responsible to
lead the briefing. The briefing should be short and shall at least cover the
following:
Crew introductions;
Weather and flight conditions;
Current irregularities and alternative action/s;
Flight deck service;
Discussion regarding the question of the day.
2.2.1.3 Crew Co-ordination
PHASE LEFT PILOT RIGHT PILOT

Report to MCC Duty Officer
Check NOTAMS, weather, ATS and
(1 hr – 35 min before ETD)
Blocks minus at least 1 h.
Operational Flight Plans and select

alternate(s) Print out NOTAMS,
Check remarks on the a/c technical weather and
status board in MCC Operational Flight
Check PAX / Load figures Plan and take part in
Inform MCC if RTOW is limited flight planning
Order the required fuel process
Order de/anti-icing if required
Carry out Pre-flight briefing
Pick up the mobile phone and proceed Proceed to the
to the aircraft aircraft
B-2.2.1-4 30.01.2006
Rev.: 014
2.2.2 PRE-DEPARTURE (35min to ETD – doors are closed)

Pre-departure preparation consists of the following elements:
Pre-flight Inspection;
A/c acceptance;
Pre-departure Preparation; and
Take-off briefing.
2.2.2.1 Pre-flight Inspection (PFI)

General contents of pre-flight inspection, distribution of duties and
responsibilities are presented in Part A, para 8.2.6.
Crewmembers shall complete the following in accordance to the procedure
below:
1) Right Pilot
Perform emergency equipment check in the cockpit (2.2.2.3, Flight
Deck Preparation);
Perform systems preparation/testing (expanded checklist);
Check flight deck oxygen system.
2) Cabin Crew Member N1

Emergency equipment check in the passenger cabin in accordance to
procedure described in CCH.
NOTE: Crewmembers shall report to Commander immediately all
abnormalities discovered during PFI.
3) Commander shall complete the following:

1. Inspect Tech Log for remarks and deferred defects.
2. Perform Aeroplane External Check (walk – around inspection) as
follows (wear reflecting crew jacket during check):
For fuselage, wings, flight controls and empennage check:
all vents and ports are unobstructed, pitot covers are removed and
stored in the passenger doors;
aircraft is free of damage;
no fluid leakage;
no fuel leakage from tanks;
all flight controls are unobstructed and that all surfaces are clear of
sand, dust, ice, snow and frost.
30.01.2006 B-2.2.2-1
Rev.: 014
For engine, propeller and nacelles check:
all engine covers and propellers straps are removed;
air intake is free from damage and foreign objects;
propellers, spinners and de-ice boots for general condition, leakage
and damage;
nacelles are free from damage and leakage;
Perform visual inspection of the engine cowlings for the presence of
signs of oil leakage from between the spinner and the engine cowling
and directly behind the heater intake lip of the engine.
all surfaces are clear of sand, dust, ice, snow and frost.
NOTE: Red marked drains – generally no leakage is permitted and
maintenance actions must be applied.
Others drains – should any leakage occur, consult the
maintenance staff for limitations.
B-2.2.2-2 30.01.2006
Rev.: 014
For landing gears, wheels and brakes check:

locking pins are removed and stored;
no fluid leakage;
landing gears for shock strut extension;
wheels for general condition and inflation.
For the inboard and outboard main landing gear doors operating
mechanism check:
the indicator red lines on the latch lever and the plate align correctly.
All access panels, fairings and doors:

check all access panels, fairings and doors are closed and secured.
Wheel chocks:
check wheel chocks in place.
NOTE: See “Cold weather operations” chapter for additional items of
PFI if icing conditions exist/expected during take-off and/or
De-icing treatment is required.
3. Perform operational check to verify full movement of ailerons,

elevator and rudder.
4. Check fuelling receipt and/or complete the Fuel Order.
30.01.2006 B-2.2.2-3
Rev.: 014
2.2.2.2 Aeroplane acceptance

Upon completion of all checks prescribed by PFI procedure the
Commander shall evaluate the aeroplane technical status and readiness
for the intended flight.
1) No remarks/defects found
Commander shall sign PFI in the Tech Log (box named “PFI” in the Time
log).
2) Any remark/defect found
Commander shall immediately contact MCC/handling agent and fill in the
Complaint in the Tech Log with the reference to conducted and signed PFI.
a) If the defect is rectified, relevant “Action” slip for this Complaint
shall be completed by Certifying Technician and the Commander
shall conduct (and sign) new PFI.
b) If the defect is deferred and decision to continue the flight in
accordance to MEL/CDL or Special Procedure (see Part A 8.6) is
taken, relevant “Action” slip for this Complaint shall be completed by
Certifying Technician or Commander, but new PFI is not required.
Commander has the final authority to accept an aeroplane with actual

technical status for intended flight by signing Pre Flight Inspection
completion.
NOTE: The necessary actions required to ensure that aeroplane is fit

for the intended flight may not be completed by the moment
when PFI is signed (de/anti-icing procedure, departure check
etc). The Commander is responsible to ensure that aeroplane
technical status and readiness for the intended flight remains
valid until the take-off is commenced.
B-2.2.2-4 30.01.2006
Rev.: 014
2.2.2.3 Pre-departure Preparation

Flight crew shall to arrange their works so, as to be at their station at least 20
minutes before ETD.
Before each flight the following preparation tasks shall be carried out,
covering:
Flight deck preparation
FO should normally execute this check prior to assuming the crew position.
LANDING GEAR DOWN

- Check landing gear selector down.
- Check alternate landing gear selector normal.
BATTERIES ON
- Select Batteries switch ON
- Check BAT voltage 24V min.
WX CHECK OFF or STBY
EXT PWR CHECK ON

- Check voltage and frequency (100-130 Volt and 385-415Hz)
- If ext. power not available use ”battery start only” checklist.
CIRCUIT BREAKERS CHECKED

- Check all circuit breakers are in or collared in compliance
with dispatch requirements.
OXYGEN CHECKED
- Check crew oxygen bottle open;
- Minimum pressure: 1450 psi/3 crew or 1000 psi/2 crew;
- Check Oxygen masks (both pilots).
EMERGENCY EQUIPMENT CHECKED

- 1 Fire extinguisher
- 1Axe
- 2 Flashlights
- 3 Life vests
- 3 Oxygen masks
- 3 Smoke goggles
- 2 Ropes
30.01.2006 B-2.2.2-5
Rev.: 014
- 1 Portable oxygen bottle
- 1 Smoke Hood (PBE)
- 1 Pair of Gloves
AIRCRAFT DOCUMENTS CHECKED
- Check all required documents on board.
GROUND HANDLING SWITCH ON
SIDE PANELS
L/R FRESH AIR SCOOPS SHUT
L/R OXYGEN MASK CKD

− On audio Panel select open IC, adjust INT volume. Select OXY
on speaker switch.
− Open retainer cover.
− Push PRESS TO TEST knob on oxygen mask and check that
the in-line blinker in the oxygen supply hose momentarily shows
yellow and oxygen flow audible via the speakers.
− Release PRESS TO TEST knob
− Squeeze red release levers and check that the harness inflates.
− Release levers.
− Return speaker switch to ”ON” and IC to OFF.
− Check mask is properly stowed and
NORMAL/100% switch is at 100%
Flight Deck Setup (to be conducted after assuming normal position):
- Adjustments of Seats, Harnesses and Rudder Pedals;
- Adjustments of Flight Deck Lights;
- Preparation of required flight documents (IAL charts, maps, etc).
Flight Documentation:
- ATIS latest report (Operational Flight Plan);
- ATC clearance (Operational Flight Plan);
- Weight and balance calculation / Approval of loadsheet;
- Other documentation, if applicable (NOTOC, General Declaration, etc)
Weight and balance calculation:
Prepared by flight crew (Refer to Manual Loadsheet Ch 6.2.6) or by ground
staff using PALCO system. Specifications of Mass & Balance procedures
for each station are presented on Station information sheets.
B-2.2.2-6 30.01.2006
Rev.: 014
Before signing Loadsheet, the Commander shall check and mark the
following Loadsheet entries:
- Flight Number;
- Aeroplane registration;
- Composition of the crew;
- Total number of PAX;
- Dry Operating Weight (DOW);
- Take-off fuel;
- Take-off weight;
- Index;
- Estimated flight time (insert, if not already there);
- Destination alternate (insert, if not already there);
Time of “Loadsheet on board” shall be entered by the Commander when
signing.
NOTE: Last Minute Changes (LMC), if required, shall be entered by
the Commander according to Section 6.2.7 of this manual.
2.2.2.4 Take-off Briefing

The purpose of the Take-off Briefing is to be well prepared for a normal
take-off and to have a plan ready if any malfunction occurs during take-off
or climb-out.
The PF should give the take-off briefing, normally prior to engine start when
there is a minimum of distractions.
The following items and procedures shall be considered:
- RW in use;
- Weather for take-off;
- Take-off method;
- Power and Flaps setting, use of Engine anti-ice;
- Rejected take-off procedure;
- Continued take-off with engine failure;
- MSA, if engine failure, to be reached with a final speed of V CLEAN;
- Expected departure route (SID), setting of NAVAIDS.
- Any technical items INOP.
The extent of take-off briefing depends on weather conditions, aircraft
equipment, condition of ground facilities, SID to be flown and crew
experience. If both pilots are familiar with the airport, term “short briefing”
may be used with the consent of the Commander. However, at least the
following items shall be covered:
- Power and Flap settings;
- Continued take-off with engine failure;
- MSA.
30.01.2006 B-2.2.2-7
Rev.: 014
During taxi any deviation from the standard procedures (weather, RW, SID
change, or change of previously issued departure clearance, take-off from
intersections, etc.) should be clearly pointed out by the Commander. If
take-off from intersection is to be executed, the Right Pilot shall check the
aircraft performance for appropriate RW segment length in the Route
Manual, section GWC.
When the observer’s seat is occupied the observer shall be briefed on the
requirements of maintaining sterile flight-deck environment during take-off
and climb-out up to 10000’ as well as operation of jump seat, oxygen
supply and cockpit evacuation procedures, according to “Observer Safety
Card” located behind LH seat.
Stage Left Pilot Right Pilot
1 Perform PFI, 1 Perform Flight Deck
Make necessary Preparation
arrangements, if required
2 Receive report from C/A 2 Receive latest ATIS
35 min to ETD – doors are closed
about the readiness for the information

flight
3 Accept the aeroplane for the 3 Request ATC clearance.
flight by signing PFI*.
4 Complete Flight Deck set-up.
5 Switch on SEAT BELTS sign when passengers boarding
initiates.
6 Check and approve 6. When required, prepare
loadsheet. manual loadsheet
7 Confirm PAX figures with 7. Once payload is known enter
Cabin Crew and order to data on Fuel Flow/Aircraft
close the doors Weight Indicator and set
speed booklet according to
TOW
8 Call for BEFORE START 8 Action BEFORE START
checklist checklist
(*) An aeroplane should be accepted for the flight by the Commander
regardless which seat he is occupying (see Part A Ch 4).
NOTE: BEFORE START checklist could be done at any convenient
time after flight crew assumes their seats, if circumstances
permit.
B-2.2.2-8 30.01.2006
Rev.: 014
2.2.3 START-UP (doors are closed – engines started)

As soon as airplane doors are closed the Commander calls: “starting
checklist”. Make sure the parking brakes are ON before engine start. After
approval has been obtained from ATC and ground personnel, the engines
are started, the left-hand engine normally first. Then the GPU is
disconnected, after removal of the GPU the right-hand engine is started.
The Commander, who should also handle communication with the ground
personnel, starts the engines. Both pilots should maintain a listening watch
with the ground personnel until both engines have stabilised.
2.2.3.1. Normal Starts

Engine start with GPU
Check GPU is On. Either engine could be started as confirmed from the
ground.
Engine start with Generator

Check Generator of started engine is on line before GPU disconnection.
Engine start with batteries (no GPU available)

Either engine could be started from batteries.
CALLOUTS DURING START

L - „Starting R/L engine.”
R - „R side free - fuel door closed.” (for right engine)
L - „Timing.”
R - „20”
L - „Start.”
L - „ITT.”
R - „Oil Pressure” (above 40 PSI)
R - „Green band”
L - „Open”
30.01.2006 B-2.2.3-1
Rev.: 014
2.2.3.2 Alternate start

(Engine start with a/c batteries / DC –ground power)
The first engine will be started with battery power only. When the first
engine has started, the generator will feed all buses, so starting the second
engine will be with generator power. Follow the normal engine start
procedure as described.
With BAT PWR ONLY the ERP will be in GA and the CAP will show an
ERP FAULT indication. When the generator comes on line the ERP will
automatically reset to T/O and the fault indication will disappear.
Select back-up mode to verify oil pressure on CAP. During start of first
engine only NH and ITT are active. After generator online – normal
indication of engine instruments.
NOTE: EFIS brightness to OFF before start up on battery/DC ext. power.

This checklists below, substitute “Before start” and “After start” normal
checklists.
BEFORE START
FLIGHT DECK PREP-A/C LOG................................................. COMPL

CHOCKS........................................................................................... ON
PARKING BRAKE............................................................................SET
CVR...........................................................................................CKD/ON
HDG MODE SWITCH ................................................................. SLAVE
FIRE PANEL .............................................................................. CHECK
BATTERY.......................................................................................... ON
EXTERNAL POWER (DC)........................................................ ON/OFF
EMERGENCY LIGHT ................................................................ARMED
FLIGHT RECORDER.......................................................................SET
HYDRAULIC .............................................................................. CHECK
FUEL ................................................................... PUMPS OFF/____KG
For battery start: totalizer only
(system 2 pumps ”OFF” light only)
B-2.2.3-2 30.01.2006
Rev.: 014
AIR CONDITIONING ....................................................................... SET

WINDOW HEAT .............................................................................LOW
PRESSURIZATION ......................................................................... SET
EXTERNAL LIGHTS........................................................................ SET
SEAT BELT/NO SMOKING ...............................................................ON
RADAR/TRANSPONDER..............................................................STBY
TEST PANEL ............................................................................. CHECK
- Skid control
- Fire test only on batt.
- Smoke test
TRIM ...................................................................................... 1-2-3-SET

FUEL LEVERS ............................................................................. SHUT
POWER LEVERS .................................................................. GND IDLE
T/O BRIEFING .....................................................................REVIEWED
STARTING
DOOR LIGHTS ............................................................................... OUT
FUEL PUMPS (all 4)..........................................................................ON
START P/B ........................................................................................ON
ANTI COLLISION LIGHT...................................................................ON
ALERT SYSTEM………………………………………………….BACK UP
AFTER START
FUEL....................................................................................... TANK 1-2

START P/B ......................................................................................OFF
ANTI-ICING ..................................................................................... SET
NAVAIDS/FMS ................................................................................ SET
INSTRUMENT .............................................................SYNC/X-CHECK
ALERT LIGHTS .............................................................................. OUT
ERP................................................................................................... T/O
TO-WEIGHT/BUGS .............................................................___KG/SET
TAXI LIGHT .......................................................................................ON
CLEAR SIGNALS .................................................................RECEIVED
GROUND EQUIPMENT ..........................................RIGHT SIDE FREE
CONTINUE WITH NORMAL CHECKLIST
30.01.2006 B-2.2.3-3
Rev.: 014
2.2.3.3. Start-up Sequence
Left Pilot Actions Right Pilot

Callouts Actions and Callouts
“Starting L/R engine” Check right side free, fuel door in
Establish communication with ground closed position and call “Right side
personnel Check Left side free (for LH free – fuel door closed” (for RH
engine) . engine)
ENGINE selector L or R hold
momentarily and call “Timing”
-Check battery loads approx. - 150 A Start timing
When passing 20% NH call “20”

Set FL to START and call
“Start”
Start timing
Monitor engine acceleration and ITT, call Monitor oil pressure, call “Oil
“ITT” pressure”
Check When NH is stabilized in green

band and call “Green Band”
Call “OPEN”
Set FL to OPEN position Check NP
stabilized 62.5 %
Check Generator is on line, select
EXTERNAL POWER off and signal
REMOVE EXTERNAL POWER.
Repeat starting procedure for the other engine when CLEAR signal is given
from ground staff.
Engine shut down (aborted start)

In case of any abnormalities before, during or immediately after the engine
start the abnormal checklists “Discontinued engine start on ground”,
“Runaway during engine start” and “Start fault” shall be referred to.
B-2.2.3-4 30.01.2006
Rev.: 009
2.2.4. TAXI-OUT (off chocks – holding point)

2.2.4.1. PUSH-BACK, PULL-OUT
Check whether pushback or pullout will occur before or after engine start.
Engine starting may be performed before, during, or after pushback. AC
power from a ground power unit and/or an engine driven generator should
normally be available throughout the pushback procedure. If a ground
power unit is used for starting, the engine(s) are started before pushback or
pullout. Confirm parking-brake position before and after the procedure.
Communication should be established with the ground crew. Do not
oppose or hold the nose-wheel steering tiller during pushback or pullout.
Beacon and navigation lights should be ON at all times during pushback
and towing.
When Towing, LP should be ready to apply brakes and stop the aircraft, in
case of tow-bar failure / disconnect.
2.2.4.2. TAXIING
Make sure the parking brake is ON and advise ground engineer to remove
the chocks. At certain airports chocks are removed prior to engine start.
Complete the AFTER START CHECK. Then request taxi clearance and
await ”All Clear” signal. Switch on the taxi-light. Before releasing the
parking brake both pilots should confirm that the area around the aircraft is
free from obstacles, the right pilot checks the right side and confirms
”Right Side Free”.
Advance the power levers slowly to commence rolling and check the
brakes without stopping. When clear of obstacles perform the TAXI
CHECK. Before bringing the aircraft to a stop centre the nose wheel. At an
aft CG, nose wheel load is low and, consequently, nose-wheel steering is
light. On slippery surfaces large tiller deflections may cause noose wheel
skidding. If this occurs, decrease the steering angle and use asymmetric
engine power for turning.
To increase nose-wheel steering effectiveness in strong crosswind
conditions, load the aircraft to obtain forward CG. When taxiing asymmetric
engine power may be necessary to keep the aircraft straight. Do not taxi
out on one engine during normal operations.
NOTE: Under strong wind conditions and ground idle selected, the
ventilation of the engine hot section area may be reduced. In some
cases this may lead to a temperature rise above the level for activation
01.08.2003 B-2.2.4-1
Rev.: 009
of the engine fire warning. A slight increase of NH will improve the
ventilation. Based on the above, the following is advised:
During prolonged taxiing with ground idle and tailwind exceeding 20kt,
increase the NH with 1 to 2% (keep NP below 65%). Avoid prolonged
holding for take-off with the wind directed into the exaust. If such a
prolonged holding can not be avoided, increase NH with 1 to 2%. NP
should be kept below 65% for propeller for propeller stress reasons.
2.2.4.3. POWER-BACK
Whenever the power-back is required, observe the following:
− Power-back manoeuvring may only be performed under
supervision of ground marshaller;
− Remove your feet from the pedals, before applying reverse
power;
− To start backward movement, smoothly apply reverse power;
− To control the speed of taxi, operate power levers only;
− For directional control use only tiller steering;
− To stop the aircraft, apply positive power;
− After stopping, set parking brake and wait for clearance from
ground crew before commencing taxi.
CAUTION: Do not use brakes at any time. Sudden brake application
while rolling backwards may cause the tail to touch the
ground.
2.2.4.4. Maneuvering
Taxi speed should be determined by the LP to avoid collision with any
obstacle(s) / object(s) and achieve safe stop, if required.
To ensure safe maneuvering during tight turns low speed should be
maintained. Asymmetric braking and thrust also can be used. For
description of turning radii refer to Section 0.5 of this manual.
2.2.4.5. Altimeter Setting and Checking

Prior to each flight all altimeters should be set and checked for accuracy,
see OM Part A Ch. 8.3.3:
• The airfield QNH pressure shall be set on all three altimeters.
• Compare the altitude readouts and the aerodrome (aircraft actual
position) elevation within the limit of 50 ft
• Crosscheck a difference between all three altimeter readouts is not
more than 50 ft
• Set the altimeter bugs against the arrows.
B-2.2.4-2 01.08.2003
Rev.: 014
2.2.5. TAKE-OFF (holding point – clean configuration)
2.2.5.1. General
Take-off shall never be initiated in conditions beyond any operational
limitations presented in respective chapters:
aeroplane technical status/conditions,
weather and runway conditions (sec.2.4 and 2.5).
aeroplane take-off performance (see Ch 4 and RM, GWC).
2.2.5.2. Flaps/Power setting

Take-off flaps position
Flap setting shall be separately computed in each case and is included in
Gross Weight Chart. Standard flaps for take-off is 5. Flaps 15 is used for
shorter runways, and also recommended for T/O from contaminated
runways.
Power setting
TO mode shall be selected on ERP (except for EEC inoperative
procedure). Obtain required torque for take-off from Normal checklist or
Quick Reference Handbook (QRH). Enter the table with pressure altitude
and ambient temperature.
2.2.5.3. Speeds Setting

Set the speed bugs as follows: V2; VFLAP Up ; VCLEAN. The speeds should be
set according to airBaltic Sped Book for actual take-off weight and flap
setting.
30.01.2006 B-2.2.5-1
Rev.: 014
2.2.5.4. Take-Off methods

ROLLING TAKEOFF
A rolling takeoff is recommended, whenever possible.
The rolling takeoff may be started upon entering the runway. Power should
not be increased before the aircraft is lined up, as any acceleration out of a
turn or combination of high power setting and braking should be avoided.
STATIC TAKEOFF
A static takeoff shall be performed under the following conditions:
Actual TOW is close to limiting MTOW for runway length or obstacle
Tailwind takeoff
Contaminated runway
Reduced braking action
The aircraft shall be lined up, brought to a stop and the power levers should
if friction permits be set to approximately 80% before releasing the brakes.
CROSSWIND TAKE-OFF
Crosswind take-off capability is good. The upwind wing will have a
tendency to rise, and aileron deflection must be applied towards the wind. If
the wings are kept in level during the take-off, directional control is
maintained as during normal take-off. As the speed increases, the aileron
deflection requirement will decrease. The main objective is to keep the
wings level. Maintain a slight forward pressure on the control column until
rotation. After lift-off, rudder and aileron control should be smoothly
released and the aircraft crabbed into wind.
TAILWIND TAKE-OFF
10 Kts is tailwind component limit (see GWC).
B-2.2.5-2 30.01.2006
Rev.: 014
2.2.5.5. Maneuvering
No turn below 500 feet AGL, if not otherwise stated in SID.
o
Normally a bank angle of 25 shall not be exceeded, if not otherwise stated
in SID.
O
Maximum allowed bank angle is 30
O O
Maximum bank angle at V2 and VCLEAN is 15 . For bank angles of 15-30 ,
increase respective speed by 10 KIAS.
O
Do not exceed 15 nose up attitude.
NOTE: Rotation of take-off attitude should take approximately 3
seconds. Too fast rotation may result in the tail touching the
runway. Following the correct rotation the speed at lift-off is
normally slightly above V2.
Acceleration Altitude: Company standard is 1000 ft AGL (if not specified by
GWC, but never below 400 ft AGL).
30.01.2006 B-2.2.5-3
Rev.: 014
2.2.5.6. Noise Abatement Procedure (NAP)

This noise abatement procedure shall be used only if Aerodrome Special
Information and Regulations (RM, appropriate ASIR pages) require the use
of NAP for aircraft certified in accordance to the ICAO Annex 16, Volume 1,
Chapter 3.
Noise Abatement Departure Procedure (NADP)
Only this NADP shall be used irrespective from the NAP procedure (A, B,
etc.) required for the particular airport.
Accelerate to En-Route Climb

3000 ft
Accelerate and Retract CLIMB Power

Flaps as for normal
departure
1500 ft
Take off Power

(V2+10kt)
1) Take-off to 1500 ft/GND:

- Take-off Power;
O O
- Take-of Flaps 5 or 15 (ref. Performance calculations);
- Climb at V2+10kt.
2) At 1500 ft/GND:
- Accelerate during climb and retract flaps;
as for normal departure;
- Climb Power;
- Normal transition to en-route climb.
CAUTION: During initial climb the pitch attitude should not exceed
O
15 nose up. If this attitude is reached, allow the speed to
rise above the target value.
B-2.2.5-4 30.01.2006
Rev.: 014
Noise Abatement Approach Procedure (NAAP)

No changes until starting descent on final (GS/GP);
Glide Slope/Path – Flaps 10 deg and Speed 160 Kts;
1 500’ to Minimum – Gear down, speed 160 Kts, and complete
Landing Checklist without delay;
1 000’ to Minimum – Final Flap/Final speed;
500’ RA – stabilized.
30.01.2006 B-2.2.5-5
Rev.: 014
2.2.5.7. Crew Co-ordination
Line-up
During taxi the take-off data for actual runway/conditions should be quickly
reachable to approve or reject take-off from intersection, which may be
offered by ATC.
When line-up clearance is received, taxi into takeoff position at the end of
the runway or at other approved takeoff point. Align the aircraft on or close
to the runway centerline before applying power. Complete “Line-up”
checklist, shortly before entering the runway.
When lining up in takeoff position on the runway L/P confirms runway
heading to correspond with compasses or visual markings and checks
takeoff data to be valid for actual runway and takeoff position by calling out
”Runway Heading”. R/P confirms by calling ”Checked, Torque . . . .”. L/P
will turn on the landing lights when takeoff clearance is received for
recognition and prevention of bird impact.
Check Flight Director is set to GA, HDG and ASEL modes, and first
authorised ALT/FL is set.
B-2.2.5-6 30.01.2006
Rev.: 014
Normal Take-off
Phase
LP RP
When cleared for take-off
“Timing” Hold control wheel and set

Steer nose wheel steering., set aileron into the wind. Start
Power Levers to TO detent timing, Check TRQ, T/O bug,
position in approximately 4 NP=100%, Check AF/APR
seconds ARMED/STAND BY lights on,
“Power Set” oil press/oil temp, ITT.
Up to 60 Kts - hold the control
Control the nose wheel steering wheel with the right hand and
until a speed of 60 Kts apply slight forward pressure.
Verify required TRQ obtained

and call: “60kts, Power
“My /Your/ controls” Checked”
60 Kts
“My controls” (if PF)
PF will take over the controls. LP will keep the right hand on
the Power Levers ready for take-off abortion before V1.
CAUTION: In case of actual TRQ is less than required TRQ by more

than 2%, or split between actual torques is more than 4%,
Aborted Take-off procedure shall be performed.
30.01.2006 B-2.2.5-7
Rev.: 014
PF PM
Maintain directional control by Monitor the engine instruments
the use of rudder and speed increase
“V1”
“Continue”
“Rotate”
LP removes his right hand from
Power Levers.
PF starts rotation of the aircraft
to initial climb attitude by a
positive back pressure on the
V1 control column. It is
recommended to follow the FD.
o
- Rotation to 8- 10 will result in
a speed of V2+10 KIAS.
- Check the airspeed indicator to
confirm that this speed is
maintained.
Fly command bar When a positive rate of climb is

Insure positive rate established
“Positive Climb”.
“Gear up” select gear up, checks gear is
Airborne
up and locked
The wheel brakes are “Gear is up, light out”
automatically applied when
landing gear is retracted.
To avoid gear damage, do not
brake the wheels with foot
pedals.
“IAS” Select IAS mode on FMP.

Initial climb
Maintain speed at V2+10 up to Cross-check aircraft attitude

acceleration altitude and
speed indicators
B-2.2.5-8 30.01.2006
Rev.: 014
1000’ AGL (if not specified in RM, but never below 400’).
“Flaps up Speed”
PF, accelerating through the
Flaps up speed,
will call: “Flaps Up”.
Acceleration Altitude
“Clean Speed…”
Select flaps up and when flaps
have been checked to be up
“Flaps Zero”
When speed is Vclean or more
and altitude above acceleration
altitude command :
“Climb power”
PM will set, check Climb power Set, check Climb power and
and call: call:
"Climb power set"
Accelerate to desired climb
speed
“After Take-off Checklist” Complete the Checklist
Do not allow the reading of After

T/O Checklist to divert your
attention from the flight
Not below
3 000 ft
instruments and normal look

out.
If the reading of After T/O

Checklist is delayed, resetting of
the altimeters when climbing
through Transition Altitude or
when cleared to a flight level.
NOTE:
- If Autopilot is not engaged, all settings to be done by PM.
- AP may be switched ON above 400 ft AGL.
30.01.2006 B-2.2.5-9
Rev.: 014
B-2.2.5-10 30.01.2006
Rev.: 010
2.2.6. CLIMB (clean configuration – FL reaching)
2.2.6.1. Division of Duties

During climb duties of the crewmembers are divided into PF and PNF
according to the Crew Co-ordination Concept see OM Part A Chapter 8.0.
2.2.6.2. Navigation
Conventional NAV aids for non-RNAV navigation (VOR, DME, NDB) should
be used for navigation in Terminal Area (TMA) or R/V (vectoring) shall be
requested. Use of FMS/GPS as a primary source for SID execution is not
approved.
Vertical navigation requirements normally are included in the SID

description. Minimum climb gradient (if indicated) shall be maintained.
Failure to maintain the gradient shall be reported to controller.
Adherence to published altitude crossing and speeds restrictions is
mandatory unless otherwise cleared.
2.2.6.3. Speeds / Power Setting
Speeds
To accelerate to climb speed, maintain approximately 8° pitch. Normal
climb speed is 160 kt. Alternate climb speeds are between 140 kt and 180
kt. Max R/C speed is approximately 140 kt. In icing conditions maintain
minimum 160 kt. If climb speed is reduced below 140kt a rather
pronounced propeller induced airframe vibration will occur.
Approaching assigned Altitude/FL (1 000 to go) the maximum of 1000

ft/min rate of climb should not be exceeded to prevent altitude deviation
and for passengers comfort.
Do not operate AP pitch wheel when ASEL mode is active.
NOTE: Remember, that the final acceptance of ATC clearance to deviate from
published SID lies with the Commander, provided obstacle clearance criteria,
airplane limitations and operational conditions are taken into account.
01.02.2004 B-2.2.6-1
Rev.: 010
Power
After selection of CLB power on ERP check:
- NP………85%
- Torque….BUG
2.2.6.4. Altimeters Setting

Standard pressure (1013.25 HPa) shall be set and cross-checked on both
primary pressure altimeters during climb, when cleared to FL but not later
than passing Transition Altitude.
For maximum acceptable differences between altimeters see OM-A, 8.3.3.
2.2.6.5. Auto Flight
AP may be engaged above 400 ft usually in clean configuration.
The AFCS is used in the NAV mode to intercept and track the required
VOR-radial or in the HDG mode. Use IAS mode to maintain the required
climb speed. Check ASEL mode armed.
For more detailed information see AOM “System operation” section.
B-2.2.6-2 01.02.2004
Rev.: 010
2.2.7. CRUISE (FL reaching – FL leaving)

During the cruise, duties of the crewmembers are divided as PF and PNF
according to the Crew Co-ordination Concept (see OM Part A Chapter 8.0).
2.2.7.2. Navigation
For route flying use FMS/GPS and verify the airplane position using other
navigation sources such as VOR, DME, NDB along the route.
If there is doubt about actual airplane position, do not hesitate to request
assistance from ATS.

After reaching cruise speed, select cruise power on the ERP. Do not
exceed VMO when cruising at low altitude. Specific fuel consumption
improves with increasing altitude. For fuel economy the highest possible
cruise level should be selected. Cost per flight hour may dictate lower
cruise level. Highest speed is obtained at FL 170.
01.02.2004 B-2.2.7-1
Rev.: 010
2.2.7.4. Fuel Management

Fuel consumption shall be monitored through the flight by verifying actual
and in Flight Plan calculated fuel figures at suitable points along the route.
Fuel checks should be performed after 1 hour of flight time and thereafter
at approx 30 min intervals, as well as before descent during the approach
briefing. Deviations from pre-calculated fuel figures should be noted.
If the amount of usable fuel is decreased by any reason and the flight is
diverted, for replanning see Section 5, Flight Planning.
Autopilot (AP). The AP shall be switched ON, if operative.

B-2.2.7-2 01.02.2004
Rev.: 011
2.2.8. DESCENT (FL leaving – cleared for approach)

During descent duties of the crewmembers are divided as PF and PNF
according to the Crew Co-ordination Concept (see OM Part A Chapter 8.0).
2.2.8.2. Navigation
Conventional NAV aids for non-RNAV navigation (VOR, DME, NDB) should
be used for navigation in Terminal Area (TMA) or R/V (vectoring) shall be
requested.. Use of FMS/GPS as a primary source for STAR execution is
not approved.
Adherence to published altitude crossing and speeds restrictions is
mandatory unless cleared otherwise.
NOTE: Remember, that the final acceptance of ATC clearance to deviate from
published STAR lies with the Commander, provided obstacle clearance criteria,
airplane limitations and operational conditions are taken into account.

At top of descent point select VS mode with 1000 ft/min R/D. While
maintaining cruise power increase speed to VMO/ 220 kt. When reaching
this speed select IAS mode and reduce torque to approx 40% for a R/D of
1500 ft/min. Adjust R/D compatible with distance to go by adjusting torque.
For descent planning use the following table:
Speed (kt) Torque % R/D ft/min

220 60 500
220 50 1000
220 40 1500
220 25 2000
220 Flight Idle 3000
160 35 0
160 20 500
160 Flight Idle 1500
VS mode may be used for descent all the time, maintain VMO/ 220 kt by
torque adjustments.
For descent planning use 5 nm/1000 ft above FL 200 and 3 nm/1000 ft
below FL 200.
15.08.2004 B-2.2.8-1
Rev.: 011
Cruising altitude should be maintained as long as possible. A number of
factors affect the top of descent point.
- Flight level and airport elevation (initial approach altitude).
- Conditions during descent (wind, icing, turbulence).
- Weather at destination and alternate (visual or instrument
approach).
- ATC requirements.
- Terminal area procedures and runway in use.
To reduce speed or to increase rate of descent R/D in a high and close
situation, reduce power to flight idle. When reaching the desired speed or
altitude increase power. Confirm arming ASEL mode to level off at
assigned level or altitude. At approx. 10 000 ft or when cleared below
transition altitude complete the APPROACH CHECK.
Approaching assigned Altitude/FL (1 000 to go) the maximum of 1000
ft/min rate of climb should not be exceeded to prevent altitude deviation
and for passengers comfort.
NOTE: For Vertical Speed limitations see OM-A, 8.3.19.
2.2.8.4. Altimeters Setting

QNH (QFE in exceptional cases) should be set on altimeter pressure
scales during descent, when cleared to Altitude, but not later than passing
Transition Level (TL).
For Altimeters Setting Procedure see OM Part A Ch. 8.3.3.

Flight Director (FD) shall be used as discussed above and followed.
Autopilot (AP) engagement is highly recommended for the flight in the
areas of intensive traffic and during Checklist execution.
2.2.8.6. Holding
The recommended holding speed is VREF 25 + 50. Use AFCS HDG mode
and ALT mode. To descend in a holding pattern, select IAS mode and
reduce power. To level off again, select ASEL mode.
For holding procedures flying see SAS RM Rules and Regulations Ch. 15.
B-2.2.8-2 15.08.2004
Rev.: 011
2.2.8.7. Approach Briefing

The purpose of the approach briefing is to be well prepared for an
approach to land on the assigned RW. The PF should conduct the briefing
in good time before commencing the approach, normally about 5 minutes
prior to descent. The following shall be considered:
− Actual weather for destination;
− Weather and Fuel requirements for alternate;
− RW-in-use;
− Type of approach, use of AFCS modes;
− Nav aids frequencies and settings;
− Initial routing and altitude, OM;
− Threshold elevation;
− MSA;
− Minimum and Missed approach procedure;
− Landing Weight / Speeds;
− Any technical INOP items;
− RW vacation and taxi route.
The volume of the approach briefing depends on weather conditions,
aircraft equipment and ground facilities available, STAR to be flown, Crew
experience. Deviation from the SOPs shall be mentioned separately.
If both pilots are well familiar with the airport the term “short briefing” may
be used. At least following items shall be covered:
− RW-in-use;
− Type of approach;
− Minimum and Missed approach procedure;
− MSA;
− Landing Weight / Speeds.
NOTE: 1) If observer has not been briefed before, he should be briefed on the
requirements of maintaining a sterile cockpit below 10 000’ as well as
operation of jumpseat, oxygen supply and cockpit evacuation procedures.
according to “Observer Safety Card” located behind LH seat.
2) For any significant changes during approach (weather, RW/ STAR etc.)
additional briefing should be conducted.
Approach briefing accomplishment shall normally be followed by “Descent”
checklist fulfillment.
15.08.2004 B-2.2.8-3
Rev.: 011
B-2.2.8-4 15.08.2004
Rev.: 014
2.2.9. APPROACH (cleared for approach – DA/DH)
2.2.9.1. General
Before commencing an approach to land, the Commander shall satisfy
himself that, according to the information available to him, the weather at
the aerodrome and the condition of the runway intended to be used should
not prevent a safe approach and landing.
All approaches should be flown in strict adherence to Standards specified
below if not specified otherwise by the local procedures.
If controller requests to keep specific speed / profile due to traffic,
remember, that the final acceptance of ATC clearance to deviate from
published procedure lies with the Commander, provided obstacles
clearance criteria, airplane limitation and operational conditions are taken
into account.
a) Approach Ban Rules
An instrument approach may be commenced regardless of the reported
RVR/Visibility*.
If reported RVR / Visibility* is less than the applicable minima, an
instrument approach shall nor be continued below an altitude when
decision to establish final approach configuration and speed shall be made:
1500’ Radio Altitude for Cat2 approach. and
1000’ to Minimum for all other approaches.
If the reported RVR/visibility* falls below the applicable minimum after that,
when final approach configuration and speed have been established, the
approach may be continued to DA/DH.
The approach may be continued below DA/DH and the landing may be
completed provided that the required visual reference is established and
maintained.
NOTE: RVR/visibility* - where RVR is not available, RVR values may
be derived by converting the reported visibility using the
following table:
RVR = Reported Met. Visibility x
Operational lighting elements
Day Night
HI approach and landing lights 1,5 2,0
Any other than above 1,0 1,5
No lighting 1,0 Not applicable
30.01.2006 B-2.2.9-1
Rev.: 014
b) Stabilized Approach Concept
To ensure safe transition to visual flight and/or safe landing by decreasing
flight crew workload, aircraft and flight crew readiness for these critical
stages of the flight should be established and confirmed in advance. Use of
1000’ and 500’ Radio Height gates for that purpose is known as Stabilized
Approach Concept.
1’000 feet gate used for all types of Non-precision and CAT 2 approaches;
500 feet gate used for all other approaches.
An approach that is not stabilized or becomes unstabilized below 1000 /

500 RA feet requires an immediate go-around.
CRITERIA:
1. The aircraft is on correct flight path, flown at the desired approach
speed in the landing configuration. Only small changes in HDG, Pitch and
Thrust/Power are required to maintain these stabilized parameters.
Precision Max deviation from localizer and
approach glide slope – one dot.
Non-Precision
Flight Path Along the desired flight path
approach
Wings shall be level at/before 300
Circling
RA
Landing gear Down
Configuration
Flaps Landing Configuration
Speed Target speed – minus zero, plus 20Kts
Rate of descent Max 1 500 feet/min

2. The Flight Crew is fully ready for transition to visual flight and/or landing
– all briefings / checklists and other preparations have been completed.
B-2.2.9-2 30.01.2006
Rev.: 014
c) Transition to visual landing

Transition from instrument approach to visual landing shall be started not
later than at 100’ to Minimum and shall be accomplished not later than at
Minimum (DA/DH).
The approach may be continued below DA/DH and the landing may be
performed only if required visual reference is established and maintained.
At least one of the following visual references for the intended runway shall
be distinctly visible and identifiable to the pilot:
Elements of the approach light system;
The threshold;
The threshold markings;
The threshold lights;
The threshold identification lights;
The visual glide slope indicator;
The touchdown zone or touchdown zone markings;
The touchdown zone lights; or
Runway edge lights.
d) Use of Altimeters
Non-precision + CAT 1 ILS - MINIMUMS are based on QNH and read on
the Pressure altimeter while the Radio altimeter DH selector will be set
on/below Zero feet to avoid all unnecessary warnings.
NOTE: As pressure altimeters are calibrated to indicate TRUE Altitude
under International Standard Atmosphere (ISA) conditions, all
crossing altitudes and minima shall be corrected for extreme
low ambient temperatures to maintain the desired Glide Slope /
Path and not violate the Minimum.
CAT 2 - MINIMUMS are based on Radio altimeter and the Decision Height
to be set on it (see Ch 2.4.4).
e) Use of Call-outs
Standard call-outs for approach are mandatory and given in respective
chapter below for particular type of approach.
If visual contact has been established by PF earlier during approach and
confirmed with the call-out “Contact”, transition call-outs should be omitted.
30.01.2006 B-2.2.9-3
Rev.: 014
f) Speed settings
Speed bugs should be set as follows:
Inner bug at VREF;
One outer bug at VCLEAN;
Second outer bug at 160 kt.
The Approach speed (VREF +10) should be corrected for wind including
gusts as follows:
Wind up to 10 kt: ............................................................. no corrections;
Wind and gust 10 to 20 kt: ........................................................add 5 kt;
Wind and gusts more than 20 kt: ............................................add 10 kt.
2.2.9.2. Non-Precision Approach

A standard instrument approach in which no electronic glide slope is
provided e.g. LLZ, VOR, ASR or NDB.
General
For all types of non-precision approaches CANPA (Constant Angle Non-
Precision Approach) procedure shall be used. As no electronic glide slope
is available - desired Glide Path shall be established for particular approach
by means of a number of crossing altitude check points that normally are
given in appropriate tables on IAL chart plates.
Execution – Maximum use of automation is recommended.

Desired Glide Path shall be followed permanently by establishing required
vertical speed appropriate to Glide Path angle and aircraft ground speed
(vertical speed versus ground speed table is also given on IAL chart
plates).
Altitude checks shall be made passing crossing altitude check points and
vertical speed has to be adjusted respectively.
NOTE: All crossing altitudes and minima shall be corrected for extreme
low ambient temperatures to maintain the desired Glide Path
and not to violate the Minimum.
Transition from instrument approach to visual landing shall be made in the
same manner as for precision approach – during constant descent down to
the minimum (DA). If required visual contact has not been established upon
reaching the Minimum (DA), go-around shall be initiated immediately.
B-2.2.9-4 30.01.2006
Rev.: 014
NOTE: To avoid MDA penetration due to altitude loss during go-around
Minimum (normally equal to MDA) has been raised by 30’ feet
for constant rate of descent procedure.
As soon as visual contact is established, prompt actions have to be taken
to correct Glide Path using all available means (PAPI, VASIS, etc.).
Limitations:
LNAV mode must not be used for an approach.
The autopilot may remain engaged down to 300’ AGL.
1) DME Available
ALT versus DME table will be depicted in IAL chart.
Briefing
As this type of approach is used very rarely in day-to-day operations, more
detailed briefing should be completed covering procedure execution and
crew co-ordination.
All available means shall be used to ensure that TRUE Glide Path is
maintained and Minimum is not to violated:
All crossing altitudes and minima shall be corrected for extreme low
ambient temperatures;
1000’RA. Approach shall be stabilized. Pressure altimeter should be
checked for reliability and indicate: 1000’ + threshold elevation.
Initial Approach
Should be flown according to IAL chart using all available facilities with
particular caution not to violate any Minimum Safe Altitude.
All radio aids used for approach should be identified and set to utilize PFD, ND and
DBI in a more efficient manner.
The required QDM as a course on MSP should be set before the final turn.
Plan to establish on final not closer than about 3NM before the desired
Glide Path.
Establish speed 180Kts.
30.01.2006 B-2.2.9-5
Rev.: 014
Descent
Descent on Glide Path using crossing altitude checkpoints shall not be
O
initiated unless not established on final (within +/- 5 on the NDB or ½ scale
deflection on VOR/LOC).
Once established in constant descent, deviations from desired Glide Path
at the moment of passing crossing altitude checkpoints should be noted by
PM as:
”XXX (feet) above / below”.
PF shall correct vertical speed respectively to return to desired Glide Path.
B-2.2.9-6 30.01.2006
Rev.: 014
Transition
later than 100’ to Minimum and shall be accomplished not later than at
Minimum (DA).
Required visual reference to continue below Minimum (DA) is given above.
Crew Co-ordination
Phase PF PM
Establish speed ≤180 Kts and call: Check speed ≤ 180 Kts, Select
Approaching the Glide Path
2 NM
O
“Flaps 10” flaps 10 and when they are
reached selected position, call:
“Flaps 10, Speed 160”
Establish speed 160KTS and set
APA for GA altitude:
“Gear down. Checklist” Check the speed below 170, select
1 NM
Select VS mode and start descent Landing Gear down and when they
with the appropriate vertical speed. are checked down, call:
“Gear is down”
Initiate Landing Checklist.
Correct the VS to pass advisory
distance / altitude points at the
On GP
Help PF to maintain flight profile by

published altitudes.
using proper standard call-outs
Maintain /correct heading to stay on
inbound radial (QDM)
The approach to be continued only if officially reported RVR / visibility is
not less than the Landing Minimum.
“1 000’ to Minimum”
1 000 to Minimum
Check speed ≤ 160 Kts,call:

“Flaps 25”
Check speed ≤ 160 Kts,
O
Select flaps 25
and when they are reached selected
position, call:
Establish final speed. “Flaps 25. Speed …”
Adjust vertical speed to stay on Complete Landing checklist.
GLIDE Path with reduced ground
speed
30.01.2006 B-2.2.9-7
Rev.: 014
Phase PF PM
Pressure altimeter reliability check
1 000’ Radio
(1000’ + threshold elevation)

“Pressure altimeters checked” Check pressure altimeter.
“1000 Radio. Stabilized.
Minimum … “
Confirm validity of PM’s call,
100’ to Minimum
“Checked”
start to divide the attention between “100’ to Minimum”
flight monitoring and look out for
visual references. When sufficient Brief immediately PF about the
deviations or malfunctions
guidance for landing has been
obtained,
“Contact”.
if required visual contact for landing
is established and maintained:
“Contact”
Minimum
“Minimum”
Initiate Go-around if visual contact
Initiate Go-around if there is no
for landing is not established or
response from PF on your challenge
aircraft position and/or movement
relative to runway cannot guarantee Continue to monitor instruments and
safe landing. PF performance
Visual Glide Slope guidance (e.g. PAPI) to be observed and prompt actions to be
taken to correct GP.
B-2.2.9-8 30.01.2006
Rev.: 014
30.01.2006 B-2.2.9-9
Rev.: 014
2) DME Not Available

FAF shall be well defined for which and ALT versus timetable will be given
in IAL chart.
CAUTION: This type of approach is considered very complicated and
should be avoided in daily operations whenever possible.
Briefing
As this type of approach is used very rarely in day-to-day operations, more
detailed briefing should be completed covering procedure execution and
crew co-ordination.
All available means shall be used to ensure that TRUE Glide Path is
maintained and Minimum is not to violated:
All crossing altitudes and minima shall be corrected for extreme low
ambient temperatures;
1000’RA. Approach shall be stabilized. Pressure altimeter should be
checked for reliability and indicate: 1000’ + threshold elevation.
Initial Approach
particular caution not to violate Minimum Safe Altitude.
All radio aids used for approach should be identified and set to utilize PFD,
ND and DBI in the mot efficient manner.
The required QDM as a course on MSP should be set before the final turn.
Racetrack procedure to establish on final should be executed on a speed of
180 Kts outbound timing for Category C aircraft.
Initial descent (step down)

Descent to FAF (outer marker) crossing altitude shall be initiated when
O
established on final (within +/-5 on the NDB or ½ scale deflection on
VOR/LOC).
After leveling off at FAF (Outer marker) crossing altitude final speed and
aircraft configuration to After leveling off at FAF (Outer Marker) crossing
altitude final speed and aircraft configuration to be established and Landing
checklist has to be completed.
NOTE: Set APA for GA altitude, if not below, once the FAF (outer
Marker) crossing altitude is captured.
B-2.2.9-10 30.01.2006
Rev.: 014
Final descent (constant rate fo descent)
Passing FAF (outer marker):
Start Timing
Establish constant rate of descent profile by adjusting vertical speed
according to the ground speed (use IAL Chart).
Once established in constant descent, deviations from desired Glide Path
at the moment of passing crossing altitude checkpoints should be noted by
PM as:
”XXX (feet) above / below”.
PF shall correct vertical speed respectively to return to desired Glide Path.
Transition
later than 100’ to Minimum and shall be accomplished not later than at
Minimum (DA).
Required visual reference to continue below Minimum (DA) is given above.
30.01.2006 B-2.2.9-11
Rev.: 014
Crew Co-ordination
Phase PF PM
Establish speed ≤ 180 Kts and call:
“Flaps 10”
Check speed ≤ 180 Kts, Select
O
flaps 10 and when they are
Established on Final
reached selected position, call:

Establish speed 160KTS and set
APA forFAF (Outer marker)
crossing altitude: Check the speed below 170, select
“Gear down. Checklist” Landing Gear down and when they
Select ASEL/VS mode and start are checked down, call:
descent with the appropriate vertical “Gear is down”
speed. Initiate Landing Checklist.
FAF (Outer Marker)
crossing altitude
“Level-off”
Level-off, Set APA for GA altitude:
“Flaps 25” Check the speed ≤160 kts.
O
Maintain /correct heading to stay on Select flaps 25 and call:
inbound radial (QDM) “Flaps 25”
Complete Landing checklist.
“FAF (OM)”
“Timing”
Start timing.
(OM)
FAF
Select VS, set vertical speed

appropriate to ground speed to follow
the glide path.
Passing crossing altitude
on Glide Path
Descending
checkpoints call deviations from

Adjust vertical speed to stay on desired GP:
Glide Path with reduced ground ”XXX (feet) above / below”.
speed.
Pressure altimeter reliability check

1 000’
Radio
(1000’ + threshold elevation) Check pressure altimeter.

“Pressure altimeters checked” “1000 Radio. Stabilized.
Minimum … “
B-2.2.9-12 30.01.2006
Rev.: 014
Confirm validity of PM’s call,
100’ to Minimum
“Checked”
start to divide the attention between “100’ to Minimum”
flight monitoring and look out for Brief immediately PF about the
visual references. When sufficient deviations or malfunctions
guidance for landing has been
obtained, “Contact”.
if required visual contact for landing
is established and maintained:
“Contact” “Minimum”
Minimum
Initiate Go-around if visual contact Initiate Go-around if there is no

for landing is not established or response from PF on your
aircraft position and/or movement challenge.
relative to runway cannot guarantee Continue to monitor instruments and
safe landing. PF performance.
Visual Glide Slope guidance (e.g. PAPI, VASIS) to be observed and prompt actions
to be taken to correct GP.
30.01.2006 B-2.2.9-13
Rev.: 014
B-2.2.9-14 30.01.2006
Rev.: 014
Use of AP/FD
Approaches can be flown with AFCS in the following modes:
APPROACH AID
LOC VOR
ILS BCRS ASR NDB
ONLY (DME)
AFCS LATERAL
BC NAV HDG VAPP HDG
MODE
The FD is very useful if engaged in the appropriate horizontal mode (HDG

or VOR/LOC) and vertically using VS.
Precision Approach – Cat 1 operations

Precision approaches are accomplished by using ILS or Ground Controlled
Approach (GCA) with a decision height not lower than 200’ and with RVR
not less than 550 m.
Limitations:
LNAV mode must not be used for an approach.
The autopilot may remain engaged down to 50’ AGL(ILS) and
200’AGL (GCA).
Initial Approach
particular caution not to violate any Minimum Safe Altitude.
Before establish on Localizer (as a good rule at 5NM lateral) check / set
ILS frequency and the final approach course on the FMP. Arm NAV / GS
mode when angle between present and inbound course is less than 90°.
On Final
Establish speed 180 Kts in clean configuration.
30.01.2006 B-2.2.9-15
Rev.: 014
Crew Co-ordination
Phase PF PM
“Localizer coming/captured”
“Checked/Checked”
LOC alive
G/S alive
“G/S coming”
“Checked”
Approaching Localizer/GS
Check the speed ≤ 180, and call:

“Flaps 10” Check the speed ≤ 180, Select flaps
1 dot
10, and when they reached selected

position, call:
“Flaps 10,Speed 160”
“GS captured”
Check speed ≤ 170 Kts and call:
GS
“Gear down, Checklist” Select Landing Gear down and

when they are checked down:
“Gear is down”
On GS
Monitor / crosscheck FD / AP Help PF to maintain flight profile by

performance using proper standard call-outs
The approach to be continued only if officially reported RVR / visibility is
not less than the Landing Minimum.
1 000 to Minimum
Check speed ≤ 160 Kts, “1 000’ to Minimum”

“Flaps 25”
Check the speed ≤ 160,
Select flaps 25, and when they
reach selected position, call:
“Flaps 25”
Complete Landing checklist
500’ Radio 1 000’ Radio
Pressure altimeter reliability check “1000 Radio“

(1000’ + threshold elevation)
“Pressure altimeters checked”
Check pressure altimeter.
“500’ Radio Stabilized”
“Checked”
B-2.2.9-16 30.01.2006
Rev.: 014
Confirm validity of the PM’s call, “100’ to Minimum”

100’ to Minimum “Checked”
start to divide the attention Brief immediately PF about the
deviations or malfunctions
between flight monitoring and look
out for visual references. When
sufficient guidance for landing has
been obtained: “Contact”
If required visual contact for
landing is established and “Minimum”
maintained: “Contact” Perform Go-around if there is no
Minimum
Perform Go-around if visual response from PF on your

contact for landing is not challenge
established or aircraft position
and/or movement relative to Continue to monitor instruments
runway cannot guarantee safe and PF performance
landing.
30.01.2006 B-2.2.9-17
F-50
Rev.: 014
B-2.2.9-18
PF
Precision Approach
Gear Down
Flaps 10 Checklist
1 Dot to Fly GS
V-180
On Loc
Flaps 10
Speed 160
PNF Pressure Altimeters Checked
1000 to
Minimum
Checked
Checked
1000 Radio
Normal procedures
500 Radio Contact /

Note: Below 500 Ft with Contact no calls required. Stabilized Go Around
/Not Stabilized.
Go Around 100 to
Minimum Minimum
30.01.2006
OM - Part B
Rev.: 014
2.2.9.3. Monitored Approach

Special procedure, applicable to both Precision and Non-Precision
approaches and is intended to enhance the transition from instrument
approach to visual landing in marginal weather conditions.
Monitored approach procedure shall be used when actual weather
(vertical visibility and RVR / visibility) is equal or less than 300’/1’500m.
Monitored approach procedure is recommended for use when you expect
not to be visual at 100’ to Minimum altitude.
NOTE: There are no differences with normal approaches down “100’ to
Minimum” gate.
Crew co-ordination
LP RP
General
will execute transition to visual flight will execute the instrument part of the
and landing – PF from the Minimum approach – PF down to Minimum
“100’ to Minimum”
100’ to Minimum
Confirm validity of the PM’s call and:

“Checked, looking out”
Start look out for visual references. Brief immediately LP about deviations
or malfunctions and perform Go-
When sufficient guidance for landing
around if there is no response from
has been obtained: him.
“Contact, My controls”
“Minimum”
“Go-around”
if visual contact for landing is not Perform Go-around upon LP request
established or aircraft position and/or or if there is no response from LP on
Minimum
movement relative to runway can not your challenge

guarantee safe landing, or
“Contact, My controls” Remove your hands from controls
if required visual contact for landing is only after clear “My controls” from
established and maintained. LP. Continue to monitor instruments
Take controls and perform landing. and brief PF using standard call-
outs, if deviation become excessive
30.01.2006 B-2.2.9-19
Rev.: 014
2.2.9.4. Visual Approach

An approach by an IFR flight when either part or all of instrument approach
procedure is not completed and the approach is executed in visual
reference to terrain.
a) Visual approach clearance and separation.
Clearance for visual approach could be given when the pilot reports at
any time during instrument approach that the meteorological
conditions are such that allows visual reference without interruption
to complete entire visual approach and landing.
Separation during approach to be provided by the controller unless
pilot reported the preceding traffic inside and are cleared to maintain
“Own separation”.
LIMITATION: Own separation procedure is prohibited at night.
b) Main rules that shall be followed

The entire instrument approach procedure shall be executed unless
the clearance for a visual approach is received.
Aeroplane shall not be flown below 3 degrees prolonged glide path
Approach shall be stabilized not later than at 500’RA.
B-2.2.9-20 30.01.2006
Rev.: 014
c) Main rules that should be followed

Instrument approach facilities (non-visual aids such as an ILS, VOR,
DME, NDB etc) as back up for the visual approach should be used, if
available.
It is recommended to switch off AP/FD (STBY mode on FMP) and
complete the visual approach manually.
point yourself to intercept inbound course at 1000’RA (3 NM from
threshold) to be stabilized at 500’RA.
Crew co-ordination
Within the limitations and recommendations presented the pilots are free to
choose the way in which the particular visual approach will be completed.
Concerning the methods and profile to execute particular visual approach:
It is PF obligation to brief PM about it;
It is responsibility of the Commander to accept it;
It is responsibility of PM to assist PF in execution of it.
Normal Circuit
The procedure described below covers a complete visual circuit and
landing. This procedure normally is used for visual circuit during aerodrome
or simulator training flights.
In situations where a circuit is not required, altitude, configurations and
speeds should be adapted.
Enter downwind at 1500 ft, speed 160 kt.
Abeam runway midpoint select flaps 10.
Abeam runway threshold, select landing gear down and start timing 30
sec plus or minus 1 sec/kts head-wind or tailwind component.
When time is up, select flaps 25 and commence a descending turn to
base leg.
Reduce to approx. 20% torque
Complete before landing check
Aim to be established on a 3° glide path at approx. 500 ft
Reduce speed to cross the threshold at VREF
30.01.2006 B-2.2.9-21
Rev.: 014
2.2.9.6. Circling
A special procedure to brake through the clouds using instrument approach
facilities for one runway accomplished with the visual phase to bring the
aircraft into position for landing on a runway which is not suitably located
for strait-in instrument approach. Will normally be flown whenever the
instrument approach facility does not serve the landing runway.
a) Planning
Appointment of the Pilot Flying for the approach depends on the
circling direction, to have the runway in sight during the visual
maneuvering circling at all times.
With a choice of circling directions, in crosswind conditions, circle on
the downwind side to reduce radius and ground speed in the final
turn.
Normally circle with gear down and flaps 10° at speed 130 Kts, which
corresponds to Category B circling minima.
b) Execution
Instrument part of the approach
Should be flown according to appropriate instrument Precision / Non-
precision approach procedure (except for Landing Gear down callout) and
visual contact with the runway shall be established not later than leveling of
at MDA.
Use the Altitude Preselect to level off at MDA, then select the APA for Go-
around.
NOTE: During ILS approach the APP mode can be cancelled by
selecting HDG and VS modes, and A/C will intercept MDA pre-
selected on APA altitude.
The 45 and 30 seconds timing in procedure is given for still air. Reduce this
by 3 seconds per 10 Kts tailwind component.
Disconnect F/D and AP once the descent from MDA is initiated.
O
During final turn set the landing gear down and flaps 25 and establish final
speed to be stabilized on final not below 300’ RA.
B-2.2.9-22 30.01.2006
Rev.: 014
Crew co-ordination
PF PM
If required visual contact with the “Minimum”
At MDA
runway is established and maintained: Perform Go-around if there

“Contact” is no response on your
Level of at the MDA. challenge.
Turn by 45° and proceed 45 sec to
1 NM
provide the required lateral separation,

then fly parallel to the runway of
intended landing
“Timing” Start the clocks, and in 30
Abeam the
threshold
Disconnect A/P and F/D and start sec call:

turn with descent profile about 3°. “Turn final”
“Gear Down” Select Gear Down.

Established on final
“Flaps 25” Select flaps 25, and when
Final turn
they reached selected

to be stabilized not below 300’Radio position
altitude. “Flaps 25”
c) Go-around
If the visual contact is lost during visual maneuvering, turn towards the
runway to execute the Go-around overhead the runway to accomplish
Missed Approach procedure intended for the instrument part of the
approach.
30.01.2006 B-2.2.9-23
Rev.: 014
B-2.2.9-24 30.01.2006
Rev.: 014
2.2.10 Go-Around
2.2.10.1 General
Go-around is the only way to discontinue unsuccessful approach.
Go-around shall be initiated whenever pilot is not ensured that
continuation of approach and landing is safe. The following shall be
considered:
Approach ban rules, if weather below Minimum;
A/C is not stabilized at 500’ Radio Altitude;
Visual contact is not established at DA / DH;
Visual contact is lost below DA / DH;
A/C position / movement relative to runway can not guarantee safe
landing;
There are obstacles in the air or on the runway.
Go-around can be initiated by any pilot and at any moment during
approach and landing.
CAUTION: If Go-around is initiated after passing Missed Approach
Point (MAPt) in IMC conditions, the minimum obstacle
clearance could not be always assured and Climb out
Procedure rather than Missed Approach Procedure for
appropriate runway should be flown.
NOTE: In case of smoke or fire it is at Commander’s discretion either

to continue the approach and landing or start a go-around.
NOTE: In case of a go-around with one ENG EC in MAN, anticipate

power lever stagger and avoid overtorque.
Maneuvering
No turns below 500’ AGL if not otherwise stated in the RM.

Max bank angle at V2 and VCLEAN is 15°.
o
For bank angles of 15-30 , increase respective speed by 10 Kts.
30.01.2006 B-2.2.10-1
Rev.: 014

Once initiated Go-around shall be completed by the PF.
Change of controls should not be made until the aircraft is in clean
configuration, unless required for the safety reason.
Phs
PF PM
Both pilots are responsible for it and can initiate the Go-around
by proper challenge: “Go - around”.
General
Complete Go-around according Assist PF to complete Go-

to Missed Approach Procedure around making requested
and profile selections and using proper call-
outs
To stop the descent and
establish the A/C in climb:
Immediately advance the power
levers to TO detent, disconnect O
set Flaps 10 / 20 and check GA
Initial
AP, press GA button and call: –power on ERP and call:

O
“Flaps 10” (if flaps are on 25 ;) “Flaps 10/20”
or
O
“Flaps 20" (if flaps are on 35 .)
When a positive rate of climb is

established
“Positive climb”
Fly command bar
Select gear up, check gear is up
Positive Climb
“Gear up, Check Power” and locked

“Gear is up, lights out,
Power Checked”
Order:
“Heading, ASEL, IAS”
Selects HDG, ASEL on FMP
and calls:
“Heading, ASEL, IAS Set”
B-2.2.10-2 30.01.2006
Rev.: 014
Phs PF PM
Perform further as for Standard Take-off till 1000’ AGL (if not
specified in RM, but never below 400’).
Accelerate through the flap
retraction schedule. Accelerating through Flaps Up
speed
“Flaps up speed”
Acceleration Altitude
Call “Flaps Up”

Select flaps up and call :
“Clean Speed …”
When flaps have been checked

to be up
“Flaps Zero”
Call “Climb Power”
Continue climb and follow
appropriate procedure, select the
NAV aids as required.
Follow Missed Approach

Procedure, Inform passengers Monitor flight progress.
when convenient
Climb
“After Take-off Checklist” Complete the Checklist

Engagement of Autopilot for Checklist reading is highly
recommended.
30.01.2006 B-2.2.10-3
Rev.: 014
B-2.2.10-4 30.01.2006
Rev.: 014
2.2.11. LANDING (DA/DH – runway vacating)

2.2.11.1. General
In this chapter only DRY and WET runway conditions are considered.
For the Contaminated / Low friction runway see ch. 2.5.2.
The following considerations concerning landing on particular runway shall
be applied during approach preparation:
1) Aeroplane landing performance.
2) Method and technique to be used (see Landing execution below).
2.2.11.2. Landing performance

Landing performance in particular weather and runway conditions could be
limited by Max Landing Weight (MLW) and / or Landing Distance Required
(LDR).
To ensure landing performance limitations are not exceeded, GWC shall be
consulted (SAS RM, GWC, p. 9.4).
CAUTION: If any of the system/function which affects the landing
distance is inoperative or not used, due account shall be
taken calculating LDR.
Limitations
Landing performance could be limited with the weather and runway
conditions.
To ensure directional control during ground roll the Crosswind limitations
shall be applied. For crosswind component diagram see SAS RM GWC or
Normal Checklist p. 11.
30.01.2006 B-2.2.11-1
Rev.: 014
2.2.11.3. Landing Execution
General for PF / LP (speed below 60 kts)

Cross the runway threshold at approx. 50 ft and at VREF;
Flare to a slightly nose-up attitude and retard power levers smoothly to
flight idle. Do not prolong the flare;
Normal touchdown speed is between VREF and VREF – 10 kt;
After touchdown on the main wheels, gently lower the nose wheel;
Initially keep the aircraft straight with rudder;
Select ground idle and use reverse when required.
NOTE: 1. Do not select ground idle until nose wheel is on the ground
2. The rudder is not effective for directional control with reverse.
At approx. 60 kt when PM calls ”60 knots” cancel reverse and release
the control column
The PM selects TO at the ERP when ordered by PF
NOTE: Unless runway length is limiting it is recommended to cancel
reverse at 60 kt to reduce the probability of stone damage to
the propeller or fuselage and to improve directional control at
low speeds.
Use nose-wheel steering for directional control
The PM should hold the control column and the aileron into the wind
Apply brakes until the speed is down to taxi speed
RP selects flaps up when ordered, checks and reports: “Flaps are
up” LP locks the flight controls. RP performs the after landing check.
Cross-wind Landing
On final approach maintain runway alignment by crabbing into the
wind
When crossing the threshold, apply rudder to align the aircraft with the
runway centre line and bank into the wind to counteract drift (3 - 5
deg bank angle)
Do not delay touchdown after de-crabbing is completed
After landing keep straight initially with rudder and counteract the
tendency of the upwind wing to lift by decisive use of aileron
If reverse is required, apply reverse slowly and symmetrically. If
problems with directional control reduce reverse or select ground
idle.
B-2.2.11-2 30.01.2006
Rev.: 014
CAUTION: Too high landing speed will result in extra landing distance
and may case the nose gear touchdown before the main
gear. Low landing speed may result in a rough landing.
2.2.11.4. Braking
It is assumed that brakes on landing are applied immediately after the nose
wheel is lowered to the runway. If anti-skid system is operative, brakes
could be used by application of maximum positive pressure on brake
pedals to obtain maximum stopping capability.
However for operation from the long runways when Landing Distance is not
a limiting factor, it is recommended to use the brakes as follows:
− Postpone brakes application until aeroplane decelerates down to
a lower speed;
− Plan to slow down to a taxi speed by the place when the runway
should be vacated with one steady application of brakes;
− rate of deceleration should be “comfortable” for passengers
without skidding effect;
CAUTION: 1. If the runway to be vacated at the very end, brakes
effectiveness shall be checked earlier during ground roll.
2. Do not aim to make short landing or vacate the runway
at a high speed if it could be easily done using next runway
exit.
3. Use of ruder due to X-wind and slippery RW could cause
asymmetric breaking. Nose wheel tiller control is highly
recommended during braking in mentioned condition.
2.2.11.5. Runway vacating

The airplane has to be decelerated to safe taxi speed before turning off the
runway.
CAUTION: Excessive speed could lead to extra load on landing gear,
inconvenient skidding effect.
Accomplishment of the items on the After Landing Checklist should wait

until the runway is vacated.
30.01.2006 B-2.2.11-3
Rev.: 014
2.2.11.6. Crew Co-ordination

PF PM
Control the aeroplane (monitor Continue to monitor instruments.
touchdown
Minimum -
the AP) Disengage AP not

below 50 ft(if not done before)
and call
“Manual”
If no Automatic Callouts, over the

After touchdown lower the
Touchdown.
threshold start count the RA :

nose gear, set ground power.
“50…40…30..20…10”
Maintain the wing level and

the runway direction.
60 kts “60 knots”
LP RP
“My Control”(*)
60 knots – Runway
Revert to the nose-wheel “Your Control”(*)

steering, decelerate to taxi Take over the handwheel,
vacating
speed. Vacate the runway as maintain the wing level.

instructed by ATC.
(*)NOTE: If stated during approach briefing, RP could

control the A/C till the moment when runway is
vacated. LP/RP duties shall be shifted vice versa.
B-2.2.11-4 30.01.2006
Rev.: 009
2.2.12. TAXI-IN (runway vacating – on-block)
2.2.12.1 General
Left Pilot should taxi the aircraft.
For power management, maneuvering and braking rules during taxi see
Ch. 2.2.4.2.
Right pilot shall complete after landing Checklist.
Right Pilot is responsible for looking out and informing on any obstacles /
objects, particularly on the right side of the a/c.
Before right turn, entering, crossing taxiway or runway Right Pilot observes
and calls out: “Right side free”
2.2.12.2 Parking
The aeroplane is to be parked with assistance of the guide man or
mechanical devices such as mirror or light combinations. Do not taxi into an
area bordered by safety lines without positive guidance from a marshal or
signal device.
Before stopping the aeroplane, center the nose wheel and taxi
straightforward a short distance to relieve side loads on the nose landing
gear.
For main docking systems description see SAS RM Legends Ch 2. If you
do not recognize a docking system or there are doubts how to use it, do not
hesitate to request marshal.
01.08.2003 B-2.2.12-1
Rev.: 009
2.2.12.3 Engine Shutdown Procedure

After landing run engine(s) on IDLE for at least 3 minutes before shutdown for
cooling.
It is recommended to switch off left engine (No.1) during taxi-in whenever it is
convenient and safe, if not required for operational reasons.
Shutdown Sequence
Check :
- Power lever GND IDLE
- Engine Anti-Ice OFF
Set Fuel lever to START position.
Hold Fuel lever in START until torque indication drops to 0% (before
decimal point) or at least 10 sec to insure propeller to feather.
Set FUEL LEVER to SHUT.
B-2.2.12-2 01.08.2003
Rev.: 014
2.2.13 Post-flight
2.2.13.1 Ground Turnaround

The Commander shall ensure departure on schedule.
This should be achieved by appropriate supervision and gathering of
information to determine possible causes for delay as well as making
necessary contacts and arrangements/decisions to prevent or minimize
delay.
Crew co-ordination
LEFT PILOT RIGHT PILOT
1. Complete Technical Log 1. Complete Operational Flight Plan
2. Complete A/C external Check as a 2. Perform cockpit preparation in

part of PFI ASAP (wear reflecting crew respect to forthcoming flight.
jacket during check).
3. Check fuelling receipt and complete 3. Obtain ATIS and ATC clearances.
the Fuel Order.
4. Commander has to sign PFI in Tech 4. Set/check aircraft weight/torque
Log, Load sheet and other required for take-off.
documentation relative to the flight.
5. Check mobile phone ON. 5. Prepare load sheet, if required.
NOTE: Take-off briefing may be accomplished and, after completion of

the load sheet, take-off speeds bugs can be set prior to the
BEFORE START checklist execution.
If the aircraft is to be immediately handed over to other crew, it can be left

powered, without performing “Final Stop” checklist.
30.01.2006 B-2.2.13-1
Rev.: 014
Leaving aircraft
Aircraft could be left by crew for a long turnaround or the Night stop, check
Part A 8.2.7 for actions required.
RP shall complete Final Stop Checklist.
Commander shall ensure the following.
1) Aircraft is completely de-powered, if otherwise is not approved by
technician or ground handling staff.
2) No defects are found during post-flight external check (the same as for
PFI).
3) Aircraft is handed over to technician or other handling staff responsible
to provide security during the absence of crew.
4) Aircraft is properly secured if left unattended (see OM Part A, 10.2.8).
5) Pins and covers will be installed, if required.
2.2.13.2 Post-flight Documentation

OPS FPL and supplement documentation shall be submitted to MCC as
soon as practicable – immediately after the respective flight duty.
The documentation shall be fixed together in the following order:
1) Fuel order;
2) Fuel receipt;
3) Performance calculation;
4) Loadsheet;
5) Operational flight plan;
6) Aircraft Pre-Flight Security Check Report;
7) Loading instruction/Report form (when Manual loadsheet to be
completed).
If there is any other document related to the flight (Voyage report, NOTOC,
Cat2/3 Report, etc.), it also shall be collected and placed in the “Flight Crew
Reports” box.
Flight Safety Report shall be submitted to MCC Duty Officer personally.
Security Check Report shall be placed in the “Security Check Report” box.
B-2.2.13-2 30.01.2006
OM - Part B Expanded Normal Checklist F-50
Rev.: 011 Corrected
2.3 NORMAL CHECKLIST

2.3.1 GENERAL
This section contains the expanded and abbreviated normal checklist.
Passenger Cabin checklist, as a part of Pre-flight Inspection (PFI), is
delegated to the Cabin Crew and is included in Cabin Attendant Handbook.
Power chart table, Temperatures correction and wind limitation, Mass and
Balance summary, CAT 2 Summary / Requirements, Landing performance
and One engine flight are also included in Normal Checklist to make easier
for pilots to ensure the aeroplane systems are operable and to solve some
frequent non-standard situations which may have place. All this tables and
procedures are based on the Manufacturer’s documentation.
15.08.2004 B-2.3-1
F-50 Expanded Normal Checklist OM - Part B
Rev.: 011
2.3.1.1 Checklist usage

Reading of the checklist to be done according to method and rules given in
OM Part A Chapter 8.0.
When the aeroplane is on the ground, the Right pilot should read the
checklist. When the aeroplane is airborne, this is duty of the PNF (Pilot not
flying).
Following table shows stage of flight, when the checklist shall be initiated
(some items may be postponed) and the crewmember to response for the
checklist items.
Checklist Stage of Flight Response

BEFORE START
Well before start-up.
(turn around)
Start-up clearance is received
STARTING
and doors are closed.
After start of both engines and
AFTER START
when ready for taxi-out.
During taxiing in take-off
TAXI configuration and when out of
The responsible for
congested areas.
check pilot is
LINE-UP Line-up clearance is received.
nominated in the
Clean configuration, initial FL is third column of the
AFTER TAKE-
received, but not below 3.000 abbreviated
OFF
ft. checklist (see
DESCENT Before starting descent. 2.3.3.2. below).
Initial altitude is received,
APPROACH
normally after passing 10.000 ft.
Gear down, not below 1.000 ft
LANDING
to minimum.
AFTER
Runway is vacated.
LANDING
AFTER
On chocks.
PARKING
Last flight of the day / crew
FINAL STOP
change.
B-2.3-2 15.08.2004
Rev.: 011 Corrected
2.3.1.2 Checklist Contents and Presentation

The expanded checklist contains all main and sub checklist items. The sub
items are moved to the right and should be committed to memory.
For day-to-day operations the abbreviated normal checklist is used. It is
divided to three columns:
− first column – challenges
− second column – responses expected
− third one (when applied) – crewmember, responsible for the
check and response:
L Left pilot
R Right pilot
P Both pilots
PF Pilot flying
PNF Pilot not flying
15.08.2004 B-2.3-3
Rev.: 011
2.3.2. Normal Checklist

2.3.2.1. Abbreviated Normal Checklist / Torque table
BEFORE START
* GND HANDLING SWITCH ON ..............R
* FLIGHT DECK PREP COMPLETE ....... P
A/C TECH LOG CKD ............. L
PARKING BRAKE SET.............. L
CVR ON .............. L
FLIGHT RECORDER SET.............. L
* HDG MODE SWITCHES SLAVE ........... L
* FIRE PANEL CKD ............. L
* BATTERY ON .............. L
* EXTERNAL POWER ON .............. L
* EMERGENCY LIGHTS ARMED .......... L
HYDRAULIC CKD ............. L
FUEL PUMPS OFF/ KG.. L
AIR CONDITION SET..............R
WINDOW HEAT AS REQ...........R
* PRESSURIZATION SET..............R
EXTERNAL LIGHTS AS REQ...........R
INSTRUMENTS SYNC/X-CKD...... P
ERP TO...............R
* RADAR/TRANSPONDER STBY ............R
* TEST PANELS CKD ............. P
TRIM 1-2-3-SET.........R
FUEL LEVERS SHUT ............R
POWER LEVERS GND IDLE ........R
FMS SET..............R
TAKE-OFF BRIEFING COMPLETE .....PF
SEAT BELT/NO SMOKING ON ..............R
B-2.3-4 15.08.2004
Rev.: 011 Corrected
STARTING
TO-WEIGHT / SPEEDS KG/SET .......... P

DOOR LIGHTS OUT ..............L
FUEL PUMPS ON ...............L
START P/B ON ...............L
BEACON ON ...............L
AFTER START
START P/B OFF ..............L
ANTI-ICING SET ..............L
ALERT LIGHTS OUT ..............L
* PROP OVERSPEED COMPL ...........L
CLEAR SIGNAL RECEIVED.........L
TAXI LIGHT ON ...............L
TAXI
BRAKES CKD ..............L

FLAPS ___° SET .........L
FLIGHT INSTRUMENTS CKD ............. P
AP / FD L/R, GA, HDG, ASEL.L
CONFIG CKD ............. R
SEATS & HARNESSES SECURE ......... P
NAVAIDS SET ............. P
BRIEFING REVIEWED ..... PF
SPEEDS CKD ..............L
LINE-UP
CABIN SECURE / LIGHT OUTL

RADAR, TRANSPONDER ON ...............L
GND IDLE STOP ON ...............L
FLIGHT CONTROLS CKD FREE........ P
LDG-STROBE LIGHTS ON ...............L
15.08.2004 B-2.3-5
Rev.: 011
AFTER TAKE-OFF
GEAR UP / LIGHTS OUT PF

FLAPS UP.............PF
CLIMB POWER SET............PF
PRESSURIZATION CKD ...........PF
ALTIMETERS 1013 & X CKD ..... P
10’000 FEET LIGHTS, BELTS PF
CABIN CALL GIVEN L
DESCENT
PRESSURIZATION SET............PF
BRIEFING REVIEWED .....PF
LAND WEIGHT / SPEEDS SET.............. P
NAVAIDS SET/CKD ......... P
FUEL CKD ...........PF
GROUND IDLE STOP OFF ...........PF
10’000 feet LIGHTS, BELTS .PF
APPROACH
ALTIMETERS QNH & X-CKD ..... P

SEAT BELT ON ............PF
LIGHTS ON ............PF
CABIN SECURE ......... L
LANDING

CABIN SECURE, LIGHT OUTL
HDG / ALT AS REQ.........PF
GEAR DOWN/4-GREEN... P
FLAPS ___° SET ......PF
ERP GA ............PF
B-2.3-6 15.08.2004
Rev.: 011 Corrected
AFTER LANDING
ERP TO .............. R
FLAPS UP .............. R
FLIGHT CONTROLS LOCKED ......... R
LDG, STROBE LIGHTS AS REQ./OFF ..... R
RADAR, TRANSPONDER STBY ............ R
FMS OFF ............. R
ENGINE ANTI-ICING AS REQ. ..........L
EFIS AS REQ. ......... P
AFTER PARKING
PARKING BRAKE SET ..............L

SEAT BELT OFF ..............L
FUEL LEVERS SHUT............ R
FUEL PUMPS OFF ............. R
ANTI-ICING OFF ............. R
BEACON, TAXI LIGHTS OFF ............. R
FINAL STOP
EFIS CKD/OFF......... R
EMERGENCY LIGHTS OFF ............. R
BATTERIES OFF ............. R
GND HANDLING SWITCH OFF ............. R
OXYGEN OFF ............. R
15.08.2004 B-2.3-7
Rev.: 011
Take-off Rating
Equivalent airspeed 60 kt
Air conditioning: ON
PRESS
-800 -600 -400 -200 0 200 400 600 800
ALT (ft)
OAT
TORQUE (%)
(deg C)
20 86,1 86,4 86,8 87,2 87,5 87,9 88,3 88,6 89,0
18 85,7 86,1 86,4 86,8 87,2 87,5 87,9 88,3 88,6
16 85,4 85,7 86,1 86,4 86,8 87,2 87,5 87,9 88,2
14 85,0 85,4 85,7 86,1 86,4 86,8 87,1 87,5 87,9
12 84,6 85,0 85,3 85,7 86,1 86,4 86,8 87,1 87,5
10 84,3 84,6 85,0 85,3 85,7 86,1 86,4 86,8 87,1
8 83,9 84,3 84,6 85,0 85,3 85,7 86,0 86,4 86,7
6 83,5 83,9 84,3 84,6 85,0 85,3 85,7 86,0 86,4
4 83,1 83,5 83,9 84,3 84,6 85,0 85,3 85,7 86,0
2 82,8 83,2 83,5 83,9 84,2 84,6 85,0 85,3 85,7
0 82,5 82,8 83,1 83,5 83,9 84,2 84,6 85,0 85,3
-2 82,1 82,4 82,8 83,2 83,5 83,9 84,2 84,6 84,9
-4 81,7 82,1 82,4 82,8 83,2 83,5 83,9 84,2 84,6
-6 81,3 81,7 82,1 82,4 82,8 83,1 83,5 83,8 84,2
-8 80,9 81,3 81,7 82,1 82,4 82,8 83,1 83,5 83,8
-10 80,6 81,0 81,3 81,7 82,1 82,4 82,8 83,1 83,5
-12 80,2 80,6 81,0 81,3 81,7 82,0 82,4 82,8 83,1
-14 79,9 80,2 80,6 81,0 81,3 81,7 82,0 82,4 82,8
-16 79,5 79,9 80,2 80,6 81,0 81,3 81,7 82,0 82,4
-18 79,1 79,5 79,9 80,2 80,6 81,0 81,3 81,7 82,0
-20 78,8 79,1 79,5 79,9 80,2 80,6 80,9 81,3 81,7
-22 78,4 78,8 79,1 79,5 79,9 80,2 80,6 80,9 81,3
-24 78,0 78,4 78,8 79,1 79,5 79,9 80,2 80,6 80,9
-26 77,7 78,0 78,4 78,8 79,1 79,5 79,9 80,2 80,6
-28 77,3 77,7 78,0 78,4 78,8 79,1 79,5 79,8 80,2
NOTE: Use QRH if pressure altitude is out of the +/-800 ft.
B-2.3-8 15.08.2004
Rev.: 011 Corrected
2.3.2.2. Additional Materials
Additional materials such as: Temperatures correction and wind limitation,
Landing performance and One engine flight etc, are extracts from
operational documentation like AOM, RM, OM Part A or other chapters of
OM Part B.
2.3.3. EXPANDED CHECKLIST

BEFORE START
Perform all items in this check before:
1. First flight of the day.
2. After crew-change.
3. When flight-deck has been unattended.
4. When maintenance action has been performed on flight-
deck.
During short turn-arounds items marked by * are not mandatory.
* GROUND HANDLING SWITCH ON .............. R
* FLIGHT DECK PREP COMPL .......... P
A/C TECH LOG CHECKED .........L
Verify inoperative items on maintenance status comply with MEL
Check brake pressure
If pressure is below 1000 psi:
- Switch HYDRAULIC electric pump ON until pressure
is sufficient ( with EXT PWR only ).
- With BAT PWR ONLY confirm chocks for wheels.
CVR ON CKD/ON...........L
Press test button and check pointer in green band.
FLIGHT RECORDER SET ..............L
Insert date and flight no.
* HEADING MODE SWITCHES SLAVED...........L
* FIRE PANEL CHECKED .........L
Check fire-handle in and latched and AGENT LOW PRESSURE
lights out.
15.08.2004 B-2.3-9
Rev.: 011
* BATTERY ON .............. L
* EXTERNAL PWR ON .............. L
* EMERGENCY LIGHTS ARMED .......... L
Pull and turn
HYDRAULICS CHECKED ........ L
Check QTY minimum 70%; Check ELEC. PUMP off.
FUEL PUMPS OFF/_KG .. L
- Check PUMP OFF lights on;
- Check total fuel on board corresponds with flight fuel and check
fuel distribution.
AIR CONDITION SET..............R
Set temperature selectors at mid position +/- one dot according to
actual cabin temperature.
WINDOW HEAT AS REQUIRED.....R
Set LOW approx 20-30 min prior to departure in winter and 5-10
min in summer.
* PRESSURIZATION SET..............R
- Set take off field elevation on LDG ALT indicator
- Set barometric scale on QNH
- Check rate limit selector on mark
- Check manual pressure control lever centre position
- Check manual rate control max. DECR
EXTERNAL LIGHTS AS REQ ..........R
- Check Storm/Ldg/Taxi/Wing insp./Anti collision is OFF/
- Strobe light OFF
- Check Nav light and LoGo lights is ON during darkness
INSTRUMENTS SYNC/X-CHECK ... P
- EFIS, check heading
- RMI, compare heading, select pointers
- Altimeters: set QNH, compare all 3 altimeters; altitude bug set
to airport elevation
- VSI, approx. zero
- Clock, check correct UTC time and zero elapsed time
- Set up EFIS panel + PFD-ND
- R/P will turn on the Area Nav, initiate and activate actual Flight
Plan
B-2.3-10 15.08.2004
Rev.: 011 Corrected
- Set navigation and communication equipment as required for
departure
- Select AP COMMAND to the L or R FD
- Set course, heading and altitude as required for departure
ERP TO .............. R
Select TO
* RADAR/TRANSPONDER STBY ............ R
* TEST PANELS CHECKED ........ P
First flight of the day perform all tests.
After crew-change perform bottom line on test panels.
AUTOFEATHER TEST, first flight of the day only, with EXT PWR 115V
ac only
POWER LEVER..................................................... GND IDLE
FUEL LEVERS.............................................................. OPEN
ERP ..........................................................................TO or GA
AUTOFEATHER TEST buttons .............................DEPRESS
- Note position of torque bug
- AF/APR ARMED and STBY lights on
LH AUTOFEATHER TEST button ......................... RELEASE
- RH engine torque bug increases with 10 %
- LH ENG OUT alert on and fuel lever light on
- Repetitive triple chime and master warning light on
CAP
- AF/APR ARMED and STBY lights go out
- LH FEATHER PUMP light on
RH AUTOFEATHER TEST button......................... RELEASE
Repeat procedure for RH engine.
Both FUEL LEVERS SHUT
* SKID CTL TEST

- Depress TEST button
- Check INBD and OUTBD lights on
- Release TEST button
- Check INBD and OUTBD lights out
Skid control system is tested by depressing the SKID CTL
TEST button on the test button at the test panel. The system is
devided into separate circuits for the inboard and outboard
wheels (INBD and OUTBD). When one or both skid-controls-
test lights remain on after the button is released, a fault is
15.08.2004 B-2.3-11
Rev.: 011
present. The test can be performed only when the aircraft is
stationary.
NOTE: Skid control is not available when the TOWING switch is in the ON
position.
* ALERT SYS TEST
- Depress TEST button momentarily
- Check TEST light on - Check FAULT light in ALERT SYST
p/b ON
- Wait for chime
- TEST light ON means system failure
- Check CMPL light ON
- Depress TEST button to acknowledge
* FIRE WARNING TEST
- Select fire test switch to LH
- Check repetitive triple chime and the master warning lights
- LH fuel lever white light
- LH fire handle red light
- LH engine fire light on CAP
- Repeat procedure for RH engine
* SMOKE TEST
- Depress smoke test button
- Check smoke lights on CAP on and triple chime
First flight of the day set Announciator light to DIM via RESET
and cancel warning 3 times. Check that one of the 3 warning
lights goes out each time.
* GPWS TEST
Depress GPWS TEST button on left-hand side instrument
panel.
* TCAS TEST
- set mode switch to STBY
- set ATS switch to 1
- switch ABOVE/NORM/BELOW set to NORM
- select RANGE switch to 5NM
- check ATS FAIL indicator is blank
- turn and hold Mode switch to TEST for 3 seconds.
Check:
- status read-out shows ATS 12 and R, ident code 8888
B-2.3-12 15.08.2004
Rev.: 011 Corrected
- yellow TEST status message, other traffic, proximity,
traffic advisory, resolution advisory symbols and vertical
speed resolution advise are shown on LH and RH TA/VSI
“TCAS system test OK“ message is heard
TRIM 1-2-3 SET......... R
- Set elevator trim within green band (depending on CG
position)
- Set rudder trim zero
- Set aileron trim zero
POWER LEVERS GND IDLE ........ R
FMS/GPS SET ............. R
Activate route for the next leg and check waypoints accordings to
Operational FPL.
TO BRIEFING COMPLETE..... PF
- Observe ERP setting ,TRQ, speeds
- Review SID and engine failure procedure
SEAT BELT / NO SMOKING. ON .............. R
- Check SEAT BELT SIGN to be ON unless refuelling is in
progress;
- Select NO SMOKING on.
STARTING
TO-WEIGHT / SPEEDS KG/SET .......... P
- Set TOW in weight indicator
- Set speed bugs on airspeed indicators
For take-off the speed bugs should be set as follows:
Inner bug............................................... V2
First outer bug..................................... VFR
Second outer bug ...........................VCLEAN
DOOR LIGHTS OUT ..............L
FUEL PUMPS ON ...............L
Check FUEL ON BOARD and PUMP lights out
START P/B ON...............L
BEACON ON ...............L
ANTI COLLISION LIGHT push button set ON.
15.08.2004 B-2.3-13
Rev.: 011
AFTER START
Signal “Remove Chocks”
START P/B OFF ............. L
ANTI ICING .SET ............. L
Right Pilot will:
- ... Select ENGINE ANTI-ICING as required and check ON
lights;
- ... Switch PITOT and VANE heating on and check INOP lights
out;
- ... Check AIRFRAME DE - ICING OFF;
- ... Check WINDOW HEAT LOW.
ALERTS LIGHTS OUT ............. L
- Check all CAP lights out
- Scan overhead panel and check all amber and white lights
out
* PROP OVERSPEED TEST, first flight of the day only .........COMPL L

Right Pilot will perform test as follows:
- Both ENG EC’s on
- Power levers in Ground Idle
- Depress over-speed test button and hold
- NP will increase to approx. 66 per cent +/- 2 per cent
After approx. 7sec and up to 20sec NP will decrease to idle
(approx. 62.5%)
- Release test button
NOTE: If test fails, NP will increase to 95%. If the actual value is more than
68% dispatch is not allowed. If less than 64% note in Technical Log, but it is
allowed to dispatch.
CAUTION: Over-speed test must be conducted with ERP in TO only.
CLEAR SIGNAL RECEIVED........ L
Make sure the left side is clear and signal “CLEAR” is received from
ground staff and RP.
TAXI LIGHT ON .............. L
B-2.3-14 15.08.2004
Rev.: 011 Corrected
TAXI
When free of congested area L calls for flap setting and ”Taxi “ check.
BRAKES CHECKED .........L
FLAPS SET ..............L
Insure that the flaps are at the proper setting for the desired type of
take-off Cross-check the flap selector against the indicator.
FLIGHT INSTRUMENTS CKD ............. P
Altimeters – Hpa/FT; EFIS – check heading; RMI – compare heading.
AP/FD L( R ),GA,HDG,ASEL L
- Select GA mode by depressing the GA button;
- Check the heading bug to runway heading;
- Select HDG mode;
- Select ASEL mode for initial altitude.
Flightdeck crew seats locked, harnesses secure.
NAVAIDS SET ............. P
Check setting or reset for departure
CONFIG CHECKED ........ R
RP Hold TO configuration button down for 3 sec. and check no TO
CONFIG warning.
Review departure procedure.
SPEEDS CHECKED .........L
LINE-UP
When CLEARED FOR LINE UP or TAKE OFF, LP will call for “Line-up”
check.
CABIN SECURE/ LIGHT OUT .......L
Confirm “Cabin Secure” report received via intercom.
15.08.2004 B-2.3-15
Rev.: 011
RADAR & TRANSPONDER ON .............. L

Radar & Transponder shall be switched ON shortly before entering RW.
RP shall select Radar ON and transponder – TA/RA
GND IDLE STOP ON .............. L
CONTROLS CHECKED/FREE... P
R will hold controls to prevent movement due to wind L will select
control lock off and check lever locked in down position. L will check
rudder for full and free movements and call: ”Rudder Free”. R will check
ailerons and elevator for full and free movements and call: ”Checked
Free” and hold controls to prevent movement from wind.
LDG-STROBE LIGHTS ON .............. L
- RP switches strobe light on when entering active runway.
(Strobe light should be off in the vicinity of other aircraft during
darkness).
- LP will turn LDG light ON when cleared for T/O.
AFTER T/O
Check should be completed above 3.000 ft/or at transition altitude when
cleared to FL.
GEAR UP / LIGHTS OUT PF
FLAPS UP.............PF
CLIMB POWER SET............PF
PRESSURIZATION CHECKED ......PF
Check differential pressure increasing, the cabin rate shows climb.
ALTIMETERS 1013 & CROSS-CHECKED P
Set Altimeters to 1013 Hpa when cleared to FL or passing TA
(Transition Altitude) and call out ”----HPA / ------Ft”
10’000 FEET LIGHTS, BELTS .PF
CABIN CALL GIVEN ........... L
LP shall press CHIME button once to release Cabin Crew
from their seats.
EXTERNAL LIGHTS REGULATIONS
- Anti-collision light shall be on from engine start until engine
shut down unless reflections are disturbing;
- Strobe Lights shall be switched on when entering active
runway unless reflections are disturbing;
B-2.3-16 15.08.2004
Rev.: 011 Corrected
- Navigation Lights ON;
- Taxi Lights should be on when taxing;
- Logo lights should be on during darkness below 10’000 feet.
- Landing Lights On below 10’000 feet unless disturbing.
DESCENT
PRESSURIZATION SET ........... PF
PNF shall set landing field QNH and elevation.
- Perform Approach briefing
- Set altimeter bug to landing minima
- Check LW, set speed bugs
- Speed bugs:
- Inner bug ........................................... VREF
- First outer bug ................................ VCLEAN
- Second outer bug 160
LAND. WEIGHT / SPEEDS SET ............. P
NAVAIDS SET/CKD ......... P
Set for appropriate STAR
FUEL CKD ........... PF
Check that remaining fuel quantity is in accordance to
requirements.
GND IDLE STOP OFF ........... PF
Seats locked & harnesses secure.
10’000 FEET LIGHTS, BELTS . PF
At 10’000 feet LP shall announce
to Cabin Crew via PA: .................. ”Prepare the cabin for landing”
EXTERNAL LIGHTS REGULATIONS
- Navigation Light ON.
- Anti collision Light on, except if reflections disturb.
- Strobe Lights on, except if reflections disturb.
- Landing Lights should be on below 10’000 feet except if reflections
disturb.
- Logo Lights should be on during darkness below 10’000 feet.
APPROACH
15.08.2004 B-2.3-17
Rev.: 011
SEAT BELT ON ............PF
LIGHTS ON ............PF
CABIN SECURE ......... L
Confirm “Cabin Secure” report received via intercom.
LANDING
ALTIMETERS QNH & X-CHKD.... P
Altimeter with lower readings is to be used for ”100’to minimum”
and “Minimum” call outs and the pilot with greater altimiter reading has to
increase his Minimum (reset Pressure Altimeter bug) by the appropriate
amount.
CABIN SECURE, LIGHT OUTL
LP will make one hi/low chime using Cabin Crew CALL p/b.
Wait for Cabin Crew response: CALL light out.
GEAR DOWN/4-GREEN... P
HEADING / ALTITUDE ..AS REQ........PF
Heading bug and altitude selector should be selected for go-around or
for continuation of approach by PNF.
FLAPS .____...........PF
ERP GA ............PF
PNF shall select ERP to GA upon request from PF.
Selection of ERP to GA will result in a TRQ increase.
AFTER LANDING
ERP TO...............R
Commander will when suitable select or command the co-pilot to
select TO on ERP
FLAPS UP...............R
When down at taxi-speed L will call for ”Flaps Up”. R will select
flaps up, .............................check flaps coming to 0 and confirm
.............................................................................”Flaps are up”
FLIGHT CONTROLS LOCKED..........R
When the flaps are up L will:
Select Flight Control Lock on. The Control Lock should be
engaged during taxing
B-2.3-18 15.08.2004
Rev.: 011 Corrected
LANDING/STROBE LIGHTS AS REQ/OFF...... R
- Landing light and TAXI light are set by LP
- F/O will switch strobe light OFF when leaving active RW
RADAR & TRANSPONDER STBY ............ R
Set Radar & Transponder to STBY when vacating active RW
FMS/GPS OFF ............. R
Check landing time, fuel used & turn off the system.
ENGINE ANTI-ICING AS REQ ...........L
Shall be selected by RP upon request from the LP.
EFIS AS REQ .......... P
Switch PFD and ND brightness OFF if not needed.
AFTER PARKING
SEAT BELT .OFF..............L
- Allow engines to operate on idle for at least three minutes before
engine shutdown
- Power lever.............GND IDLE
- Engine Anti-Ice ........CKD OFF
- Fuel lever .....................START
Hold Fuel lever in START until torque indication drops to 0% (before
decimal point) or at least 10 sec to insure propeller to feather.
- FUEL LEVERS .............SHUT
NOTE: If oil quantity check is required allow engine to stabilise with Fuel lever in
start position for at least 20 seconds before shut down.
FUEL PUMPS OFF ............. R
15.08.2004 B-2.3-19
Rev.: 011
ANTI ICING OFF .............R

Check: -ENGINE ANTI-ICING.............OFF
-AIRFRAME DE-ICING ...........OFF
Switch: -PROBE HEAT ........................OFF
-WINDOW HEAT.....................OFF
BEACON / TAXI LIGHTS OFF .............R
NOTE: If no external PWR available, swich:
EMER LIGHT OFF................R
BATTERIES OFF................R
FINAL STOP
EFIS OFF .............R

EMERGENCY LIGHTS OFF .............R
-When passengers have disembarked.
BATTERIES OFF .............R
GROUND HANDLING SWITCH OFF .............R
OXYGEN OFF .............R
B-2.3-20 15.08.2004
OM – Part B LVP/CAT 2 Fokker 50
Rev.: 014
2.4. LOW VISIBILITY OPERATIONS /

CAT 2 APPROACH
2.4.1 Low Visibility Procedures
2.4.2 Taxi
2.4.3 Low Visibility Take-Off
2.4.4 Category 2 Approach
- Limitations
- Additional Requirements
- Execution
2.4.5 Failures during CAT 2 Approach
2.4.6 Simulated CAT 2 approach procedure.
2.4.7 Documentation Appendices
2.4.1. Low Visibility Procedure (LVP)
LVP is initiated by ATC when the weather deteriorates below established
parameters (usually 200’/800m) to provide the following:
The information to flight crews about the weather and status of the
ground facilities;
The OFZ (Obstacle Free Zone) will be clear of obstacles such as
vehicles and aircraft;
The ILS sensitive area will be clear of all vehicles and aircraft capable
of causing reflection and/or refraction of signals;
Safeguarding actions of maneuvering area (runways, taxiways, apron
areas), provide protection of maneuvering areas from uncontrolled
traffic;
Increased minimum separation between aircraft during approach.
2.4.2. Taxi
In addition to basic procedures for taxi (see page 4 of 2.1) the following
should be considered.
Use utmost care to taxi according to issued clearance with an airport
map available in the chart holder on the steering wheel.
Do not hesitate to request from ATC the positions of other taxiing
aircraft or to ask for a “follow me” car.
Taxi as slowly as necessary for safety. Bear in mind that poorly lit
obstacle such as aircraft tails or wing tips and their navigation lights
from certain angles do not show up well.
Taxi check to be performed with the aircraft stopped at the holding
area.
Always confirm an authorization to cross a red stop-bar when it is lit.
30.01.2006 B-2.4-1
Fokker 50 LVP/CAT 2 OM – Part B
Rev.: 014
2.4.3. Low Visibility Take-Off

Low Visibility Take-Off (LVTO) – a take-off where the Runway Visual Range
(RVR) is less than 400 m, and Low visibility procedures are in force.
Before commencing a LVTO the Commander shall satisfy himself that:
Appropriate Low Visibility Procedures are in force according to
information received from Air Traffic Services;
Both pilots are qualified for LVTO;
LVTOs are the part of Cat 2 training. LVTO qualification is attained and
maintained together with Cat 2 qualification (see below);
Check CAT 2/3 RATING forms;
Take-off alternate is selected and reported to ATS;
The weather is not below the Take-off Minima;
Take-off Minima is established to ensure sufficient guidance to control
the aircraft in the event of critical engine failure and depends primarily
on the runway visual facilities:
Facilities RVR/Visibility, meters
Nil (day only) 500
RW edge lighting and/or centerline marking 250 *
RW edge and centerline lighting 200

RW edge and centerline lighting and multiple
150
RVR information
* For night operations at lest RW edge and RW end lights are required.
Use of multiple RVR
Normally TDZ, Midpoint and Stopend reports should be available.
Midpoint RVR shall never be below the take-off minima.
TDZ RVR (initial part of take-off run) - can be replaced by pilot
assessment from the line up position.
NOTE: The spacing of CL and RL can be checked by comparing with
TDZ lights, which are always spaced 30 m. If TDZ lights are
not available or in doubts, ask ATC about the spacing of the
lights.
Stop-end RVR may be disregarded provided GWC calculations (refer
to Route Manual, section Fueling/GWC) show that only the first two
segments of the runway are needed for take-off.
B-2.4-2 30.01.2006
Rev.: 014
TAKE-OFF EXECUTION
LP shall perform LVTO. TO (ERP) power shall be used.
In addition to basic take-off procedures (see 2.2.5) the following should be

considered.
LP RP
May not look inside. - May not look outside;
- Select Localizer frequency on NAV 2;
General
- Advise immediately any deviation from

the runway heading or localizer;
- Announce very clearly the problem so
that the LP can decide without looking
inside.
“60 Knots. PWR Checked”
incapac
60 Kts
“My controls”
If the LP doesn’t react repeat the call and, if
no reply, abort the T/O.
“V1”
“Continue”
V1
“Rotate”
If the LP doesn’t react, take over controls and
perform the T/O.
30.01.2006 B-2.4-3
Rev.: 014
2.4.4. Category 2 Approach

2.4.4.1 General
Cat 2 approach is an autopilot coupled precision monitored approach

completed by manual landing with a Decision Height (DH) between 200 and
100 feet, and controlling runway visual range not less than 300m.
Decision Height (DH) for Cat 2 Approach always refer to ground and the
Radio Altimeter shall be used.
Limitations: 1. Autopilot may remain engaged down to 50’ RA;
2. As in table in Appendix 2.
2.4.4.2 Approach planning

Before execution of the Cat 2 Approach the Commander shall satisfy
himself that the following requirements are fulfilled:
Low Visibility Procedures are in force.
airBaltic is authorized to use Cat 2 Minima for particular
countries/aerodromes as specified in the Appendix 1 of this section.
Weather and RW conditions are within the limitations for Cat 2
Operations (see Appendix 2 of this section).
Status of the aerodrome facilities is sufficient for Cat 2 (App 2).
Status of the aircraft and it's relevant systems is adequate (App 2).
Pilots are properly qualified (check Cat 2/3 RATING form).
2.4.4.3 Pilot’s qualification
Properly filled CAT2 RATING form shall be carried along at all times while
on flight duty as a document proving pilot’s qualification for particular
category of operations.
Initial Qualification
Both pilots have completed the Cat 2 training (OM Part D, para 4.9).
Line training consists as minimum of three (3) landings using Cat 2
procedures with the Radio Altimeter set to Cat 1 Decision Height.
Simulator training and Line training shall be signed of by appropriate
Instructor/Line Commander (Cat 2/3 RATING form).
B-2.4-4 30.01.2006
Rev.: 014
Type and command experience

50 hours or 20 sectors shall be completed as the Commander on the a/c
type before performing any Cat 2/3 operation.
Up to 100 hours or 40 sectors as the Commander on the a/c type, add 100
meters to the applicable Cat 2 RVR minima, unless previously qualified as
the Commander for Cat 2 operations.
Recency requirements
A minimum of 3 approaches and landings using approved Cat 2 procedures
during the previous 6-month period. Two approaches and one go-around
have to be completed during Proficiency Check as mandatory exercise and
at least one approach must be conducted in the airplane. All conducted
approaches shall be properly documented in CAT2/3 RATING form.
2.4.4.4 Approach Execution
General
a) Approach Ban Rules (Commencement and continuation of approach)

An Cat2 approach may be commenced regardless of the reported
RVR/Visibility.
If the reported RVR/visibility is less than the applicable minima, an
instrument approach shall not be continued below 1 500’ Radio Altitude
when decision to establish final approach configuration and speed shall be
made.
If the reported RVR/visibility falls below the applicable minimum after that,
when final approach configuration and speed have been established, the
approach may be continued to DH.
The approach may be continued below and the landing may be completed
provided that the required visual reference is established and maintained.
30.01.2006 B-2.4-5
Rev.: 014
b) Stabilized Approach Concept (see 2.2.9.1, b)
Cat2 Approach shall be stabilized at 1 000’RA.
c) Transition to visual landing

later than at 100' to Minimum and shall be accomplished not latter then at
Minimum (DH).
The approach may not be continued below DH unless a visual reference
containing a segment of at least 3 consecutive lights being the:
centreline of the approach lights;
touchdown zone lights;
runway centreline lights;
runway edge lights, or
a combination of these is attained and can be maintained.
This visual reference must include a lateral element of the ground pattern,
i.e. an approach lighting crossbar or the landing threshold or a barrette of
the touchdown zone lighting.
B-2.4-6 30.01.2006
Rev.: 014
d) Use of Altimeters
Radio Altimeters are primary altimeters for CAT 2 approaches.
Cat 2 Minima for particular runway, presented in IAL charts in Route
Manual, shall be:
set on both Primary Flight Displays before approach commencement;
used for Decision Height determination during approach.
Pressure Altimeters are used as secondary but could be used as primary if
decision to revert to Cat 1 Approach Procedure is made by Commander
during Cat 2 Approach taking into account the following:
Technical deficiencies preclude Cat2 approach continuation, but do not
require immediate go-around execution;
Approach Ban Rules for Cat 1 approach are observed;
Pressure Altimeters bugs are set on Cat 1 Minimum (DA) before
approach commencement.
e) Go-around
During Cat 2 operations the probability of Go-around is very high, therefore
the following to be observed:
Therefore Go-around procedure shall be reviewed during approach
briefing and the pilots should be mentally prepared for it with regard
to the actions to be executed.
The Go-around may result in an inadvertent touchdown during the
maneuver. There should be no rush in landing gear retraction until
the go-around power and flaps are set/reported and positive climb is
confirmed.
For call outs and performance refer to Go-around procedure.
30.01.2006 B-2.4-7
Rev.: 014
f) Use of call-outs
Standard call-outs for approach are mandatory and are also used for early
recognition of pilot incapacitation.
If incapacitation is recognized during Cat 2 approach, Go-around shall be
initiated immediately and “Crew Incapacitation” procedure (3.6.1) shall be
followed.
Crew co-ordination
Approach Briefing shall be complete by Left Pilot but Go-around procedure
by Right Pilot (use Appendix 2 of this section, Cat 2 Procedure Summary).
Phase LP RP
Cat 2 Decision Height (DH) is set on the Radio Altimeters and
the Pressure Altimeter bug is set to the Cat 1 Decision Altitude
(DA);
General
Will execute transition to Will execute the instrument part of

visual flight and landing the approach – PF down to Minimum
– PF from the Minimum and Go-around if required contact
has not been established at the
Minimum.
Right Pilot is Pilot Flying and AP engaged from the Right side.
Approach
Controller must be advised, and approval received. Before

Initial
establish on Localizer (as a good rule at 5NM lateral) both pilots

are to check/set ILS frequency and the final approach course on
the FMP. Arm NAV/LOC mode when angle between present and
inbound course is less than 90°.
Establish on Localizer well before intercepting the Glide Slope. If
On Final
under Radar Vectors, increased separation and not shorter than

10 NM final will be provided by controller. Establish speed 180
Kts. From now the RP follows through the controls and ready to
take over incase of AP failure /disconnect.
B-2.4-8 30.01.2006
Rev.: 014
LOC Alive “Localizer

G/S Alive coming/captured” “Checked/Checked”
“G/S coming”
Approaching Localizer/GS
“Checked”
“Flaps 10”
Check the speed ≤ 180,
1 DOT
Select flaps 10, and when

they reached selected
position, call:
“Flaps 10,Speed 160”
“GS captured”
“Gear down Checklist”
GS
Select Landing Gear down

and initiate Landing
checklist.
The purpose of an introduction of this gate for final speed/flap
selection is to be stabilized at 1 000'RA and to make the pace of
actions during approach more even.
1 500’ Radio
Check speed ≤ 160 Kts and call,

“Flaps 25”
Check the speed ≤ 160, Select
flaps 25, and when they reached
selected position,
This is the gate for Stabilized Approach concept. A/c is fully
stabilized in rate of descent, heading, speed and Landing Checklist
is complete.
Cross-check Radio Altimeters, Cross-check Radio Altimeters;
1000’ Radio
check GS, LOC and no

warnings/flags on instruments,
“1000’ Radio, Stabilized”
Call “Checked”
From this moment, the Go-around shall be initiated for Master
warning or any other excessive deviation.
NOTE: In case of smoke or fire it is the Commander’s decision
weather to continue the approach and landing or to initiate the Go-
around.
30.01.2006 B-2.4-9
Rev.: 014
Phase LP RP
Cross-check Radio Altimeters, check
GS, LOC and no warnings/flags on
instruments, “500’ Radio, Stabilized”
With the callout “Minimum ….” The Cross-check Radio
Commander reminds that the RA is to Altimeters;
be used for further PF’s calls.
If the Approach is going to be
500’ Radio
continued to the CAT 1 minimum, the

Commander will call “Minimum ….FT Call “Checked”
pressure”, to emphasize that the
pressure altimeter with the bug
preselected to CAT 1 minimum will be
used for further PF’s calls.
From this moment the PF/PM duties are completely split.
PF From now is the only pilot who will monitor the instruments and
must initiate and complete the Go-around in case of any
malfunction, warning or excessive deviations are observed until
Commander calls: "CONTACT".
Call:
Check validity of PF’s call and call: “100 To Minimum”
“Checked, Looking out”
100’ To Minimum
Will put left hand on control wheel and

right hand ready to assume controls;
Start to look outside to accustom vision
to long focus to established visual
references;
When sufficient guidance for landing
has been attained, at least 3
successive approach lights, call:
“Contact”.
B-2.4-10 30.01.2006
Rev.: 014
Phase LP RP
“Minimum” at DH+10' (the
“Go-around” if visual contact for automatic call will follow your
landing is not established or call).
aircraft position and/or movement
relative to runway will not provide Perform Go-around upon LP
safe landing (see Note), or request or if there is no
response from LP on your
challenge.
During Cat 2 Operations the probability of the Go-around is very
high, and the pilots should be mentally prepared for it with regard
to the actions to be executed.
Minimum
Because of being very close to the ground, the Go-around may

result in an inadvertent touchdown during the manoeuvre, so the
no rush in landing gear retraction until the go-around power and
flaps are set/reported and positive climb is confirmed.
For call outs and performance refer to Go-around procedure.
“Contact, My controls” if Remove your hands from
required visual contact for landing controls only after clear “My
is established and maintained controls” from LP. Continue
Take controls and perform landing to monitor instruments and
brief PF using standard call-
outs, if deviations become
excessive.
NOTE: maximum lateral deviation is such, that aircraft position is
within the red approach lights rows on a trajectory towards the
centerline.
30.01.2006 B-2.4-11
Rev.: 014
LP/PF RP/PM
If AP performance was
confirmed satisfactory on Continue to monitor instruments
the DH, postpone and brief PF using standard call-
Below DH
disconnect till the 50' outs, if deviation become excessive

altitude for manual landing At 50’ RA will start counting of
height every 10 FT: “50, 40, 30, 20,
10”
Below 10FT RA will count the
speed relative to V REF
“Plus…., Target speed, Minus…”
Remains head down until the call
If the visual reference
"60 KNOTS".
during landing roll is loosed,
Landing
From now you may look outside

do not attempt a Go-
around, but apply full
brakes (reverse) and use
Localizer as reference for
directional control.
Vacate the runway by Report RW vacation when clear of
following the taxiway the sensitive area (alternating green
Taxi
centerline lights. and orange taxiway centerline lights

changes to green only)
Continue as cleared/instructed and apply recommendations for
taxiing given in 2.7.2 above.
B-2.4-12 30.01.2006
Rev.: 014
2.4.5. Failures During Cat 2 Approach

The Minimum equipment required for CAT 2 Operations shall be
serviceable before the CAT 2 Approach is commenced (see Table of
requirements).
Failure above 1000' RA

The PM (Commander) will consult appropriate table in the Normal
Checklist, (which should be placed readily to hand) perform the required
abnormal procedures; announce clearly the Landing Minima to be used.
NOTE:
1) Abnormal procedures, required for the Approach
continuation, must be completed before passing 500' RA (for
engine failure Memory Items only) without distraction pilots
attention from performing their main duties concerning
approach execution;
2) In any case the Approach Ban Rules requirements must be
met ( the Outer Marker/equivalent position must not be passed
with RVR below appropriate Minimum).
Failure below 1000' RA

In case of engine failure, any warning flag on EFIS, autopilot disconnect,
comparator warning or excessive deviation, a Go-around must be initiated.
NOTE: In the event of Go-around because of ATT, ROL or PIT warning
check the aircraft attitude by reference to the standby attitude
indicator.
2.4.6. Simulated CAT 2 approach procedure.
Simulated CAT 2 approach procedure is used to gain and retain

qualification in CAT 2.
For initial CAT 2 qualification the procedure is exercised during line training
with a Line Captain. For re-qualification purposes regular crew executes the
procedure.
Conditions:
Weather conditions are above CAT 1 minimum;
Aircraft technical status as required for CAT 2;
Status and quality of the ground facilities should provide successful
automatic approach and landing, as required for exercise
30.01.2006 B-2.4-13
Rev.: 014
NOTE: As every CAT 2 approach shall be reported and counted for

a/c technical reliability statistic to conduct automatic
approaches. Pilots should refrain from conduct of Simulated
CAT 2 approaches if technical status of a/c and/or ground
facilities precludes successful execution of the approach. (see
criteria in OM, Part A, 8.4).
Execution:
Briefing and preparations for the approach shall be completed to full
extent;
Radio Altimeter in this case shall be set and used on CAT 1 minimum
with cross-reference to Pressure altimeters that still are used as the
primary one;
2.4.7. Documentation
After completion of any particular Cat 2 approaches:
Both pilots are responsible for filling their CAT II/III RATING forms;
Commander is responsible for filling CAT II/III REPORT form.
NOTE: Following criteria to be used for Cat 2 Approach evaluation.
A successful approach is considered to be an approach with no relevant

system failure below 500’ft to start of flare and/or no excessive deviations
from 300’ft to DH (for more details see OM Part A, para 8.4).
B-2.4-14 30.01.2006
Rev.: 014
APPENDIX 1
CERTIFIED AERODROMES FOR CAT 2 OPERATIONS
Countries Aerodromes
Austria Approved CAT2 aerodromes
Belarus Approved CAT2 aerodromes
Belgium Approved CAT2 aerodromes
Bulgaria Approved CAT2 aerodromes
Czech Republic Approved CAT2 aerodromes
Denmark Approved CAT2 aerodromes
Finland Approved CAT2 aerodromes
France Approved CAT2 aerodromes
Germany Approved CAT2 aerodromes
Greece Approved CAT2 aerodromes
Hungary Approved CAT2 aerodromes
Ireland Approved CAT2 aerodromes
Italy Approved CAT2 aerodromes
Netherlands Approved CAT2 aerodromes
Norway Approved CAT2 aerodromes
Poland Approved CAT2 aerodromes
Romania Approved CAT2 aerodromes
Russian Federation Approved CAT2 aerodromes
Slovakia Approved CAT2 aerodromes
Spain Approved CAT2 aerodromes
Sweden Approved CAT2 aerodromes
Switzerland Approved CAT2 aerodromes
Ukraine Approved CAT2 aerodromes
United Kingdom Approved CAT2 aerodromes
NOTE: Refer to SAS Route Manual OPS INFO p. 8.11-14 for
operational details.
NOTE: This authorization does not include the use of “Special
ILS/DME Cat 2/3 Procedure” in certain aerodromes.
30.01.2006 B-2.4-15
Rev.: 014
APPENDIX 2
CAT1/CAT 2 REQUIREMENTS
CAT 1 CAT 2 PARAMETER M
200 100 MIN DH I
550 300 MIN TDZ RVR (m) N
125(c) 125(c) Mid point RVR
75(c) 75(c) Stop end RVR
E CAT1 ILS
X CAT2 ILS A
30 45 RWY WIDTH (m) E
720 420 HIALS (m from THR) R
O
X X STBY PWR HIALS
D
X X RWY EDGE LTS – NIGHT ONLY R
X RWY CL/ TDZ LTS - NIGHT ONLY O
30 MAX CL SPACING (m) M
(b) (b) ALL ALS & RWY LTS E
X STBY PWR LTS
X AUTOPILOT - YD
1 FLIGHT DIRECTOR
X AUTOPILOT AURAL WARNING
2 AP DISENGAGE SWITCH
X ALL ENGINES
A
1 GENERATORS
E
2 WINDSHIELD WIPER R
2 2 ILS RECEIVER O
X STBY HORIZON P
X EFIS CROSS TALK FUNCTION L
A
1 2 EFIS SGU
N
2 FMA on PFD E
PF 2 ND
2 RADIO ALT + DISPLAY
1 DH SETTING + DISPLAY
X STBY ALTI
X STBY ASI
X MAX TOTAL WIND 20 kts
W
X MAX CROSSWIND 15 kts E
X MAX TAILWIND 10 kts A
X BRAKING ACT ≥ 0.3 T
X NO MOD/SEVERE TURBULENCE H
E
X NO WINDSHEAR
R
X NO HEAVY PRECIPITATION
X : Required, E : Either required

a) If TDZ RVR not available, MID RVR may substitute TDZ RVR
b) Max 1/3 may be INOP with pattern unaltered
c) If reported and relevant (used during high speed landing down to approx 60 Kts) JAR-OPS 1.405(f)
B-2.4-16 30.01.2006
Rev.: 014
APPENDIX 3
CAT 2 PROCEDURE SUMMARY
PRIOR OR DURING DESCENT

- Weather & NOTAMS (Dest & Altern)
- Fuel (min for diversion)
- Cat 2 Approved Runways table (OM Part B)
- Aerodrome facility & aircraft status
- Flight Crew recent experience::
At least 3 approaches/landings must be conducted using CAT 2
procedures during the previous 6 month, at least one of which must be
conducted in the aircraft;
- Cat 2 DH set on the RA ;
Cat 1 DH set on the pressure altimeter;
- Procedures/Failures during approach;
- Go-around procedure reviewed.
INITIAL APPROACH
Right pilot is PF, AP on right side, ATC advised.
30.01.2006 B-2.4-17
Rev.: 014
BEFORE INTERCEPT HEADING

ILS frequency/final course check + identify
Phase LP RP
“Localizer coming/
captured”
LOC alive “Checked/Checked”
G/S alive
“GS coming”
“Checked”
‘“Flaps 10”
1 Dot fly to GS
“GS captured”
On GS. “Gear down, Checklist”
“Gear is down”
“1500 Radio”
1500’ RA “Flaps 25”
“Flaps 25”
“1000 Radio, Stabilized
1000’ RA /Go around/”
“Checked”
“500 Radio, Stabilized,
500’ RA Minimum … radio “Checked”
/Go around/”
“100 to Minimum”
DH +100
“Checked, Looking out”
“Minimum”
DH “Contact, My Controls
/Go around/”
B-2.4-18 30.01.2006
OM – Part B Cold Weather Operations Fokker 50
Rev.: 014
2.5. FLIGHT OPERATIONS IN ADVERSE

WEATHER CONDITIONS
2.5.1. Cold Weather
2.5.1.1. General
Cold Weather Operations are characterized with the following factors,
relevant to flight:
Low ambient temperature;
Different kinds of precipitation;
Aircraft and ground surfaces may be covered with ice, snow or slush;
Icing conditions.
2.5.1.2. Pre-departure
Flight preparation
If according to MET information there could be encountered ground
operations on slippery surfaces it is recommended to arrange forward CG,
in order to increase controllability and to reduce possibility of nose wheel
skidding.
The flight shall be planed to avoid areas with forecasted or reported severe
icing.
After encountering icing conditions residual ice will remain on the airframe
associated with slight speed reduction and some extra fuel consumption.
In case of engine failure, consider that single engine sealing will be
reduced, as specified in para 2.10.3.2 below.
Exterior inspection
During cold weather operation in addition to normal pre-flight inspection the
following items must be checked:
All protective covers are removed.
All surfaces are clear of ice and snow. Frost may be presented on
fuselage to such extent that the paint scheme is still visible.
Static port area to be clean.
Wing, tail surfaces, and flight controls to be free of ice, snow, and frost.
A layer of maximum 3 mm ice under wing tank area is acceptable.
Propellers to be free from snow and ice.
Landing gear and gear doors are free from impacted snow or slush
and visible part of strut is clean of ice.
30.01.2006 B-2.5-1
Fokker 50 Cold Weather Operations OM – Part B
Rev.: 014
Engine intakes after overnight parking even with intake covers installed
O
if the OAT is below +5 C for clear ice. (Use your hands to detect
possible clear ice conditions)
Engine start
Before starting the engines, all engine inlet leading edges and inlets must
be cleared of ice and snow.
The following limitations of oil temperatures shall be applied:
For engine start without preheat –54OC;
GND IDLE –54OC, except for engine running with power levers below
FLIGHT IDLE 0OC;
O
For operation above GND IDLE Min 0 C;
After engine start at extremely low temperatures the generators may initially
not supply steady AC power. When this results in a generator fault wait
approximately 2 min. before resetting the generator.
O
When the OAT is below +5 C and visible moisture is presented, switch the
ENGINE ANTI-ICE ON after engine start.
Take-off
Operate engines on ground with Engine Anti-icing ON for 3 min. before TO.
3 min. shall be counted from the moment when the oil temperature on both
O
engines reaches + 45 C.
B-2.5-2 30.01.2006
Rev.: 014
2.5.1.3. Ground De/anti-icing
General
De/anti-icing procedure in general is presented in OM-Part A, Section 8.2.4.
a) Evaluation and Order

On the base of PFI results, approved exceptions (see PFI procedure above)
and weather conditions the Commander shall order required de/anti-icing
treatment by forwarding request in accordance to the local airport
procedures (in RIX to MCC).
b) Treatment and Acceptance

Quality and extent of de/anti-icing treatment shall provide clean
aerodynamic surfaces for the time when the take-off is to be performed. As
a general rule, aeroplane shall be treated symmetrically and HOT shall be
greater than the estimated time from the beginning of anti-icing to start of
take-off based on existing weather conditions.
De-icing may be performed with engines running i.e. using a taxi-through
de-icing facility.
During taxi-through de/anti-icing facility, the lowest possible power setting
should be used.
The bleed air for air-conditioning should be selected OFF.
The acceptable methods for contaminant removal as well as
recommendations / restrictions on applying de/anti-icing fluids are given in
OM-Part A, Section 8.2.4.
When De/anti-icing treatment is complete, the Commander shall be notified
of the type, quality and extent of treatment performed.
All flight control surfaces, including flaps and trims, should then be
checked for full and free movement. The flaps should be cycled full
down and up prior to setting for take-off (external observer may be
required/used for this purpose);
Postpone selection of bleed air supply for air-conditioning PACKS until
aeroplane is out of de/anti-icing area.
Immediately before departure (off chocks), the Commander shall ensure
himself, or by receiving a verbal report from the release person, that
aeroplane remains free from frost, ice and snow and no parts of the aircraft
have been damaged.
30.01.2006 B-2.5-3
Rev.: 014
c) Departure
To start taxi, make sure that tires are free from ice, and wheels are not
frozen to surface and free to move.
Taxi out:
To preserve hold over protection in precipitation or freezing fog
conditions flaps to be selected in take-off position shortly before line-
up.
Cycle the airframe de-icing system MANUAL 1 and 2 positions during
ground operations or select HEAVY during flight in dray air for 3 min.
O
provided the TAT is not lower than –30 C.
d) Turn-around
If approach and landing have been performed in heavy icing conditions
and/or there are doubts that flaps are free from freeze contaminants, flaps
to be left in landing configuration. They to be retracted on parking stand
after thorough inspection.
Where contamination has occurred on structure, due to aircraft landing on

airfields where snow or ice has been dispersed with salt or chemical melting
agents:
They should be removed before next departure;
When time or conditions prevent removal of contamination at
outstations, this must be noted in aircraft technical log, so appropriate
action can be taken for removal at main base.
Anti-icing precautions
If meteorological reports predict heavy frost deposits or freezing rain –
pitot and engine covers to be installed;
Aeroplane may be treated with anti-icing fluid in advance if HOT is not
critical;
B-2.5-4 30.01.2006
Rev.: 014
Post-flight Procedure
Overnight Parking in Cold Weather (no ground personal available).

Before leaving the aircraft:
If possible, position the aircraft to a heated enclosure
If it is parked outside, position nose into wind, if possible
To prevent frozen brakes release the parking brake as soon as chocks
are in place.
Drain the water from galley and toilet if no internal heating of the
aircraft available.
Install gear pins
Install all protective covers.
2.5.2. Contaminated Runways
2.5.2.1. General
Various runway conditions, such as contamination, braking action, etc., can
affect take-off and landing characteristics (max weights, wind restrictions,
and runway length).
For planning purposes and during the flight RM section GWC shall be used.
NOTE: Contaminated RW shorter than 1500m shall not be used.
2.5.2.2. Taxi
When taxing on slippery surfaces increase distance between aircrafts and
obstacles. Be prepared to apply asymmetric engine power to support
turning and use reverse if brakes have no effect. Apply steering smoothly to
avoid nose wheel skidding.
One engine taxi shall not be applied on slippery taxiways in strong wind
conditions.
Consider ENG ANTI ICE – ON, in cases of RW and TW contaminations
O
when ambient temperature is below +5 C.
After overnight parking In order to check status of de-icing system and to
dray out moisture possibly collected in the system cycle the AIRFRAME DE-
ICING twice through the MANUAL 1 and 2.
NOTE: Window heating must be operated in LO for 3 min. before
selecting to HI.
30.01.2006 B-2.5-5
Rev.: 014
2.5.2.3. Take off
Take off is not permitted if depth of runway contamination exceeds the
following values:
Water 12 mm
Slush 12 mm
Dry snow (specific gravity 0.3) 20 mm
Dry snow (specific gravity 0.1) 60 mm
As take off and accelerate stop distance is increased select the longest
runway whenever possible.
Flaps 15 are recommended to enable use of lowest VR and
consequently the shortest ground roll.
Take off in icing conditions and from contaminated runways with
ENGINE IGNITION ON is not permitted.
During take off in standing water or slush, a bow wave will form ahead of
the nose and main gear wheels and grow in size with increase of aircraft
speed. To eliminate part of this drag caused by the nose wheels, raise the
nose wheel just clear of contamination layer as soon as the elevator
becomes effective. Continue acceleration to VR.
If the take of has to be abandoned use the standard rejected take-off
technique.
In event of directional control problem release the brakes, cancel reverse
and use the rudder pedals to correct back to the centerline
In an emergency full reverse can be used until standstill.
NOTE: During take-off in icing conditions or from contaminated
runways it is NOT permitted to have ENGINE IGNITION ON.
After take-off from slush covered runway leave the landing gear down for 1
min in order to allow accumulated slush to be blown away from the wheels
and brakes. Maintain normal climb attitude and do not exceed 170 kt.
When an engine failure occurs retract landing gear and follow standard
procedures.
B-2.5-6 30.01.2006
Rev.: 014
2.5.2.4. Landing
The recommended maximum wind components for landing on
contaminated runways are similar to the figures for take-off and are
presented as a table in SAS RM “Fuelling GWC“, page 11.2.
Under these circumstances when landing on slippery or contaminated
runway are expected the following procedures are applicable:
Use the longest runway compatible with crosswind limits and avoid
tailwind landings.
Consider using flaps 35 (if not restricted to flap 25 due icing conditions)
Avoid a long landing and do not bleed off excess speed during the flare
but land the aircraft in the touchdown zone.
After touchdown lower the nose, select GROUND IDLE and REVERSE
(if required) and apply brakes symmetrically. Be careful to apply
reverse on a contaminated runway in combination with crosswind.
If no brake pressure is felt, expect hydroplaning. Do not use alternate
brakes under these circumstances. Apply steady brake pressure and
rely on anti-skid system, as it will stop the aircraft in shortest
distance.
In an emergency reverse may be used until stand still.
Reduce to taxi speed prior to turning off the runway.
If directional control is lost, release the brakes and reduce to reverse idle or
even forward idle. Use rudder to re-align with the centerline, reapply reverse
and use the brakes as required to stop the aircraft.
30.01.2006 B-2.5-7
Rev.: 014
2.5.3. Icing Conditions
2.5.3.1. General
Icing can be expected to occur when the ambient temperature or TAT is
O
below +5 C and visible moisture is presented or when standing water or
slush is present on the ground.
ENG ANTI-ICE must be switched on when icing conditions are
encountered or anticipated.
If the aircraft was parked overnight in sub-zero temperatures, the
airframe de-icing system operation shall be checked. After engine
start operate the system in MANUAL 1and 2 visually check the wing
leading edge boots outside the engine nacelle for inflation.
All probe heaters should be switched on whenever the aircraft is
moved by its own power.
Airframe de-icing system must not be used for take-off and landing.
2.5.3.2. Climb, Cruise and Descent

Before line-up inspect from the cockpit visible parts of aircraft wings and
engines for snow and ice. Do not assume freedom from contamination by
observing other aircraft – they may have been treated more recently or
more effectively.
Maintain standard speeds and flight techniques during take–off and climb.
During single engine operation climb in icing conditions with VClean +15 kt.
Single-engine ceiling in icing conditions will be reduced by following values:
20 820kg 4300ft
20 000kg 2250ft
19 000kg 2000ft
Severe icing conditions

Severe icing conditions can be determined by the following visual cues:
Ice accretion on the heated part of the windshield.
Ice accretion on the fuselage nose in areas not normally observed to
collect ice.
Accumulation of ice on the lower surface of the wing aft of the
protected area.
Accumulation of ice on the heated propeller spinner.
B-2.5-8 30.01.2006
Rev.: 014
If any of these visual cues is observed, the following procedure is
recommended:
Engine anti-icing CHECK ON

Airframe de-icing CHECK HEAVY
Window heat CHECK HI
ERP MCT
When in climb:
Use full MCT power.
Minimum IAS 160kt.
Monitor rate of climb.
Estimate time until on top. If more then 10 min. consider
change of routing or cruise level in order to leave these
extreme icing conditions.
When in cruise:
- Monitor speed, minimum 160kt
- If necessary use full MCT power
- If speed drops significantly, consider change of routing or cruise
level in order to leave these extreme icing conditions.
When unusually extensive ice is observed in any area, or unusual control
behavior or trim requirements are encountered immediately request priority
handling from ATC to facilitate a route or altitude change to exit the extreme
icing conditions.
In addition, adhere to following precautions:
Avoid abrupt and excessive maneuvering that may worsen control
difficulties.
Do not engage the Autopilot.
If the Autopilot is engaged, hold the control wheel firmly and disengage
the Autopilot. A roll control force can be expected if the control wheel
has a deflection.
If an unusual roll response or uncommanded roll control movement is
observed, reduce the angle-off attack.
Do not extend flaps during extended operation in icing conditions
(operation with flaps extended can result in a reduced angle-of-
attack, with the possibility of ice forming on the upper surface further
aft on wing than normal, possibly aft of the protected area).
If the flaps are extended, do not retract them until the airframe is clear
of ice.
The stall can occur at lower then normal angle-of-attack, possibly
before stick shaker operation.
Report these weather conditions to ATC
30.01.2006 B-2.5-9
Rev.: 014
Airframe
During climb monitor if there are any ice accumulation on aircraft surfaces,
use wing inspection light in darkness.
Operate airframe de-icing system MANUAL in order to detect accumulation
of clear ice.
When ice deposits are detected select airframe de-icing HEAVY.
The airframe de-icing system must be kept in operation as long as ice
accumulation continues. When the ice has been removed, the system must
be switched off. Some residual ice is normal especially with low TAT.
If due certain conditions a combination of rime ice and clear ice will cause
the effect of ’’tunneling’’ apply the AIRFRAME DE-ICING SYSTEM NOT
EFFECTIVE PROCEDURE.
Powerplant
Use the criteria of TAT and visible moisture for switching on the ENGINE
ANTI-ICING system.
Irregular ice shedding or a partial propeller de-icing failure, which does not
necessarily result in a system fault annunciation can result in propeller
vibration.
If ice on propeller causes excessive vibration:
ERP Select MCT rating for at least 3 min to allow for ice
shedding with 100 % propeller RPM during a
complete de-icing cycle.
TORQUE Adjust according ERP INOPERATIVE tables.
NOTE: In case of too late detection of icing conditions, operate

ENGINE ANTI-ICING on one engine at a time with an interval
of 2 min.
B-2.5-10 30.01.2006
Rev.: 014
2.5.3.3. Approach and Landing
O
Before commencing the approach at a TAT below +10 C, select the
airframe de-icing system to HEAVY for approx. 3 min to clear the airframe
of any residual ice unless it is confirmed that the wing boots are clean.
During approach in icing conditions or when residual ice is supposed to be
present on the airframe, normal flight techniques and speeds are
applicable.
If flaps 35 is required for landing select flaps 35 below 300 ft AGL.
In case of a defective airframe de-icing system and ice being present on the
protected parts of the wing, ice must be assumed to be present also on the
tail section. An increase of stall speed and a degradation of elevator control
capacity must be anticipated. Under those circumstances not more then
flaps 25 for landing shall be used.
Increase the approach speed to VREF +25kt for sufficient margin over the
increased stall speed. Aim for VREF +15kt over the runway threshold. Actual
landing distance will increase with 35%.
2.5.4. Turbulence
Turbulence is graded by its intensity as light, moderate and severe. Flight
through areas of known severe or moderate turbulence should be avoided.
This may imply the delay of the take-off or approach if visual observation or
radar checks indicate thunderstorm activity in departure or approach area.
1. During pre-flight or in-flight planning through the zone of known
/expected turbulence the following precautions should be taken:
− Cabin crew to be advised well in advance or as soon as possible to
prepare the cabin/carry out appropriate services;
− Passengers should be informed by the Commander.
− FASTEN BELTS switched ON prior the entry turbulence zone.
2. If unexpected turbulence is experienced, the FASTEN BELTS sign

shall be switched ON immediately and passengers informed by the
Commander.
NOTE: As a back up, the cabin crew will inform passengers if after
switching on the sign there will be no information from the
cockpit within 10 sec.
30.01.2006 B-2.5-11
Rev.: 014
In severe turbulence zone additionally:

Set airspeed 165 knots.
The autopilot should be regarded as primary means of aircraft control.
Use AFCS in basic mode.
Use AFCS pitch control to maintain attitude.
If AP is inoperative maintain the desired pitch attitude and wing level.
Correct attitude changes by making small control inputs.
2.5.5. Wind Shear
2.5.5.1. General
Windshear is very hazardous threat to aircraft during take-off, approach and
landing.
It may be experienced in thunderstorm areas, when penetrating weather
fronts, low level jet streams, temperature inversions, mountain waves and
thermals. Other causes include terrain irregularities and man-made
obstructions close to the runway. Windshear and / or vertical wind activity
present a potential hazard when flying at low altitudes. If the aircraft is
exposed to a diminishing headwind (or increasing tailwind) and / or
downdrafts, corrective action must be taken promptly to avoid high rates of
descent, speed loss. In severe weather conditions, maximum take-off
power and pitch attitude well above the normal go-around attitude may be
necessary to correct the flight path. For additional general information see
AOM 7.09.01.
Lessons learned from windshear encounters:
Recognition is difficult and is usually complicated by marginal weather.
Time available for recognition and recovery is short (as little as 5 sec).
Flight Crew co-ordination has a vital importance for prompt windshear
recognition and recovery.
Lower than normal airspeed may have to be accepted during Flight
Crew actions.
B-2.5-12 30.01.2006
Rev.: 014
2.5.5.2. Avoidance and Precautions

In case of reported severe windshear or weather conditions where severe
windshear conditions are present, do not take-off, approach or land. If
possible delay take-off, approach or landing until weather conditions
improve.
Take-off Precautions
1. Use the most favourable runway and/or climb out direction.

2. During take-off roll, carefully monitor airspeed for earliest possible
indication of windshear.
3. If obstacle clearance allows, consider using an initial climb speed of
V2+25 kt.
Approach Precautions
1) The aeroplane should be stabilized at 1000 Radio altitude.

2) Use the most favourable runway and approach sector.
3) Use flaps 25º.
4) Use approach speed not more than VREF+25 knots do not make large
power reductions until the beginning of the flare.
5) PNF should monitor speed, ROD, pitch attitude and power setting until
of the flare.
2.5.5.3. Recovery
Take-off
Prior to V1 the take-off should be rejected if windshear is encountered and
the decision made that sufficient runway is available to stop the aircraft.
After V1 the take-off shall be continued.
1) Select maximum take-off power (GA).

2) Increase pitch attitude and trade speed for improved climb capability in
order to prevent altitude loss.
3) Do not accelerate back to normal climb speed, decrease pitch attitude
only as necessary to avoid stick shaker.
4) Be prepared for penetration of additional areas of horizontal wind
changes and vertical wind activities.
30.01.2006 B-2.5-13
Rev.: 014
Approach and Landing
1) Simultaneously apply GA power and rotate the airplane to GA attitude

or higher to control the ROD. Trade speed for improved climb capability
in order to prevent altitude loss.
2) Do not accelerate back to final approach speed, decrease pitch attitude
only as necessary to avoid stick shaker.
3) Be prepared for penetration of additional areas of horizontal wind
changes and vertical wind activities.
4) Report to ATC.
2.5.6. EXTREME WIND CONDITIONS
2.5.6.1. Taxiing, Parking
There are recommendations for taxi and parking in extreme wind

conditions:
If the aeroplane has a tendency to turn into the wind during taxi, it may
be necessary to use pedals with separate brakes applying to
maintain taxi direction.
Ailerons and elevator to be in neutral positions during taxi.
Check parking brakes set “On”, chocks are positioned under all wheels
(six in total), on the stand with strong crosswind, especially on
slippery surfaces.
When the aircraft has to be parked for a prolonged time in wind
velocities close to or exceeding the limits for the flight control lock (52
kts.), park the aircraft such that the prevailing and expected wind
direction is within 60 degrees from head on.
B-2.5-14 30.01.2006
Rev.: 014
2.5.6.2. Limitations
The following wind limitations are applicable for take-off and landing:
Tailwind ................................................. 10 knots
Crosswind
Statement of Friction Max

Braking Action coefficient (µ
µ) Crosswind (kt)
Poor 0.15 - 0.25 5
Medium Poor 0.26 - 0.29 15
Medium 0.30 - 0.35 20
Medium Good 0.36 - 0.39 25
Good ≥ 0.40 33
For crosswind component diagram see SAS RM GWC or Normal Checklist

p. 11.
30.01.2006 B-2.5-15
Rev.: 014
B-2.5-16 30.01.2006
OM – Part B Abnormal & Emergency Procedures Fokker 50
Rev.: 014
TABLE OF CONTENTS

3.0 Abnormal and Emergency Procedures 1
3.1 Failure During Take-off and Landing 1
3.1.1 Rejected Take-off 1
3.1.2 Continued Take-off with Failure 3
3.1.3 Failure During Approach 7
3.2 Fire and Smoke Drills 1
3.2.1 Fire / Smoke in compartments 1
3.2.2 Engine Fire 2
3.3 Engine Failure and Single Engine Operations 1
3.3.1 Engine Failure Before V1 1
3.3.2 Engine Failure After V1 1
3.3.3 Engine Failure During Approach & Go-Around 6
3.3.4 Single Engine Operations 7
3.4 EGPWS/TAWS Warning 1
3.5 TCAS Warning 1
3.5.1 General 1
3.5.2 Crew Coordination 1
3.6 Incapacitation 1
3.6.1 General 1
3.6.2 Preliminary Actions 2
3.6.3 If an Incapacitation Occurs 2
3.6.4 Cabin Crew 2
3.7 Other Emergency and Abnormal Situations 1
3.7.1 Emergency Descent Procedure 1
Distress Communications and 3
3.7.2
Alerting ATC of Emergencies
Guidance for Diversion in Case of Serious 4
3.7.3
Technical Failure
3.7.4 Anti Skid INOP 5
3.7.5 Lightning Strike 5
3.7.6 Overweight Landing 5
30.01.2006 B-3.TOC-1
Fokker 50 Abnormal & Emergency Procedures OM – Part B
Rev.: 014
TABLE OF CONTENTS

3.7.7 No Ground Idle After Landing 6
3.7.8 Landing with Flaps Less than 25 7
3.7.9 Upset Recovery Techniques 8
3.8 Abnormal and Emergency Checklists 1
3.8.1 Abnormal Checklists 1
3.8.1.1 Air 1
3.8.1.2 Automatic Flight Control System 4
3.8.1.3 Electrical Power 2
3.8.1.4 Fire Protection 9
3.8.1.5 Flight Controls 9
3.8.1.6 Fuel 10
3.8.1.7 Hydraulics 12
3.8.1.8 Anti-Ice 14
3.8.1.9 Instruments, Warnings and Monitors 17
3.8.1.10 Landing Gear 17
3.8.1.11 Navigation 20
3.8.1.12 Doors and Windows 21
3.8.1.13 Power Plant 22
3.8.2 Emergency Checklists 1
3.8.2.1 Engine 1
3.8.2.2 Electrical Power 6
3.8.2.3 Smoke 7
3.8.2.4 Emergency Landing 11
3.8.2.5 Miscallaneous 17
3.8.2.6 Emergency Descent 18
3.8.2.7 Evacuation / On-Ground Equipment 18
B-3.TOC-2 30.01.2006
OM – Part B Preamble Fokker 50
Rev.: 007
3 ABNORMAL and EMERGENCY

PROCEDURES
3.0 Preamble
3.0.1. General
The procedures contained in this section apply if abnormal or emergency
situation observed. These procedures supplement and supersede the
normal procedures.
Information is subdivided to provide possibility for pilots to review certain
situations that may have a place during flight or to get quick reference for
other related information / document. Additional summarized information is
presented in a way of profile drawing where needed.
Where required references are made to different parts of Aircraft
Operations Manual (AOM), airBaltic Operations Manual (OM), or other
official publications to provide additional information for flight deck
personnel.
3.0.2. Purpose
The purpose of the procedures is to give to the pilots necessary information
in a way of guidelines and instructions, with aim to provide acceptable level
of safety during and after recovery of an abnormal or emergency situation.
3.0.3. Scope
The procedures are applicable to Flight Crew during the flight, unless
specifically stated otherwise.
3.0.4. Definitions
Emergency procedure. A procedure requiring immediate flight crew action
to protect the aeroplane and its occupants from serious harm.
Abnormal procedure. A procedure requiring flight crew action, due to
failure of a system or component, to maintain an acceptable level of
airworthiness for continued safe flight and landing.
01.07.2002 B-3.0-1
Fokker 50 Preamble OM – Part B
Rev.: 007
Memory Items. Minimal vital actions, which shall be done as soon as the
situation permits without reference to the checklist.
Check List. Abnormal or Emergency procedures for which specific Check
Lists are developed and could be applied directly upon warning has been
received. All such check lists are published in Quick Reference Handbook
(QRH) and must be easily accessible to flight crew during the flight.
Appropriate Procedure. In most cases it is Emergency Crew Co-
ordination Procedure which shall be applied in case of warning has been
received (GPWS, TCAS warning, Rejected Take-off, Go-around etc).
Respective Check List may be incorporated when required by the
procedure. All such procedures are published below.
3.0.5. Responsibility
The Commander is responsible to:
− Set / Change the priorities;
− Identify / confirm the applicable procedure;
− Co-ordinate the crew actions;
− Follow / direct the procedure.
PF is responsible to:
− Control the aeroplane;
− Initiate identified procedure;
− Monitor PNF’s actions.
PNF is responsible to carry out identified procedure / checklist.
B-3.0-2 01.07.2002
Rev.: 007
3.0.6. Abnormal / Emergency Situation Handling

The following sequence of stages is typical for the situation handling.
FAILURE / ABNORMALITY
IDENTIFY
VERIFY
DECIDE
IS IT
YES CHECKLIST NO
PROCEDURE?
INITIATE
INITIATE
MEMORY
ITEMS
APPROPRIATE
ABNOR. /EMERG. PROCEDURE
CHECKLIST
EVALUATE
OTHER ACTIONS YES

ARE
REQUIRED
NO
DECISION TO CONTINUE /
DIVERT THE FLIGHT
END
01.07.2002 B-3.0-3
Rev.: 007
Any crewmember detecting an impending or existing
FAILURE / abnormal condition shall immediately inform the
ABNORMALITY
other crewmember.
The PF continue to fly the aeroplane.
One of the pilots (normally PNF) shall state the

IDENTIFY problem.
NOTES: 1. MWS nuisance warning could be cancelled.

2. Cancelled warning shall be stated.
Stated problem shall be verified and confirmed by

VERIFY both pilots. Both pilots analyze the problem by
checking indications and parameters, affected
system set up, circuit breakers position.
Applicable procedure shall be identified by the PF

DECIDE
and confirmed by the Commander.
NOTE: Distribution of duties (PF / PNF) may be

changed by the Commander, if required.
INITIATE The PF, when ready, shall initiate identified

procedure, using proper call-out.
Minimal vital actions, which shall be done as soon

MEMORY ITEMS as the situation permits without reference to the
checklist (see 3.1.9 below).
Most of the procedures can be found in Abnormal /

ABNORM/EMERG
CHECKLIST Emergency Checklist. They shall be accomplished
following the principles described in Ch. 3.1.7 below.
APROPRIATE
Abnormal / Emergency Procedure relevant to
PROCEDURE Situation that could be found in this chapter or other
available official publications.
An abnormal procedure / checklist should be continued to its definite end.

At the end of a procedure PNF shall announce:
“Checklist / Procedure completed ”.
B-3.0-4 01.07.2002
Rev.: 007
EVALUATE Upon completing of the procedure, evaluation should

be made to clarify:
- The aeroplane / affected system current status;
- Any additional limitation resulted by the procedure
or situation;
- Any additional abnormal / emergency procedure
or course of actions required for safe conduct of
the flight.
DECISION TO Commander shall analyze the situation and make a
CONTINUE / decision about possibility to continue the flight to
DIVERT THE
destination (see Ch 3.11).
3.0.7. Crew Co-ordination

In abnormal / emergency situation crew co-ordination mainly is the same
as in normal flight (see Part A Ch. 8.0).
Handling emergency situation the Commander may re-designate the PF,
taking into account the following:
- The aeroplane / systems status;
- Experience of flight crewmembers;
- Crew workload, fatigue and stress level;
- Additional tasks / arrangements (re-examination of checklist, cabin
crew co-ordination, PA announcement, etc).
However the Commander should refrain from taking over the controls
during critical stages of the flight (take-off, landing, go-around) when
aeroplane is below MSA.
3.0.8. Circuit breakers reset procedure

Tripped circuit breakers should not be reset in flight unless, in the judgment
of the Commander, it is necessary for the safe completion of the flight.
However, circuit breaker related to fuel pumps should never be reset in
flight. No reset is allowed upon a second trip of any circuit breaker. Ground
reset of a tripped circuit breaker should only be accomplished after
Maintenance has ascertained both the reason for the circuit breaker trip
and established that there is no airworthiness concern.
Cabin Crew shall not operate with circuit breakers located in cabin without
clear concern of the Commander.
01.07.2002 B-3.0-5
Rev.: 007
B-3.0-6 01.07.2002
OM – Part B Abnormal Procedures Fokker 50
Rev.: 014
3.1 FAILURE DURING TAKE-OFF and

LANDING
3.1.1 Rejected Take-off
If continuation is unsafe, take-off could be aborted at any speed below V1
calculated for particular runway and conditions. However, statistics show
that take-off abortion from the speeds close to V1 poses higher risk of
overrun and aeroplane damage.
To minimize this risk and facilitate decision making during take-off run, two
phases are established:
Speeds below 80 Kts, and
Speeds above 80 Kts and below V1.
1) Speeds below 80 Kts - Low Energy Abortion

A take-off should be rejected in case of any malfunction/failure or other
problem noted by the flight crew. The aeroplane could be easily controlled
and stopped without overriding brakes. Very short period may be required to
clarify and fix the problem to re-initiate the flight.
2) Speeds above 80 Kts and below V1 - High Energy Abortion

A take-off shall be rejected only if there is:
loss of thrust;
loss of control;
danger of impact, or
major system failure that makes continuation unsafe (fire, loss of
instruments, etc) normally recognized via RED MASTER WARNING
(Level 3 alert).
Immediate and prompt actions are required from the flight crew to stop the
aircraft within the distance available. Correct cal-outs and crew co-
ordination is vital.
NOTE: Most of the failure conditions will be inhibited automatically
during Take-off, at the speed >80 Kts.
30.01.2006 B-3.1-1
Fokker 50 Abnormal Procedures OM – Part B
Rev.: 014
Crew Co-ordination
Any pilot may call “Failure” if he recognizes the conditions prescribed
above.
Left Pilot shall take over the controls and stop the aircraft.
Commander Co-pilot
recognition
Alert or conflicting situation.

Failure
Either pilot, who recognize it first call: “FAILURE”

Evaluate situation and call: “STOP” Hold control
column
LP RP
Call: “MY CONTROL” Hold control

column
Pull power levers to ground idle and apply full
steady brakes.
NOTE: Do not attempt to modulate the
braking by releasing and applying the
Take-off abortion
brakes as this has a detrimental effect

on braking efficiency.
Do not release the brake pedal pressure until
the speed has been reduced so that stopping
within the remaining runway is assured.
Stop aircraft and evaluate the situation. Inform ATC
Inform via PA “Remain Seated” or, when
deemed necessary Commander shall initiate
the emergency evacuation immediately, when
the aircraft has come to a complete stop and
parking brakes set.
NOTE: If conditions permit, vacate the runway. A rejected take-off may
cause hot brakes. If a subsequent take-off is considered
feasible, a brake-cooling time of 30 to 60 minutes is required.
Avoid the use of parking brake when brakes are hot.
B-3.1-2 30.01.2006
Rev.: 014
3.1.2 CONTINUED TAKE-OFF WITH FAILURE

Take-off shall be continued in case of any problem at a speed above V1.
PF shall concentrate on flying the aircraft according to profile and Climb out
Procedure. PNF shall, by monitoring flight instruments and using proper call
outs, assist the PF to complete the initial climb out to a safe altitude.
Change of controls should not be made until the aircraft is cleaned up,
unless required for safety reasons.
For maximum initial climb performance the gear must be retracted as soon
as positive rate of climb is established.
Caution: Till the moment, when PF ask for failure identification ( see Crew
Co-ordination) PNF should refrain from the statement about the
malfunction:
not to distract PF’s attention from normal sequence;
not to deteriorate the situation with inadvertent mistake made in rush
and stress.
PF shall to fly the aircraft relying on his natural feelings and pilot’s skill.
30.01.2006 B-3.1-3
Rev.: 014
Crew Co-ordination
PF PM
Check reaching and call: “V1”
Call: “CONTINUE” Call: “ROTATE” as per normal
take-off sequence.
V1
Rotate the aircraft as in normal

take-off so as to reach V2 at 35
feet not later than above the
runway end.
When airborne check speed Monitor speed and attitude
minimum V2. throughout initial climb. When
positive rate of climb is
established call:
“Positive Climb”
Airborne
Command: “Gear Up” Select gear up and check that

gear is up and locked, then call:
“Gear is Up, lights out”
Audio alert, if any, now can be
cancelled.
Call “IAS” Select IAS mode on FMP. Cross

Initial climb
Maintain speed V2 check aircraft attitude and speed

indicators.
Call: “IDENTIFY” Check and announce kind of alert
and suspected problem.
1000’ AGL(if not specified in RM, but never below 400’AGL)
B-3.1-4 30.01.2006
Rev.: 014
Call: “FLAPS UP SPEED”

Acceleration
Accelerating trough the flaps

altitude
up speed and call: “FLAPS “Clean Speed…”

UP” Select flaps up and when flaps
have been checked to be up
“Flaps Zero”
When speed is VCLEAN or

more and altitude above
acceleration altitude
command :
Clean configuration
Read and perform the ordered

“Memory Items” or
Checklist/Procedure items and
“Emergency
simultaneously monitor flight
Checklist” or
instruments and report:
“Abnormal
“Checklist completed / End of
Checklist”
procedure”
Order “After TO checklist”

Complete the Checklist
30.01.2006 B-3.1-5
Rev.: 014
B-3.1-6 30.01.2006
Rev.: 014
3.1.3 Failure during approach

When a failure occurs above 500 ft RH evaluate the failure. In most cases
the relevant procedure can be completed and the approach continued. If
applicable apply increased weather minima. If a failure occurs below 500 ft
RH without visual reference initiate a go-around.
In case of smoke or fire it is at Commander’s discretion either to continue
the approach and landing or start a go-around.
Carry out the relevant procedure after the go-around.
NOTE: In case of a go-around with one ENG EC in MAN, anticipate
power lever stagger and avoid over-torque.
NOTE: In case of CAT 2 approach this margin rises up to 1’000 ft RH.
30.01.2006 B-3.1-7
Rev.: 014
B-3.1-8 30.01.2006
OM – Part B Fire & Smoke Drills Fokker 50
Rev.: 014
3.2 FIRE AND SMOKE DRILLS

3.2.1 Fire/Smoke in compartments
In case if the fire/smoke is detected in the Flight Deck, Cabin, Toilet, Cargo
compartments follow the procedures in Quick Reference Handbook.
Inform the Cabin Crew as soon as possible. Give further directions to Cabin
Crew if subsequent actions are required (diversions from flight plan, rapid
change of altitude, etc) and inform passengers.
If fire is detected in the cabin, Cabin Crew will initiate their procedures in fire
fighting and will keep Flight Crew informed.
After landing with any kind of fire or smoke observed or suspected on the
airplane the Emergency evacuation shall be immediately initiated as per
QRH procedure. In case of fire LP should stop the aircraft in the direction, in
which the wind will blow the flames away from the fuselage.
Commonly aircraft fires are categorized in the following order:

Class A Ordinary solid materials (paper, cloth, seat cushions,
baggage etc);
Class B Flammable liquids (jet fuel, oil, grease, etc);
Class C Flammable gasses (butane);
Class D Combustible metals (sodium, magnesium, titanium, etc.);
Class E Electrical systems or installations.
Types of available Fire Extinguishers and their usage:

Halon 1211 - Used on all types of fires;
H20 - Used on class A fire only.
Reporting of Fires or Smoke

Report the incident in Flight Safety Report. Cabin Crew will write Cabin
Report. If possible, write down contact addresses and phone numbers from
some of the passengers, seated near the affected area. They may be
required as witnesses for later investigation.
Captain shall make entries in the Airplane Technical Log, if cabin
equipment is used.
30.01.2006 B-3.2-1
Fokker 50 Fire & Smoke Drills OM – Part B
Rev.: 014
3.2.2 Engine Fire
General
An engine fire during take-off does not necessary result in an immediate
and significant power loss resulting in auto-feather. Initially follow the normal
take-off profile. It is recommended to delay engine shutdown until reaching
acceleration altitude. If engine failure or severe damage results in an auto-
feather, follow profile for engine failure.
During approach, in case of smoke or fire it is at Commander’s discretion
either to continue the approach and landing or start a go-around. In case of
continuation of approach the Commander shall take a decision weather
engine shutdown is necessary or could be postponed till landing. Especially
for Cat 2 approach, when engine shutdown causes Cat 1 minimum to be
applied for approach continuation.
NOTE: If affected engine is still producing thrust, expect big yaw
moment during engine shut-down.
After landing with any kind of fire or smoke observed or suspected on the
airplane or engines the Emergency evacuation shall be immediately initiated
as per QRH procedure. In case of fire LP should stop the aircraft in the
direction, in which the wind will blow the flames away from the fuselage.
B-3.2-2 30.01.2006
OM – Part B Fire & Smoke Drills Fokker 50
Rev.: 014
Crew co-ordination
As soon as a decision to shutdown the engine is taken follow QRH
procedure for “Engine Fire/Severe Damage”
PF PM
Order: “Memory Items”
Call: “Confirm Engine”
Engine shutdown
Check CAP, engine

instruments and call:
“Left/Right confirmed”
Place hand on respective Fuel
Lever and call: “Confirm Lever”
Check PNF intentions and call:
Set FL to the “SHUT” position.
Put his hand on appropriate Fire

Handle and challenge:
“Fire Handle”
Check, that correct FH is
pointed by PNF, and call:
Fire extinguishing
“Left/Right, Confirmed”
Pull the Fire Handle and turn to
“DISCH 1” and start timing. (If
after 45 sec the Fire warning
persists, discharge another
extinguisher).
Report to PF: “Memory items
complete” and
“Fire extinguished/not
extinguished”
Order emergency checklist.
Continue as per QRH
procedure.
30.01.2006 B-3.2-3
Fokker 50 Fire & Smoke Drills OM – Part B
Rev.: 014
B-3.2-4 30.01.2006
Rev.: 008
3.3 ENGINE FAILURE AND SINGLE

ENGINE OPERATIONS
Engine could fail or may be intentionally shutdown by the crew. Failure may
result in auto-feather, if auto-feather system was “armed” at the moment of
failure. Manual shutdown will always results in propeller feathering. QRH
procedures, which may include Memory items, shall be strictly followed.
Be sure to shut down the failed engine. All actions resulting in engine
shutdown in flight should be carried out in close coordination, see crew co-
ordination.
Upon the Commander’s consideration engine restart procedure can be
performed.
3.3.1 Engine Failure Before V1

An engine failure with auto-feather will cause a large yawing moment.
Immediately apply the rudder for directional control. Retard both power
levers and maintain directional control with rudder and nose-wheel
steering. After coming to a stop, depending on circumstances, application
of the ON GROUND EMERGENCY procedure may be required.
NOTE: Selection of ground idle will disarm the auto-feather circuit, which may
result in a wind milling propeller on the failed engine.
Rejected take-off procedure and crew co-ordination shall be used, see
3.1.1.
3.3.2 Engine Failure After V1

If an engine fails after V1 the take-off should be continued. The first
indications for loss of engine power is drop in torque followed by a level 3
alert. Automatically the propeller of the failed engine feathers and
maximum power is selected on the operating engine. Immediately apply
the rudder for directional control and use the ailerons to keep wings level.
Maintain heading and follow FD pitch command.
The minimum speed in the initial climb segment is V2. If an engine fails at a
higher speed, maintain that speed or gradually reduce by increasing pitch
to a speed not lower than V2 + 10. With low aircraft weight more pitch than
GA attitude may be required. Operate TCS to adjust FD pitch command to
the required attitude. Use rudder and aileron trim as required.
01.02.2003 B-3.3-1
Rev.: 008
After acceleration in the acceleration segment, maintain VCLEAN in the final
take-off segment and single-engine climb out. o
Caution:
o
Maximum bank angle at V2 and VCLEAN is 15 . For bank angles of
15-30 , increase respective speed by 10 KIAS.
If auto-feather and/or APR fails, the FUEL lever of the failed engine must
be placed in SHUT on command of the PF and GA must be selected on
ERP in order to obtain maximum power on the operating engine.
Crew Co-ordination
PF PNF
Check reaching and call: “V1”
Call: “CONTINUE” Call: “ROTATE” as per normal

V1
take-off sequence.
Rotate the aircraft as in
normal take-off so as to reach
V2 at 35 feet not later than
above the runway end.
When airborne check speed Monitor speed and attitude
minimum V2. throughout initial climb. When
positive rate of climb is established
call:
“Positive Climb”
Command: Select gear up and check that gear
“Gear Up, Check Power” is up and locked, then call:
“Gear is Up, lights out”
Airborne
Immediately check APR and engine

instruments for auto-feather and
call:
-If APR and auto-feather active
calls: “Power Checked” Audio
alert, if any, now can be cancelled.
If no APR, calls:
“No APR”
Select GA on ERP.
B-3.3-2 01.02.2003
Rev.: 008
-If no auto-feather PNF call:

“No Auto-feather”
Call: “Memory items”

Call: “Confirm Engine”
Airborne
Check CAP, engine

instruments and call:
Place hand on respective Fuel
Lever and call: “Confirm Lever”
Set FL to the “SHUT” position.

Check PNF intentions and
call: “Left/Right confirmed”
Call “Heading, ASEL, IAS ” Select Heading, ASEL, IAS mode

Initial climb
Continue the climb at V2 with on FMP. Cross check aircraft

a pitch attitude of 8-10°, and attitude and speed indicators, and
bank 3° towards the running call: “Heading, ASEL, IAS Set”
engine.
1000’ AGL(if not specified in RM, but never below 400’AGL)

Reaching accelerating altitude
call: “ALT Hold” Select ALT HOLD on FMP. Check
Acceleration
speed and call:

altitude
“FLAPS UP SPEED”
Accelerating trough the flaps
up speed and call: “FLAPS “Clean Speed…”
UP” Select flaps up and when flaps
have been checked to be up call:
“Flaps Zero”
01.02.2003 B-3.3-3
Rev.: 008
When VCLEAN is achieved –
Call ”IAS, ASEL” and climb
at least to MSA.
When speed is Vclean or
more and altitude above
acceleration altitude
Clean configuration
command :
“Memory Items” or
“Emergency
Checklist” or
Read and perform the ordered
“Abnormal Checklist”
Checklist/Procedure items and
simultaneously monitor flight
instruments and report:
“Checklist completed / End of
procedure”
Order “After TO checklist”

Complete the Checklist
Note: Engine shut down sequence presented above shall always be used
for engine shut down during the flight and shall be ordered by PF using
“Memory Items” challenge.
B-3.3-4 01.02.2003
Rev.: 008
01.02.2003 B-3.3-5
Rev.: 008
3.3.3 Engine Failure During Approach and Go-Around

If an engine fails during approach the propeller will start wind-milling.
If above 500 ft or if visual reference is established:
• Select GA on ERP
• Increase power to maintain speed and glide slope
• Carry out the applicable procedures (Memory Items for failed
engine shutdown) if time permits
• Continue single-engine approach and landing
If below 500 ft and visual reference has not been established:
• Initiate a go-around
• As soon as the aircraft attitude is stable, feather the propeller
by placing the fuel lever in SHUT using Memory Items
procedure for engine shutdown.
• At acceleration altitude (min 400 ft AGL) continue as for
Engine Failure after V1
If an engine fails during a go-around the propeller of the failed engine will
probably not feather automatically. As soon as the aircraft attitude is stable
after completion of the initial go-around actions, feather the propeller by
placing FUEL lever in SHUT using Memory Items procedure for engine
shutdown.
CAUTION: THE FD ON THE CORRESPONDING SIDE WILL REVERT

TO STBY. THE AP, WHEN CONNECTED TO THE
RELEVANT FD, WILL REVERT TO BASIC MODE. IF
DESIRED, RESELECT REQUIRED MODE(S) ON THE FMP
AND ENGAGE AP OR DISENGAGE AP AND CONTINUE
MANUAL APPROACH.
NOTE: During AP single-channel operation, the AP may disengage. Cancel
disengagement alert, verify AFCS mode(s) on PFD and re-engage AP or
continue manual approach.
B-3.3-6 01.02.2003
Rev.: 008
3.3.4 Single Engine Operations

Emergency checklist “Single-engine procedure” or Abnormal checklist
“Shutdown” shall be used for single engine operation as appropriate.
Turns after Take-off

The SID chart for the particular take-off runway may state a special single-
engine instrument procedure to avoid obstacles. This procedure forms an
integral part of the crew briefing before take-off. The degradation in climb
performance due to turns is taken into account in the SID chart.
Single engine Climb, Cruise or Descent

When an engine fails during climb, cruise or descent take action according
to the emergency checklist. Select MCT on the live engine. Single engine
climb performance and single engine ceiling are based on the use of MCT
and VCLEAN.
When an engine fails in cruise, select MCT and let the speed decrease to
VCLEAN..
In case terrain clearance is no limiting factor, CRZ rating might be selected
and higher indicated airspeeds at lower altitudes can be expected.
Single-engine Approach
Before starting a single-engine approach select ERP to GA.
Single-engine Circuit
The single engine circuit is similar to the two engine circuit. During level
flight, require torque is approx 75 per cent more than the setting for two
engines. During descent on a standard 3 degree glide slope the required
torque is approx 50 per cent more than for two engines.
Single engine low circuit

A single engine low circuit or circling procedure should be avoided
whenever possible. Level flight with flaps 10O, 130 kt and landing gear
down may exceed the aircraft’s performance.
Follow the procedure for two-engine low circuit. Do not extend landing gear
abeam runway threshold. Select landing gear down and flaps 25 when
intercepting the glide path on final approach.
NOTE: The GPWS may generate a ”TOO LOW GEAR” warning when the
landing gear is not down-locked below 500 ft RA.
01.02.2003 B-3.3-7
Rev.: 008
Single engine Precision Approach

The single engine precision approach is similar to the two-engine
approach. Crew coordination and AFCS operation is as described for the
normal approach. CAT II approach is prohibited.
Single-engine Non-precision Approach

The single engine non-precision approach procedure is similar to the two-
engine approach. Crew co-ordination and AFCS operation is described for
the approach.
Level flight at MDA will require considerable power for the operating
engine. If the required speed can not be maintained, retract the landing
gear to reduce drag. In this case select landing gear down and flaps 25
when intercepting the glide path on the final approach.
NOTE: The GPWS may generate a ”TOO LOW GEAR” warning when the
landing gear is not down-locked below 500 ft RA.A LG warning may be
generated when V/S exceeds 200 ft/min descent below 830 ft or with speed
below 140 kt.
Single engine landing

For performance reasons the landing flap position should be 25. Aim for an
early and well stabilized approach. Trim the aircraft when stabilized.
• On short final, after the decision to land, it is recommended to order the
PNF to select the rudder trim to neutral
• Use standard approach and landing technique
• Upon selection of ground idle or reverse, anticipate a yaw toward the
operating engine
• Use brakes as for normal landing
Single engine go-around

Follow procedure GO-AROUND, LANDING FLAP 25.
NOTE: Ensure both power levers are advanced to TO detent.
At acceleration altitude (min 400 ft) continue as for engine failure after V1.
B-3.3-8 01.02.2003
Rev.: 014
3.4 EGPWS/TAWS WARNING

If ground proximity warning is received, immediate corrective action is
required unless it is obvious that the warning can be neglected (Part A
8.3.5.)
AURAL ALERT ANNUNCIATOR PILOT ACTION
Disengage autopilot and immediately
level wings.
Apply full power, establish a climb
attitude and climb out of the alert
envelope. Continue manoeuvre until
''PULL UP, alert ceases or terrain clearance is
GPWS
PULL UP'' assured.
NOTE: Reconfigure the aircraft as
necessary to establish climb.
During daytime visual conditions, take
immediate action as necessary until
alert ceases.
''SINK RATE, Arrest sink rate and fly out of alert
TERR
SINK RATE'' envelope.
Apply power, level wings, establish a
"TERRAIN AHEAD,
TERR climb attitude and climb out of the alert
TERRAIN AHEAD"
envelope.
Disengage autopilot and immediately
level wings. Apply full power, establish
a climb attitude and climb out of he
alert envelope. Continue manoeuvre
TERRAIN AHEAD, until alert ceases or terrain clearance is
PULL UP, TERRAIN GPWS assured.
AHEAD, PULL UP NOTE: Reconfigure the aircraft as
necessary to establish climb.
During daytime visual conditions, take
immediate action as necessary until
alert ceases.
“BANK ANGLE” GPWS Reduce bank angle.
30.01.2006 B-3.4-1
Rev.: 014
AURAL ALERT ANNUNCIATOR PILOT ACTION
Caution alert. Followed by
''Terrain Ahead, Terrain Ahead,
Pull Up, Pull Up''
if condition continues.
a. If level, apply power, establish
TERR a climb attitude and climb out
"TERRAIN AHEAD, of the alert, check position on
TERRAIN AHEAD” (60 second Terrain TAWS display.
Caution Alert) b. b. If descending, apply power
and level off. If caution
continues, apply power,
establish a climb attitude and
climb out of the alert, check
position on TAWS display.
“TOO LOW
TERRAIN, Immediately arrest sink rate and fly out
TERR
TOO LOW of alert envelope.
TERRAIN”
“TOO LOW GEAR, If conditions permit, extend the landing
TERR
TOO LOW GEAR” gear; otherwise, execute go around.
“TOO LOW FLAPS, Select landing full flaps or cancel with
TERR
TOO LOW FLAPS” the FLAP OVRD switch.
“GLIDE SLOPE” Arrest descent rate and rejoin the glide
BELOW G/S
(Loud Alert) slope.
Arrest descent rate and rejoin the glide
''GLIDE SLOPE'' BELOW G/S slope, consider Loud Alert missed
approach.
Immediately level wings. Apply full
“DON'T SINK” TERR power, establish a climb attitude and
climb out of the alert envelope.
“500, 100,
50,40,30,20,..”,
[For YL-BAS, BAT, NONE Advisor callouts only.
BAW, BAZ, BAR,
BAU]
“MINIMUMS”,
“MINIMUMS”,
“500, 100, NONE Advisor callouts only.
50,40,30,20,..”,
[For SE-LJI]
CAUTION: 1. Cases when Aural alert is comprised by “Pull Up”

command the PF/Commander shall initiate the Go-
Around Procedure immediately, items which are not
obviously required (flaps in clean configuration - for
example) shall be omitted.
2. Go-Around Procedure may be applied upon receiving
any of the TAWS/GPWS warnings if PF/Commander
consider it’s necessary.
B-3.4-2 30.01.2006
Rev.: 007
3.5 TCAS WARNING

In general TCAS procedure is introduced in Part A 8.3.6. The following
notes shall be taken in account when using TCAS in flight:
- TCAS may command manoeuvres which, under conditions of low
speed, high drag and low excess thrust, may significantly reduce
the stall margin or may even result in a stall warning. However, a
TCAS maneuver shall not be continued beyond the point of stick
shaker activation. Conditions where this may occur include:
a. Bank angle in excess of 15 deg.
b. Operation at airports above 5300 MSL, temperature
outside of ISA + 10 deg C, airspeed below normal
operating airspeeds, and buffet margins less then 0.25 g.
c. Engine out.
- Do not initiate evasive manoeuvres using information from the

traffic display only or upon receiving a TA only without visual
contact with the traffic. Traffic displays and advisories are intended
for assistance in visually locating the traffic but lack the flight path
trends necessary for use in evasive manoeuvring.
- Compliance with an RA is necessary unless it is considered not
safe to do so, or unless the pilot has better information about the
cause of the RA and can maintain safe separation (e.g. visual
contact and safe separation from other traffic, obvious TCAS
failure, etc.)
CAUTION: Once an RA has been issued, safe separation could be
compromised if current vertical speed is changed, except as necessary
to comply with RA. This is because TCAS II – to – TCAS II coordination
may be in progress with the intruder aircraft, and any change in vertical
speed that does not comply with the RA may negate the effectiveness
of the other aircraft’s compliance with the RA.
Note: The consequences of not following an RA may result in additional
RA’s in which aural alert and visual annunciations may not agree with each
other.
- Evasive manoeuvre following a “Climb” RA while flying at FL250will
result in temporarily exceeding the maximum certified flight altitude.
01.07.2002 B-3.5-1
Rev.: 007
- To assure safe separation, evasive manoeuvre of approximately

0.25 g must be initiated within approximately 5 sec after the initial
RA and within approximately 2.5 sec if an additional, corrective RA
is issued.
- In case of an RA, the search for the conflicting traffic should, if
meteorological conditions permit, include a visual scan of the
airspace into which the pilot’s own aircraft might manoeuvre.
- Evasive manoeuvring must be limited to the minimum required to
comply with the RA. Excessive responses to RA’s are not desirable
or appropriate because of the other potential traffic and ATC
consequences. From level flight, proper response to an RA
typically results in an overall altitude deviation of 300 to 500 ft in
order to successfully resolve a traffic conflict.
- If a “Climb” RA is issued while in the landing configuration, initiate a
normal go-around procedure.
Note: Initiating the go-around procedure for “Climb” RA does not
mandate a missed approach. It is intended to assure the airplane is
properly configured for the expected manoeuvre. In most cases, the
TCAS event will be resolved with only minor deviation to the intended
flight path and sufficient time and altitude will exist to recover to the
desired flight path.
- The “TA only” mode should be used to prevent RA’s when
intentionally operating close to other aircraft such as to closely
spased parallel RWYs.
- The “TA/RA” mode should be selected just prior to take-off, and
“STBY” mode should be selected after clearing runway following
landing.
B-3.5-2 01.07.2002
Rev.: 007
3.5.1 Crew co-ordination
Phase PF PNF
If engaged, disconnect AP.
Manually establish climb or descent Report to ATC: “TCAS climb /
at the rate indicated by the green descent”
area on the vertical speed scale.
RA issued
Note:
- Do not use AP or FD V/S mode to acquire the desired vertical
speed, because AFCS response to V/S selection is too slow to
provide adequate TCAS response.
- Do not change the selected FMP altitude.
- Altitude exit alert may come on.
Quickly manually return towards the

applicable ATC clearance unless
otherwise directed by ATC. Select
Perform selections needed for AP
Recovery
AP on. The AP will engage in either

engagement and ordered by PF.
the V/S mode, maintaining the
Report to ATC: “Returning to …ft
vertical speed at engagement, or in
/ FL…”
ALT capture (this requires the ASEL
mode to be armed), depending on
the situation.
01.07.2002 B-3.5-3
Rev.: 007
B-3.5-4 01.07.2002
Rev.: 014
3.6 INCAPACITATION
3.6.1 General
Incapacitation can be classified into two categories:
Obvious;
Subtle.
Once the incapacitation is identified, follow these general procedures:
1) Keep the airplane from crashing (take over).
2) Take care of the incapacitated pilot (restrain and remove).
3) Prepare for the landing (reorganize the cockpit).
NOTE: Once pilot has suffered incapacitation and afterwards
recovered, he may no longer take the controls nor act as the
Commander for the rest of the flight.
a) Obvious Incapacitation
Obvious incapacitation could be sudden, prolonged, and usually results in a
complete loss of operating function. By definition, they are immediately
apparent to the remaining crewmembers, for example:
Severe brain disorders (stroke, fits, and haemorrhage);
Heart disorders (heart attack);
Severe internal bleeding;
Severe and sudden kidney or gallstone attacks.
b) Subtle Incapacitation
Subtle incapacitation could be partial in nature and usually transient. It is
significant operational hazard because it is difficult for other crew members
to detect. The affected pilot may look well and be conscious with only
partially functioning brain. He may not be aware of or capable of rationally
evaluating problem, if for example the following occurs:
Minor brain seizures or tumours;
Hypoglycaemia (low blood sugar).
Early recognition of incapacitation can be achieved by:
Strict use of standard operating procedures (note deviations);
Routine monitoring and cross-checking of flight instruments.
Subtle incapacitation is the most dangerous. It occurs most frequently and
its effects range from partial loss of function to complete unconsciousness
or death. Procedural deviation is the first sign of incapacitation and any
inappropriate verbal response associated with it should be enough to raise
suspicion.
30.01.2006 B-3.6-1
Rev.: 014
3.6.2 Preliminary Actions

A flight deck crewmember, developing physical complains during flight,
should inform the other flight deck crewmember and should lock his
shoulder harness as a precaution.
3.6.3 If an incapacitation occurs:

(a) The remaining pilot should take over the controls and check the
position of essential control and switches;
(b) Use AFCS with AP engaged;
(c) In nearly all cases an emergency should be declared;
(d) Another cockpit occupant or Cabin Attendant should restrain the
incapacitated pilot and slide the seat back;
(e) Use the P.A. system to obtain help if necessary;
(f) The incapacitated pilot should be removed from his seat and the
cabin crew made responsible for his care (it should be realized that
an unconscious pilot can regain consciousness very suddenly and
become a violent and irrational);
(g) Consider if Cabin Attendant should be requested to read out
checklists or provide any other assistance.
(h) No special landing limits are prescribed but Cat 2 approach is
prohibited.
3.6.4 Cabin Crew

If an incapacitation occurs, the Cabin Crew may be called to the flight deck
to restrain the incapacitated pilot and slide his seat back. The incapacitated
pilot may be restrained in his seat by locking seat belt and shoulder
harness.
If requested by the PF, remove incapacitated pilot to the cabin and
administer first aid. Make an announcement requesting assistance for
anyone with medical training onboard.
B-3.6-2 30.01.2006
Rev.: 014
3.7 OTHER EMERGENCY and

ABNORMAL SITUATIONS
3.7.1 Emergency Descent Procedure
General
After rapid decompression at high altitudes emergency descent must be
initiated and continued to the altitude where passengers can breathe
normally. ATC must be informed as soon as possible.
When executing emergency descent consider turning away from the airway
or designated track to avoid traffic at lower levels. Exercise caution in order
not to exceed the structural limitations of the aircraft during descent
combined with rapid turns. Recommended initial level-off altitude is 14’000
ft to 10’000 ft, provided terrain permits.
As soon as possible brief Cabin Crew and inform passengers on incident
and further deviations, if any. When safe, give a clearance to the Cabin
Crew to move around the cabin.
Cabin Crew will follow their procedures and inform Flight Crew on cabin
status.
Level flight must be maintained at 10’000 feet or at the lowest safe altitude,
if higher.
Make an entry into Airplane Technical Log and complete Flight Safety
Report. Request a report from Cabin Crew and few of the passengers.
30.01.2006 B-3.7-1
Rev.: 014
Crew Co-ordination
In case of rapid or explosive decompression refer to Emergency Checklist
in QRH. The procedure is initiated by the Commander with the command:
Emergency descent.
PF PM
- Call for Memory Items. - Announce Memory Items for
Emergency Descent Check List.
- Put on Oxy mask and select
“OXY” on audio panel. - Put on Oxy mask and select “OXY”
on audio panel.
- Select IAS mode.
- Determine and select minimum safe
- Power levers FLT IDLE.
altitude on APA and select ASEL.
- Increase IAS to Vmo.
- Select “Seat-belt signs” on.
- Inform Cabin Crew via PA:
- Transponder: 7700
"Rapid Descent"
- Inform ATC.
- Complete Check List.
NOTE: Do not descent below MEA. If structural integrity is in doubt,
limit speed as much as practicable and avoid high
manoeuvring loads. Make a low speed emergency descent by
selecting flaps and landing gear at the limit speeds and
descend with flaps 25 and speed 160 kt. When in level flight,
select gear and flaps up, review check list and assess the
situation.
B-3.7-2 30.01.2006
Rev.: 014
3.7.2 Distress Communications and Alerting ATC of

Emergencies
For emergency communication procedures refer to Route Manual, section

Emergency, Security.
Distress message
1) MAYDAY, MAYDAY, MAYDAY;
2) Name of station addressed (Stockholm Control);
3) Aircraft call-sign (airBaltic 101);
4) Nature of distress (Collision with foreign aircraft);
5) Intentions (We are flying towards the coastline);
6) Current position (FL or altitude, heading).
Public announcement
In English:
Ladies and Gentlemen, this is your captain speaking. May I have your
attention, please.
Due to technical reason we are forced to make an emergency landing (on
water) in about ... minutes. We are proceeding towards nearest airport
(Ship, Coast) and have informed the rescue service.
We are carrying all the necessary survival equipment and we will tell you
how to use it.
Please remain seated, keep calm and follow the instructions carefully.
Distress Transponder Codes

EMERGENCY................. 7700
COM FAILURE ............... 7600
HI – JACKING ................ 7500
30.01.2006 B-3.7-3
Rev.: 014
3.7.3 Guidance for Diversion in Case of

Serious Technical Failure
General
In case of serious technical failure the following shall be evaluated to make
decision to continue or divert the flight:
Technical status of the aircraft, actual gross weight, remaining fuel on
board;
En route weather (wind, temperature, icing, thunderstorms, landing
forecasts, etc.);
Available route and aerodrome facilities.
Discontinuation of Flight
The flight shall be returned to the airport of departure or to the nearest
suitable airport, if:
Vital parts of the engine/systems/aircraft are damaged;
There was fire on board;
The affected system is essential for continuation;
QRH requires to do so.
Continuation of Flight with One Engine Inoperative

A flight may be continued at the Commanders discretion provided:
The safe flight to the destination can be provided, using remaining
equipment;
In-flight re-planning has been performed;
The distance to a suitable airport at all times during the continued flight
is not greater than that which can be flown within 90 minutes at
normal all-engine cruising speed;
The remaining fuel at all times during the continued flight is sufficient to
reach the nearest suitable airport, having 30 minutes holding at 1’500
ft available.
If two or more airports are at about the same flying time from current aircraft
position, the following shall be chosen in prioritized order:
Airports used for flight planning by airBaltic;
Other airport presented in the RM;
Military airfield;
Other airfields.
B-3.7-4 30.01.2006
Rev.: 014
3.7.4 Anti Skid INOP

When operating aircraft with a faulty Skid Control System:
1) TOW is limited by RWY length decrease.
Perform TOW calculation prior each flight. (see GWC table 3.1)
O
2) Perform take off with flaps 15 .
A larger TO flap setting results in a shorter RWY roll. The disadvantage
of that is the deterioration in climb performance.
3) Check landing distance at the destination and alternates, as given in
GWC table 4.1.
The values given in the table are valid for dry RWY. When the runway is
wet or slippery (BA other than good) the required RWY length should be
assumed to be 115% of the table value (see AFM 6.13.02).
4) Brake with caution to prevent tire skid.
Max speed to apply brakes is 40 kts.
5) If trapped by FLAP asymmetry alert.
When flaps stuck in position 0 deg the landing distance additionally
increases by 1.86 times.
3.7.5 Lighting Strike

Lightning is normally related to thunderstorms. Avoiding lightning strikes is
therefore related to the avoidance of turbulence, icing and hail. At night,
switch on the storm lights to prevent temporary blinding from lightning, and
keep eyes on the instruments.
If a lightning strike is experienced while the landing gear is down, test skid
control system before landing.
Additional information could be find in Part A ch.8.3.8.1.
3.7.6 Overweight Landing

In case technical or operational reasons require overweight landing, fly a
normal approach and landing. Overweight landing may only be performed in
case of emergency. Any overweight landing should be reported to
maintenance.
30.01.2006 B-3.7-5
Rev.: 014
3.7.7 No Ground Idle After Landing
Premature attempt to select ground idle just before touchdown may block
the automatic flight idle stop release mechanism. Therefore if ground idle
can not be selected after touchdown, momentarily move the power levers
slightly forward to enable the automatic flight idle stops to be released, and
then select ground idle. If it is still not possible to select ground idle:
Select TO rating on ERP as soon as possible
Use brakes to slow down the aircraft
Aim for the next exit available
Clear the RWY and stop the aircraft
Verify/reset the ground/flight control circuit breakers and select ground
idle.
If after stopping ground idle cannot be selected:
Shut down engines
Wheels chocked and parking brake off.
If after shutdown the power levers still cannot be reset to ground idle and
further taxiing is required (no towbar available):
Allow brakes to cool for 30 minutes
Start one engine with power lever in flight idle
Taxi on one engine for a maximum of 5 minutes.
If crosswind conditions, if only one power lever cannot be selected to

ground idle, keep both power levers at flight idle until nose wheel steering
becomes effective. In addition differential braking can be used to maintain
directional control.
Notes:
1. Landing distance will increase due to positive engine power
during rollout (power is in TO rating). Actual landing distance
is well within the normal RLD for flaps 25.
2. The brakes will become hotter than during normal landing.
When taxiing is continued in this condition brakes will heat up
very quickly and may cause flat tyres.
3. Apply standard engine start procedure when starting with
power lever in flight idle. After stabilization engine torque and
fuel flow will be higher than normal.
B-3.7-6 30.01.2006
Rev.: 014
3.7.8 Landing with flaps less than 25

General
If a flap asymmetry alert comes on, the flaps are stuck in the indicated
position. Do not operate alternate flap in this case. Follow QRH abnormal
checklist.
For VREF see QRH, use VREF for the nearest smaller flap position.
The landing distance for flaps 0, the worst case, is 1,59 times the distance
for flaps 25. So the actual (measured) landing distance with flap 0 is 0,95
times the required landing field length for flap 25.
See QRH tables for actual landing distance.
If the flaps are stuck in a position less than 25 use the procedure below:
Procedure
Select the longest runway available, regarding wind and braking action,
preferably with ILS or VASIS
A straight-in approach using AFCS is recommended
Aim to be established with 140 kt at glide slope interception
Select landing gear down
Complete BEFORE LANDING CHECK
Fly a 3 deg or ILS glide slope
Aim to be established at 1000 ft on final approach speed VREF + 10
AND GLIDE SLOPE
At approx. 200 ft disengage AP and reduce speed to cross threshold at
VREF
Aim for a positive touchdown at the normal touchdown point
Anticipate increased floating. Only a slight pitch increase is required for
the flare
NOTE: In case flaps are less than 5, too long a flare may result in the
tail skid touching the runway.
Lower the nose on the runway and select ground idle without delay
Apply reverse and brakes as required
30.01.2006 B-3.7-7
Rev.: 014
3.7.9 UPSET RECOVERY

Flight Crew should be aware that various factors could disrupt normal flight
and place an aircraft into abnormal attitude. This section will define aircraft
upsets, list some of their potential causes, as well as suggest various
techniques for safe upset recovery.
Definition: Aircraft upset is defined as aircraft attitude equal to or grater
than any of the following:
Pitch attitude more than 25 degrees nose up;
Pitch attitude more than 15 degrees nose down;
Bank angle more than 45 degrees;
Flight within these parameters at airspeeds inappropriate for the
conditions.
3.7.9.1 Causes of Aircraft Upsets

Most common causes of aircraft upsets are categorized as:
a) Environmentally induced;
− Turbulence, Wake turbulence
− Mountain wave;
− Windshear, Microbursts;
− Airplane Icing.
b) Systems anomalies induced;
− Flight Instruments;
− Autoflight systems;
− Flight controls and other anomalies.
c) Pilot induced;
− Instrument misinterpretation or slow cross-check;
− Inattention and distraction from primary duties;
− Vertigo or spatial disorientation;
− Improper use of airplane automation;
d) A combination of all of the above.
B-3.7-8 30.01.2006
Rev.: 014
3.7.9.2 Upset Recovery Techniques

Recovery from upset normally mean putting the aircraft into horizontal
flight/wing level position within speed limits.
The recovery shall be done via shortest possible way, to prevent entering
the aircraft into a hazard. The most hazardous in upset are:
− During nose-up situation – intensive loss of speed with possible
stall;
− During nose-down situation – intensive loss of altitude and
possibility of exceeding VMO.
These dictate different sequence/priorities of upset recovery.
Upset Recovery Techniques
Nose-up Attitude Nose-down Attitude

1. Recognize and confirm the situation
2. Disengage autopilot
3. Reduce pitch angle 3. Roll to wing level
(maintain the ball in center) 4. Reduce pitch angle
4. Roll to wing level 5. Adjust power
5. Adjust power
6. Check/adjust altitude, speed, heading
30.01.2006 B-3.7-9
Rev.: 014
3.7.9.3 Stall Recovery
Indications:
air speed decreasing to be close to or below V2 on take-off, and
VREF on approach;
stick shaker activation;
controllability problems in combination with loss of speed
or unusual loads (G-loads).
Actions in general
In case of stall or airplane attitude close to stall is encountered the flight
crew are expected to implement prompt actions to provide safe trajectory of
flight. The main concern shall be given to air speed and vertical speed. To
recover from stall or attitude close to stall the standard “Go-around”
procedure shall be called out and used.
Depending on actual airplane configuration the items of “go-around”
procedure that are obviously not necessary shall be omitted or by passed
based on airmanship. Therefore stall recovery when airplane is in clean
configuration will require GA power setting and acceleration control.
B-3.7-10 30.01.2006
Rev.: 014
Crew co-ordination
Once initiated the procedure shall be completed by the PF.
Change of controls should not be made until recovery is completed, unless
required for the safety reason.
Phs
PF PM
Both pilots are responsible for initiation of the recovery procedure by
challenging: “Go - around”.
Complete Go-around according Assist PF to complete recovery
to Missed Approach Procedure making requested selections
and profile if applicable and using proper call-outs
Immediately advance the power
levers to TO detent, disconnect
AP, press GA button and call:
Initial
O
“Flaps 10” (if flaps are on 25 ;)
or
check GA –power on ERP and
O
“Flaps 20" (if flaps are on 35 .) call:
“Flaps 10/20”
“Positive climb”
Positive Climb
“Gear up, Check Power”

“Gear is up, lights out,
Power Checked”
“Heading, ASEL, IAS”
“Heading, ASEL, IAS Set”
Accel.
If applicable perform further as for Standard Take-off till 1000’ AGL

(if not specified in RM, but never below 400’)
Accelerate through the flap

retraction schedule. “V Flaps Up”
“Clean Speed …”
Call “Flaps Up”
“Flaps Zero”
“Climb Power” or
“Cruise Power”
30.01.2006 B-3.7-11
Rev.: 014
B-3.7-12 30.01.2006
Rev.: 007
3.8 ABNORMAL and EMERGENCY

CHECKLISTS
General
The checklist contain only those procedures where an action or sequence
of actions or prohibition of incorrect action(s), which is not observed, could
result in a significant adverse affect on the airworthiness of the aeroplane
or the safety of the passengers and crew.
Checklists for Abnormal and Emergency situations are presented in Quick
reference handbook (QRH). QRH shall be easily accessible for flight crew
during the flight. Procedures shall be strictly followed.
These procedures supplement and supersede the normal procedure.
Normal Checklist items are usually not contained in within these
procedures and shall be used when applicable.
Action considered to be “Airmanship” may not be included in these
procedures; however, in an emergency they should be considered:
- Cancelling Master alert;
- Circuit breakers check;
- Selection of emergency lighting;
- Establishing crew communication;
- R/T call;
- Use of oxygen;
- ATC Transponder;
- Advise and brief cabin crew;
- PA calls/announcement;
- Reducing landing weight;
- Normal checks, and
other items of airmanship the crew consider appropriate.
01.07.2002 B-3.8-1
Rev.: 007
Presentation
Memory items are [boxed].
The procedures are presented in a form of checklist. If actions depend on a
precondition, a black square indicates the precondition. A sequential
precondition or a phase of flight is indicated by a black dot. All action lines
are in capitals, other information is printed in lower case.
Execution
For Abnormal / Emergency Checklist “Read and Do” method shall be
used, assuming that procedures are performed by PNF through reading the
checklist.
In addition to basic rules for checklist execution prescribed in OM, A,
8.0.6.6 the following to be applied:
1. Checklist to be started with the procedure title;

2. Memory items, if exist, to be repeated;
3. Non-relevant information should be omitted;
4. Essential information should be read loudly and distinctly;
5. Selections of the systems / items which are vital and could lead to
irreversible changes in aeroplane / system status shall be done
with outmost care and PF’s attention or confirmation, if required
by procedure;
6. If checklist procedure is complicated or even can not be
completed at the moment, PNF should make:
- short de-briefing on actions completed and
aeroplane/system status;
- notes on actions/checklists to be completed later and final
aeroplane/system status expected for landing.
B-3.8-2 01.07.2002
Rev.: 007
Memory Items
For some procedures specific actions have been defined which shall be
performed as soon as situation permits. The delay involved when referring
to documents is not acceptable, therefore pilots shall be able to act by
recall.
If not stated otherwise in applicable procedure, the following principles
should be adhered to:
1. If simultaneous actions are required they should be done by PNF first.
Then, after change of control, by the other pilot.
2. Vital items shall be confirmed by both pilots before execution;
3. Memory Items to be confirmed by subsequent checklist reading.
Procedures applicability
Abnormal and Emergency procedures are applicable during the flight
unless specifically stated otherwise. When a system malfunction occurs
during ground operation, the relevant procedure should be completed with
omission of those items or bypassing those conditions which obviously are
only applicable when airborne.
If the emergency situation is positively corrected before completion of the
procedure, the Commander should evaluate the situation before
proceeding with the next step.
Before take-off with certain systems inoperative, refer to the Minimum
Equipment List and verify if dispatch is allowed.
Note: Some of the procedures, when deemed necessary, are followed
by brief explanation for actions whenever the reason is not obvious, and
other operationally relevant background information.
01.07.2002 B-3.8-3
Rev.: 007
B-3.8-4 01.07.2002
Rev.: 010
3.8.1 Abnormal checklists

3.8.1.1 Air
PACK FAULT
PACK .................................................................. OFF THEN ON
g If reset is unsuccessful:
PACK.............................................................................. OFF
- Additional flight deck heating can be used if necessary.
DOUBLE PACK FAULT

OXY MASK...................................................................... AS REQD
CREW COMMUNICATION ......................................... ESTABLISH
LEFT AND RIGHT PACK ........................................ OFF THEN ON
LEFT AND RIGHT PACK .................................................. OFF
DESCENT ................................................................ AS REQD
ALTITUDE .............................................MAX 10 000 ft or MEA
FRESH AIR SCOOPS .............................................. AS REQD
FLIGHT DECK DOOR .................................................... OPEN
SEAT BELT/NO SMKG .......................................................ON
- If oxygen masks are used, PNF should select speaker switch to OXY
on both audio panels to establish crew communication.
- When cabin altitude exceeds aprox 10 000 ft the EXCESSIVE CABIN
ALTITUDE warning will come on.
RECIRCULATION FAN FAULT

RECIRC FAN........................................................... OFF THEN ON
RECIRC FAN ...................................................................... OFF
01.02.2004 B-3.8.1-1
Rev.: 010
PRESSURE CONTROL FAULT

PRESS CONTROL ....................................... MAN THEN NORMAL
MANUAL RATE CONTROL ................................................ MIN
PRESS CONTROL ............................................................ MAN
MANUAL PRESSURIZATION PROCEDURE ................ APPLY
- MAX and MIN CAB PRESS DIFF protections are still available.
MANUAL PRESSURIZATION PROCEDURE
CRUISE
120 140 160 180 200 220 250
LEVEL
TARGET
0 1000 2500 4000 5000 6500 8000
CAB
ALT (ft)
g CLIMB:
MANUAL CONTROL LEVER ................................................ UP
MANUAL RATE CONTROL .......................................AS REQD
n When reaching target CAB ALT:
MANUAL CONTROL LEVER ................................MID POS
g DESCENT:
MANUAL CONTROL LEVER ................................................DN
MANUAL RATE CONTROL .......................................AS REQD
n When reaching target CAB ALT:
MANUAL CONTROL LEVER ................................MID POS
g BEFORE LANDING:
MANUAL CONTROL LEVER ................................................ UP
- The table of cruise level versus target CAB ALT gives the relationship
required to obtain max allowable CAB PRESS DIFF.
B-3.8.1-2 01.02.2004
Rev.: 010
CABIN DEPRESSURIZATION PROCEDURE

OXY MASK...................................................................... AS REQD
CREW COMMUNICATION ......................................... ESTABLISH
LDG ALT .................................................... SET 10 000 FT or MEA
RATE LIMIT SELECTOR ...............................................MAX INCR
SEAT BELT/NO SMKG ..............................................................ON
DESCENT ........................................................................ INITIATE
ALTITUDE ..................................................MAX 10 000 ft or MEA
For rapid depressurization:
PRESS CONTROL.................................................................. MAN
MANUAL CONTROL LEVER ..................................................... UP
MANUAL RATE CONTROL ...........................................MAX INCR
SEAT BELT/NO SMKG ..............................................................ON
- When cabin altitude exceeds aprox 10 000 ft the EXCESSIVE CABIN
ALTITUDE warning will come on.
BLEED FAULT
BLEED..................................................................... OFF THEN ON
BLEED ................................................................................ OFF
1. Fault indication with Single Chime.

- If a bleed fault is due to overheat or duct leakage, the VALVE CLOSED
light will also come on.
2. Fault indication with Double Chime and MASTER CAUTION light.
- If failing BLEED VALVE is switched OFF and its VALVE CLOSED light
is on, other VALVE CLOSED light will extinguish.
- If , after BLEED VALVE switching to OFF, its VALVE CLOSED light is
not on and other VALVE CLOSED light does not extinguish, the failing
BLEED VALVE is stuck in open position.
01.02.2004 B-3.8.1-3
Rev.: 010
DOUBLE BLEED FAULT

OXY MASK ...................................................................... AS REQD
CREW COMMUNICATION.......................................... ESTABLISH
LEFT AND RIGHT BLEED ......................................OFF THEN ON
g If reset is unsuccessful
LEFT AND RIGHT BLEED..................................................OFF
DESCENT ..................................................................AS REQD
ALTITUDE.............................................. MAX 10 000 ft or MEA
FRESH AIR SCOOPS................................................AS REQD
FLIGHT DECK DOOR......................................................OPEN
SEAT BELT/NO SMKG.........................................................ON
AVOID ICING CONDITIONS
- If a bleed fault is due to overheat or duct leakage, the VALVE CLOSED
light will also come on.
- If the AIRFRAME DE-ICING LOW PRESS light comes ON avoid icing
conditions.
- For the procedure for landing with failed de-icing system see section
ANTI-ICE of this chapter.
3.8.1.2 Automatic Flight Control System
AP AUTO DISENGAGMENT
AP CUT OUT........................................................ DEPRESS
Indication: Continuous cavalry charge plus ROLL 1 and 2 or PITCH 1

and 2 OFF p/b flashing on OVHD panel.
- Depress either ROLL (PITCH) OFF p/b to extinguish lights.
- Now the AP can be re-engaged for single channel operation.
YD AUTO DISENGAGMENT
NO ACTION REQUIRED
B-3.8.1-4 01.02.2004
Rev.: 010
AP OUT OF TRIM
Aircraft will be out of trim at AP disengagement
AP/YD SINGLE CHANNEL FAIL
NO ACTION REQUIRED
3.8.1.3 Electrical Power
ENGINE GENERATOR FAULT

GEN......................................................................... OFF THEN ON
GEN.......................................................................................... OFF
- The GEN reset may be successful if the origin of the fault was an
electrical transient.
ENGINE GENERATOR + AUTO AC X-FEED FAULT

DC X-FEED ...............................................................................ON
GEN.......................................................................................... OFF
AUTO AC X-FEED ................................................................... OFF
AFFECTED BUS ........................................................ DETERMINE
BUS EQUIPMENT LIST ......................................................CHECK
TRU FAULT
TRU ......................................................................... OFF THEN ON

TRU .................................................................................... OFF
DC X-FEED ................................................................................ON
01.02.2004 B-3.8.1-5
Rev.: 010
BATTERY CHARGER FAULT

BAT CHARGER.............................................. OFF THEN ON
BAT CHARGER.............................................................. OFF
BUS FAULT
AFFECTED BUS .................................................................................
BUS EQUIPMENT LIST ......................................................................
B-3.8.1-6 01.02.2004
Rev.: 010
01.02.2004 B-3.8.1-7
Rev.: 010
B-3.8.1-8 01.02.2004
Rev.: 010
3.8.1.4 Fire Protection
LOOP FAULT
LOOP ....................................................................................... OFF
- After selection LOOP to OFF fire warning and extinguishing are not
affected.
3.8.1.5 Flight Controls
FLAP ASYMMETRY
DO NOT OPERATE ALTERNATE FLAP
FLAP LIMIT SPEED ....................................................... OBSERVE
NORMAL FLAP SEL .............SELECT TO INDICATED FLAP POS
g If applicable:
LANDING WITH FLAPS LESS THAN 25 PROC ........APPLY
- NORMAL FLAP operation is de-activated.
FLAP DISAGREEMENT
FLAPS .......................................................................... RESELECT
g If not successful:
ALTERNATE FLAP................................................... OPERATE
NORMAL FLAP SEL........SELECT TO INDICATED FLAP POS
n If alternate flap operation is not successful and if applicable:
LANDING WITH FLAPS LESS THAN 25 PROC ........APPLY
- The FLAP alert is activated when the flaps do not reach the selected
position within approx 20 sec.
01.02.2004 B-3.8.1-9
Rev.: 010
LANDING WITH FLAPS LESS THAN 25

PROCEDURE
GPWS FLAPS OVRD .....................................................OPERATE
VREF .................................................................................... CHECK
LANDING DISTANCE......................................................... CHECK
When actual flap is less than 25 assume a flap 0 landing: multiply
landing distance flap 25 by 1.59.
AUTO ELEVATOR FEEL CONTROL FAULT
AUTO EL FEEL CTL.................................................................OFF
- Expect different elevator control forces during the landing flare.
TAKE-OFF CONFIGURATION
DO NOT TAKE-OFF
AIRCRAFT CONFIGURATION........................................... CHECK
- A take-off configuration warning can not be cancelled by depressing

the master WARNING light, but only by correcting the cause of the
warning.
- The following possible causes have to be verified:
- parking brakes not released
- elevator trim not in the green band
- rudder trim not in the green band
- flaps not in take-off position
- engine rating not n TO or GA
- A/F APR not armed.
3.8.1.6 Fuel
PUMP FAULT
PUMP ......................................................................OFF THEN ON
PUMP .......................................................................................OFF
B-3.8.1-10 01.02.2004
Rev.: 010
DOUBLE PUMP FAULT
PUMP 1 AND 2........................................................ OFF THEN ON

PUMP 1 AND 2
n If JET B fuel is used and NH fluctuates:
FUEL X-FEED .................................................................ON
DESCEND TO 8000 ft OR MEA WHICHEVER IS
HIGHER
FUEL X-FEED ............................................................... OFF
NOTE: If necessary the descent may be delayed until
approaching max fuel asymmetry.
LEVEL LIGHT
g If low level:
LAND ASAP
g If fuel asymmetry:
FUEL X-FEED.......................................................................ON
PUMPS TANK LOWER QTY .............................................. OFF
TANK QUANTITIES.................................................. MONITOR
NOTE: Below 40 kg no actual fuel quantity is indicated, but a
flashing LO40 is shown.
- The LEVEL light indicates that either:
- The fuel quantity in one wing has dropped below 200 kg, or
- The fuel asymmetry between the wing tanks is more than 250 kg.
01.02.2004 B-3.8.1-11
Rev.: 010
3.8.1.7 Hydraulics
ENGINE PUMP FAULT

ENG PUMP ............................................................. OFF THEN ON
ENG PUMP.......................................................................... OFF
DOUBLE ENGINE PUMP FAULT

BOTH ENG PUMPS................................................ OFF THEN ON
BOTH ENG PUMP.............................................................. OFF
n Before approach
BOTH ENG PUMPS........................................................ ON
n If hydr press is 2000 psi or more:
FLAPS, LG, NOSE.WHEEL STEERING AND BRAKES
OPERATE NORMALLY
n If hydr press is below 2000 psi:
BOTH ENG PUMPS ................................................ OFF
n During approach:
ALTERNATE FLAP.................................. OPERATE
ALTERNATE LG SECTOR ............................ DOWN
NORMAL LG SECTOR.................................. DOWN
n After landing:
NOSE-WHEEL STEERING IS INOPERATIVE
NORMAL BRAKES ..................................APPLY
n If normal brakes pressure falls below 1000 psi:
ALTERNATE BRAKE .........................APPLY
SKID CONTROL NOT AVAILABLE
LEAVE NORMAL AND ALTERNATE LANDING GEAR SELECTORS
DOWN
- Normal and alternate brake accumulators provide for approx six

applications each
- Full brakes pressure requires 1300 psi from the accumulator
- No brake pressure available if accumulator pressure falls below 800
psi.
B-3.8.1-12 01.02.2004
Rev.: 010
TANK LOW QUANTITY

BOTH ENG PUMPS ................................................................. OFF
g During approach:
ALTERNATE FLAP................................................... OPERATE
ALTERNATE LG SELECTOR.........................................DOWN
NORMAL LG SELECTOR ..............................................DOWN
n After landing:
NOSE.-WHEEL STEERING IS INOPERATIVE
NORMAL BRAKES ...................................................APPLY
n If normal brakes pressure falls below 1000 psi:
ALTERNATE BRAKE ..........................................APPLY
LEAVE NORMAL AND ALTERNATE LANDING GEAR
SELECTORS DOWN
- Normal and alternate brake accumulators provide for approx six

applications each
- Full brakes pressure requires 1300 psi from the accumulator
- No brake pressure available if accumulator pressure falls below 800
psi.
OVERHEAT
BOTH ENG PUMP ................................................................... OFF
g Before approach:
BOTH ENG PUMP .................................................................ON
LOW TANK PRESSURE
BOTH ENG PUMP ................................................................... OFF

g Before approach:
BOTH ENG PUMP .................................................................ON
01.02.2004 B-3.8.1-13
Rev.: 010
3.8.1.8 Anti-Ice
PITOT HEAT FAILURE
PITOT HEAT ...........................................................OFF THEN ON
PITOT HEAT.......................................................................OFF
g If L LO fault:
In icing conditions ADC 1 may be affected.
Crosscheck speed, altitude and vertical speed
g If R LO fault:
In icing conditions ADC 1 may be affected.
Crosscheck speed, altitude and vertical speed
- If on the ground with parking brakes off the pitot heaters are not selected
on, the INOP lights on the OVHD panel will be ON.
VANE HEAT FAULT

VANE HEAT ............................................................OFF THEN ON
VANE HEAT .........................................................................OFF
- Expect malfunction of pre-stall warning in icing conditions.
AIRFRAME DE-ICING LOW PRESSURE

g If at low engine power:
POWER LEVERS .....................................................ADVANCE
LOW PRESS LT.................................................... CHECK OUT
n If caution persists:
LEAVE ICING CONDITIONS
IF NECESSARY APPLY PROCEDURE FOR LANDING WITH A
FAILED AIRFRAME DE-ICING SYSTEM
- Engine torque required to assure sufficient bleed air pressure for full
capacity airframe de-icing depends on altitude.
Altitude Required torque (%)
FL 200 34
FL 100 20
Sea Level 10
B-3.8.1-14 01.02.2004
Rev.: 010
AIRFRAME DE-ICING SYSTEM NOT EFFECTIVE

g If during flight ice cannot be shed from the wing leading edges
and ice deposits continue to
increase:
LEAVE ICING CONDITIONS AS SOON AS POSSIBLE
AIRFRAME DE-ICING ................. VERIFY HEAVY SELECTED
SPEED...................................................................... MIN 160 kt
n If ice cannot be shed before approach:
APPLY PROCEDURE FOR LANDING WITH A FAILED
AIRFRAME DE-ICING SYSTEM
LANDING WITH A FAILED AIRFRAME DE-ICING

SYSTEM
g If during approach ice is present on the protected parts of the
wing or if there is possibility of ice on the tail
FLAPS .................................................... NOT MORE THAN 25
VAPP.......................................................................... VREF25 + 25
SPEED OVER THRESHOLD .................................. VREF25 + 15
LANDING DISTANCE ................................. MULTIPLY BY 1.35
AIRFRAME DE-ICING TIMER FAULT

DE-ICING SELECTOR ............................................................. OFF
MANUAL DE-ICE PROCEDURE..........................................APPLY
MANUAL DE-ICE PROCEDURE
HOLD MANUAL SELECTOR ALTERNATELY IN EACH POSITION

FOR APPROX 10 SEC.
REPEAT THIS PROCEDURE AFTER A DELAY
This delay depends on the amount of ice buildup.
01.02.2004 B-3.8.1-15
Rev.: 010
ENGINE ANTI-ICING FAULT
ENG ANTI-ICING.....................................................OFF THEN ON

LEAVE ICING CONDITIONS
n If ice on propeller causes excessive vibration:
ERP .............................................................................. MCT
TORQUE ................................................................ ADJUST
Set torque according to tables ERP INOPERATIVE
n If inpossible to keep propeller vibration within acceptable
limits, or if normal engine
operation cannot be restored:
FUEL LEVER ........................................................ SHUT
n When out if icing conditions:
ENG ANTI-ICING ...............................................OFF
AIR START PROCEDURE............................ APPLY
n When out if icing conditions:
ERP........................................................ CLB OR CRZ
TORQUE........................................................ ADJUST
ENG ANTI-ICING ..................................................OFF
- As long as icing conditions continue, keep anti-icing ON, because

partial anti-icing may still be available.
- Depending on amount of ice build up, propeller vibration may be
expected.
WINDOW HEAT FAULT

RELEVANT WINDOW HEAT...................................OFF THEN ON
RELEVANT WINDOW HEAT ..............................................OFF
n If below 10 000 ft and TAT below + 18 deg C:
DO NOT EXCEED 180 kt
- Window heat fault detection is only possible during a test phase. The
test phase is only active with power-up and when the window heat is
switch (any change in selector position).
- Fault detection in flight is by observing ice accretion on the normally
heated parts of the window.
B-3.8.1-16 01.02.2004
Rev.: 010
3.8.1.9 Instruments, Warnings and Monitors
ALERT SYST CHANNEL FAIL
REPORT TO MAINTENANCE
ALERT SYST FAULT ON CAP
ALERT SYST .................................................................. BACK UP
- FAULT light indicates that IAU has failed completely, the system
reverts to BACK UP automatically
- In BACK UP mode only CAP lights are available. No aural alerts except
AP disengagement and aircraft over-speed are given.
FLIGHT DATA REC FAULT
3.8.1.10 Landing Gear
LANDING GEAR SELECTOR LOCKED IN

DOWN POSITION
LOCK OVRD ......................................................PUSH AND HOLD
LANDING GEAR SELECTOR .................................................... UP
LOCK OVRD ...................................................................RELEASE
01.02.2004 B-3.8.1-17
Rev.: 010
GEAR UNSAFE OFTER UP SELECTION

RECYCLE
g If successful:
No restrictions
g If unsuccessful:
NOTE: An unsafe condition may be caused by too high a pressure
in the hydraulic return line.
Application of brakes will reduce this pressure and may
cause the unsafe indication to
disappear.
- Transit light in landing gear selector is ON.
NO GEAR EXTENSION AFTER DOWN

SELECTION
LEAVE NORMAL LANDING GEAR SELECTOR DOWN
ALTERNATE DOWN PROCEDURE ................................... APPLY
ALTERNATE DOWN PROCUDEURE
NORMAL LANDING GEAR SELECTOR ................ CHECK DOWN

ALTERNATE LANDING GEAR SELECTOR ........................DOWN
g If successful:
SELECTORS DOWN
AFTER LANDING CLEAR RUNWAY, DO NOT TAXI
g If unsuccessful:
PERFORM A LEVEL '2 G' TURN (60 deg of bank) AT 170 kt
n If successful:
SELECTORS DOWN
AFTER LANDING CLEAR RUNWAY, DO NOT TAXI
n If unsuccessful:
ALTERNATE LANDING GEAR SELECTOR …
DESELECT (SELECTOR DOWN POSITION)
APPLICABLE GEAR / UNSAFE PROCEDURE …
APPLY.
B-3.8.1-18 01.02.2004
Rev.: 010
This procedure has to be carried out in case of:
- Hydraulic failure
- Normal LG-down selection not possible
- An unsafe gear after down selection
The reset of the alternate LG selector after landing is a maintenance procedure.
MAIN GEAR UNSAFE AFTER DOWN SELECTION

RECYCLE
g If successful:
No restrictions
g If unsuccessful:
CHECK MAIN GEAR VISUALLY THROUGH CABIN WINDOW
n If main gear is down and red marks are in line:
IT CAN BE ASSUMED THAT MAIN GEAR IS DOWN AND LOCKED
n If are NOT in line:
ALTERNATE DOWN PROCEDURE .................... APPLY
MAIN GEAR GREEN LIGHT NOT ON AFTER

DOWN SELECTION
g If no master caution light and no blue transit light:
IT CAN BE ASSUMJED THAT MAIN GEAR IS DOWN AND LOCKED
- Suspect failure of bulbs in LG position indicator.
NOSE GEAR UNSAFE AFTER DOWN

SELECTION
RECYCLE
g If successful:
No restrictions
g If unsuccessful:
ALTERNATE DOWN PROCEURE.................................. APPLY
- Transit light in LG selector is ON

- If any of the nose-gear down lights indicates green, it may be assumed
that the nose gear is safe for landing.
01.02.2004 B-3.8.1-19
Rev.: 010
SKID CONTROL FAULT

APPLY BRAKES CAREFULLY TO PREVENT BLOWN TIRES
Landing distance without skid control is 1.86 times the distance for flap 25.
NOTE: If a lightning strike has been experienced with the landing gear down,
test the skid control system before landing
NORMAL BRAKE SYSTEM FAILURE
USE ALTN BRAKES

APPLY BRAKES CAREFULLY TO PREVENT BLOWN TIRES
Landing distance without skid control is 1.86 times the distance for flap 25.
Normal and alternate brake accumulators provide for approx six

applications each.
3.8.1.11 Navigation
SYMBOL GENERATOR FAULT
SG ..........................................................................................ALTN
MONITOR ATTITUDE AND HEADING WITH STANDBY
INSTRUMENTS
- Navigation data display on the RMI’s is not affected by SG switching.

- When one source is used for both PFDs and NDs monitor stby horizon
and RMI for comparison.
B-3.8.1-20 01.02.2004
Rev.: 010
PFD or ND FAILURE
FAILED DU............................................................................... OFF
COMPOSITE DISPLAY ON REMAINING DU
g I case of composite display on lower DU:
WX SELECTOR .............................................................BRIGHT
NOTE: DON NOT USE FD AND AP ON AFFECTED SIDE
GROUND PROXIMITY WARNING FAULT

GPWS ..................................................................... OFF THEN ON
GPWS .................................................................................. OFF
COMPARE ATTITUDE
Compare LH PFD and RH PFD with stby horizon.
For the incorrect PFD
SG .......................................................................................... ALTN
3.8.1.12 Doors and Windows

DOORS UNSAFE
INSTRUCT THE CABIN CREW TO CHECK AND REPORT DOOR

LEVER POSITION
g If door lever is not in the fully closed position:
LAND AS SOON AS PRACTICABLE
- If door lever is in the fully closed position (pointing in the direction of

flight) a faulty micro switch is probably the cause of the alert.
- The cabin cannot be pressurized if the door lever is out of the closed
position.
CRACKED FRONT WINDOW

RELEVANT WINDOW HEAT ................................................... OFF
g If below 10 000 ft and TAT below + 18 deg C:
01.02.2004 B-3.8.1-21
Rev.: 010
CRACKED SLIDING WINDOW
CRACKED CABIN WINDOW
DIFF PRESSURE .............................................. REDUCE TO 4 psi

CABIN ALTITUDE WITH 4 psi
CRUISE LEVEL 120 140 160 180 200
CABIN 2500 4000 5500 7000 8500
ALTITUDE (ft)
3.8.1.13 Power Plant

SHUTDOWN
POWER LEVER ...............................................................FLT IDLE
FUEL LEVER......................................................................... SHUT
g If required:
ERP.................................................................................... MCT
FUEL MANAGEMENT ........................................................ CHECK
BEFORE APPROACH
ENG ANTI-ICING............................................................... AS REQ
SEAT BELT ................................................................................ON
LANDING LIGHTS......................................................................ON
LANDING DATA/APPROACH BRIEFING .................COMPLETED
ALTIMETERS ........................................................................... SET
ERP ............................................................................................GA
BEFORE LANDING
LANDING GEAR...................................................................DOWN
FLAPS ......................................................................................... 25
- Use cross feed as required.

- Operate both power levers to ensure normal operation of the auto
elevator feel control.
- See flight procedures for Single engine operations.
- Use Normal “Descent”, “Approach” and “Landing” check lists for
items, which are not mentioned in Abnormal Checklist, as appropriate.
B-3.8.1-22 01.02.2004
Rev.: 010
AIR START
FUEL LEVER............................................................ CHECK SHUT
POWER LEVER ................................................. CHECK FLT IDLE
ERP ............................................................ MCT OR CLB OR CRZ
IGNITION ...................................................................................ON
START P/B.................................................................................ON
ENGINE SELECTOR ......................................................... lL OR R
g On passing 20 per cent NH:
FUEL LEVER ................................................................. START
ITT AND ENG ACCELERATION .............................. MONITOR
n If no light-up within 10 seconds:
FUEL LEVER .............................................................. SHUT
START P/B ..................................................................... OFF
IGNITION........................................................................ OFF
n When NH in green band:

FUEL LEVER...............................................................OPEN
n When engine has stabilised:
START P/B .............................................................. OFF
IGNITION ................................................................. OFF
ERP.............................................................CLB OR CRZ
n If NH not in green band within approx 60 sec:
FUEL LEVER ......................................................... SHUT
START P/B .............................................................. OFF
IGNITION ................................................................. OFF
NOTE: If air start has been discontinued, wait 60 seconds, and
repeat air start procedure.
- Observe starter cycle restrictions of 30 sec each, followed by a 15 min

cooling period after three start attempts.
- Propeller unfeathering is not possible after an autofeather unless the
ERP is in MCT, CLB or CRZ.
01.02.2004 B-3.8.1-23
Rev.: 010
DISCONTINUED ENGINE START ON GROUND

g If no NH is observed:
START P/B .....................................................................OFF
DO NOT RESTART
g If no light-up is obtained within 10 sec after advancing the fuel
lever to START:
FUEL LEVER ............................................................... SHUT
n 15 sec after shutting the fuel lever:
START P/B................................................................OFF
n To repeat starting procedure:

START P/B...............................................................ON
IGNITION .................................................................ON
BLEED....................................................................OFF
REPEAT START PROCEDURE
n Two minutes after start:
IGNITION..........................................................OFF
BLEED ................................................................ON
g If ITT rises rapidly and the start limit is likely to be exceeded:
FUEL LEVER ............................................................... SHUT
START P/B .....................................................................OFF
n If ITT start limit has been exceeded:

DO NOT RESTART
g If NH not in green band within approx 60 sec:
FUEL LEVER ............................................................... SHUT
START P/B .....................................................................OFF
- If for any reason a start is discontinued, allow the engine to come to a

complete stop.
- Observe starter cycle restrictions of 30 sec each, followed by a 15 min
cooling period after three start attempts. After ninth start attempt a
cooling period of 4 hours is required.
B-3.8.1-24 01.02.2004
Rev.: 010
RUNAWAY DURING ENGINE START

ENG EC................................................................................... MAN
g If engine behaviour is normal:
ENG EC ......................................................................... RESET
n If NH becomes high again:
ENG EC......................................................................... MAN
DISPATCH MAY BE AFFECTED
g If NH remains high:
FUEL LEVER ................................................................... SHUT
- Engine runaways are generally caused by signal interruption to the

ENG EC.
- If engine behaviour is normal in EEC MAN mode, use MEL for
dispatch.
START FAULT
g If fault occurs when depressing START P/B to ON, engine
starting is not possible.
START P/B.......................................................................... OFF
g If fault occurs during engine starting:
When NH in green band:
START P/B.......................................................... OFF THEN ON
n If fault light remains out:
CONTINUE OPERATION
n If fault repeats:
START P/B ............................................................... OFF
FUEL LEVER ......................................................... SHUT
- To decide whether continued operation is possible when the START

FAULT occurs after starting an engine, it is necessary to depress the
START p/b again to ON. If the START FAULT occurs immediately
again, this indicates that the engines cannot be started in flight or at
next stop.
01.02.2004 B-3.8.1-25
Rev.: 010
ENGINE TORQUE FLUCTUATIONS

POWER LEVER ......................... RETARD TO APPROX 30% TRQ
ENG EC................................................................................... MAN
g If engine is stable:
POWER LEVER ...................................................... RE-ADJUST
n After landing:
ERP ..................................................... CHECK/SELECT TO
FUEL LEVER............................................................. START
Taxi with other engine only.
g If engine remains unstable:
ENG EC .......................................................................... RESET
PROP EC ............................................................................. OFF
n If NP stable at approx 104 per cent:
POWER LEVER ................................................RE-ADJUST
Restrict speed to 220 kt TAS.
In case of go-around check torque approx 4 per cent below bug.
n If NP is not stable:
SHUTDOWN PROCEDURE.......................................APPLY
CRUISE 40 80 120 160 200 240

LEVEL
IAS at 220 kt 208 194 183 172 161 150
TAS
ENGINE OIL PRESSURE NOT IN GREEN

BAND
g If pressure is low:
POWER LEVER ...........................FLT IDLE THEN TO DETENT
n If oil pressure varies more than 5 psi:
SHUT DOWN PROCEDURE ..................................... APPLY
n If oil pressure varies less than 5 psi:
g If pressure is high:
B-3.8.1-26 01.02.2004
Rev.: 010
FUEL FILTER
FUEL TEMPERATURE HIGH/LOW

ENGINE RATING PANEL FAULT

ERP ..................................................................................................GA
TRQ BUGS.............................................................. MAN AND RESET
................................................ ACCORDING TO ERP INOP TABLES
POWER LEVERS.................................................................... ADJUST
g During climb:
TRQ BUGS ..................................................RESET EVERY 5000 ft
POWER LEVERS................................................................ ADJUST
g Before approach:
TRQ BUGS ........................................................................NORMAL
g After landing:
ERP..............................................................................................TO
n If NP of one engine above ground idle (62.5 per cent):
RELEVANT FUEL LEVER............................................... START
n If NP of both engines above ground idle:
ONE FUEL LEVER .......................................................... START
AVOID COMING TO A STANDSTILL BEFORE REACHING THE PARKING
POSITION
- NP will increase to 100 per cent.

- If ERP shows half green bar in p/b:
- ERP selection to ENG EC is possible but PEC will go to 100 per
cent NP.
If ERP p/b are blank:
- Torque bugs will show GA torque.
- Power control remains normal via ENG EC.
- Ground idle and reverse are available.
- With GA rating the autofeather system will be armed whenever torque
is above 50 per cent.
01.02.2004 B-3.8.1-27
Rev.: 010
ENGINE ELECTRONIC CONTROL FAULT

ENG EC................................................. CHECK FAULT AND MAN
g If ENG EC shows FAULT only:
POWER LEVER .......................RETARD UNTIL ENG EC MAN
ENG EC ............................................ PUSH TWICE TO RESET
g If reset is successful:
POWER LEVER .................................................... RE-ADJUST
ENG EC ............................................................................. MAN
POWER LEVER .................................................... RE-ADJUST
n After landing:
ERP....................................................... CHECK/RESET TO
FUEL LEVER ............................................................START
Taxi with other engine only.
- See more detailed information in MEL for EEC inoperative operations.
DEGRADED ENGINE ELECTRONIC CONTROL

POWER LEVER .......................... RETARD TO APPROX 30%TRQ
ENG EC.................................................. PUSH TWICE TO RESET
g If reset is successful:
POWER LEVER .......................................................... ADJUST
POWER LEVER .......................................................... ADJUST
PROPELLER ELECTRONIC CONTROL FAULT
PROP EC ................................................................ OFF THEN ON

PROP EC ............................................................................. OFF
NP will increase to 104 per cent.
Restrict speed to 220 kt TAS.
In case of go-around check torque approx 4 per cent below bug.
n If NP is not stable:
SHUTDOWN PROCEDURE.......................................APPLY
CRUISE LEVEL 40 80 120 160 200 240

IAS at 220 kt TAS 208 194 183 172 161 150
B-3.8.1-28 01.02.2004
Rev.: 010
JET PIPE FIRE
FUEL LEVER......................................................................... SHUT

FUEL PUMPS........................................................................... OFF
START P/B.................................................................................ON
ENGINE SELECTOR .......................................................... L OR R
g After fire has been extinguished:
START P/B.......................................................................... OFF
BLOW-OUT RUN
FUEL PUMPS.............................................................................ON
FUEL LEVER......................................................................... SHUT
START P/B.................................................................................ON
ENGINE SELECTOR .......................................................... L OR R
g After 15 seconds:
START P/B........................................................................ OFF
FUEL PUMPS ................................................................... OFF
01.02.2004 B-3.8.1-29
Rev.: 010
B-3.8.1-30 01.02.2004
OM – Part B Emergency Procedures Fokker 50
Rev.: 007
3.8.2 Emergency Checklists

3.8.2.1 Engine
BOTH ENGINES FLAMEOUT

IGNITION ............................................................................ BOTH ON
BOTH POWER LEVERS...................................................... FLT IDLE
SPEED ............................................................................... MIN 140 kt
g If neither engine relights within 10 sec.
RH FUEL LEVER..................................................................SHUT
NOTE: A battery start must not be carried out above FL 200.
n After 30 sec ventilation:
START P/B ................................................................. ON
ENGINE SELECTOR.....................................................R
n On passing 20 per cent NH:
RH FUEL LEVER ............................................START
ITT AND ENG ACCELERATION............... MONITOR
RH FUEL LEVER ....................................... OPEN
n If no light-up within 10 sec
RH FUEL LEVER ........................................SHUT
START P/B.................................................... OFF
RH IGNITION ................................................ OFF
LH FUEL LEVER ....................................................SHUT
START P/B ....................................................CHECK ON
ENGINE SELECTOR..................................................... L
n On passing 20 per cent NH:
LH FUEL LEVER ..................................................START
ITT AND ENG ACCELERATION .................... MONITOR
LH FUEL LEVER........................................... OPEN
n If no light-up within 10 sec:
LH FUEL LEVER............................................SHUT
START P/B....................................................... OFF
LH IGNITION.................................................... OFF
n If one or both engines recovered:
g If no engine recovered:
Maintain approx 140 kt during descent
01.07.2002 B-3.8.2-1
Fokker 50 Emergency Procedures OM – Part B
Rev.: 007
Prepare for FORCED LANDING or DITCHING
Use alternate systems for flaps and landing gear.
- While carrying out the air start procedure for RH engine, the LH
generator will remain on-line and the AP is still available.
- If an air start of RH engine is not successful, try the LH engine;
however, both generators will now be off-line. The LP should fly the
airplane.
ENGINE FIRE/SEVERE DAMAGE

FUEL LEVER................................................................................ SHUT
FIRE HANDLE ....................................................... PULL AND DISCH 1
g If after 45 sec fire warning persists:
FIRE HANDLE .................................................................... DISCH 2
FUEL PUMPS ............................................................................OFF
SINGLE-ENGINE PROCEDURE .......................................... APPLY
- Severe engine damage may be indicated by explosion or

excessive vibration.
In Flight
- To pull the fire handle when there is no actual engine fire signal,
depress the latch override button behind the handle.
- Do not attempt to restart engine.
On Ground
- Up to full reverse may be used to stop the airplane.
- Apply Evacuation/On ground emergency procedure.
ENGINE OUT
g If no light-up within 10 seconds:
FUEL LEVER .......................................................................... SHUT
SINGLE ENGINE PROCEDURE .......................................... APPLY
- The automatic ignition will try to relight when CLB or CRZ

rating is active.
B-3.8.2-2 01.07.2002
Rev.: 007
- Normally an automatic relight results in an ITT increase in
approx 6 sec after warning. Recovery of engine takes
approx 20 sec.
- After completion of the engine out procedure the Air Start
procedure could be applied .
SINGLE-ENGINE PROCEDURE
g If required:
ERP ............................................................................................ MCT
FUEL MANAGEMENT .................................................................CHECK
BEFORE APPROACH
GND IDLE STOP ............................................................................. .OFF
ENG ANTI-ICING........................................................................AS REQ
SEAT BELT ........................................................................................ ON
LANDING LIGHTS .............................................................................. ON
LANDING DATA/APPROACH BRIEFING ......................... COMPLETED
ALTIMETERS ................................................................................... SET
ERP .................................................................................................... GA
BEFORE LANDING
LANDING GEAR........................................................................... DOWN
FLAPS ................................................................................................. 25
- Use cross feed as required.
- Operate both power levers to ensure normal operation of the auto
elevator feel control.
- See flight procedures for Single engine operations.
- Use Normal “Descent”, “Approach” and “Landing” check lists for
items, which are not mentioned in Emergency Checklist, as
appropriate.
01.07.2002 B-3.8.2-3
Rev.: 007
ENGINE ITT HIGH

POWER LEVER .......................................................................RETARD
ITT......................................................................................... MONITOR
g If ITT within limits and minimum 12% torque can be maintained:
Continue engine operation
ITT ................................................................................... MONITOR
n Before approach:
FUEL LEVER ......................................................................SHUT
SINGLE-ENGINE PROCEDURE ...................................... APPLY
g If ITT limit exceeded or minimum 12% torque cannot be
maintained:
FUEL LEVER ...........................................................................SHUT
SINGLE-ENGINE PROCEDURE ........................................... APPLY
OPERATING ITT LIMITS TIME LIMIT

CONDITIONS
ENGINE START Between 840 and 950 deg C 5 sec
TRANSIENT Between 800 and 840 deg C 20 sec
MAX TO MAX 800 deg C 10 min
MAX CONT MAX 800 deg C Unl
- 12 % torque is required to eliminate the extra drag from an engine in

flight idle compared with a feathered propeller.
- Engine shutdown is recommended before approach to avoid non
standard approach and go-around procedures.
- If an engine has been shutdown because the ITT limit has been
exceeded – do not restart.
B-3.8.2-4 01.07.2002
Rev.: 007
ENGINE OIL PRESSURE LOW

OIL PRESSURE INDICATOR ..................................................... CHECK
g If pressure is within the green band:
Continue engine operation
OIL PRESSURE .................................................................MONITOR
g If pressure is below 40 psi
POWER LEVER............................................................ FLT IDLE
FUEL LEVER ...................................................................... SHUT
SINGLE-ENGINE PROCEDURE ...................................... APPLY
- If oil pressure is not in green band, see chapter Abnormal Procedures,

section Power Plant.
01.07.2002 B-3.8.2-5
Rev.: 007
3.8.2.2 Electrical Power
LOSS OF AC SUPPLY
GEN 1 AND 2................................................................ OFF THEN ON
g If no generator recovered:
NOTE: After loss of both engine generators only one engine air
start is allowed.
After 30 min total loss of electrical power may
occur.
SYSTEMS AVAILABLE
LH EFIS
RH RMI
VOR/ILS 1
ADF 1
VHF COM 1
PA
SYSTEMS AFFECTED:
ANTI-ICING ......................................................... RH PITOT INOP
AUTO PILOT .........................................................................INOP
FUEL PUMPS 1 .....................................................................INOP
LG IND............................................................... NOSE IND ONLY
ERP .......................................................................................INOP
NOTE: For more detailed info see BUS EQUIPMENT LIST.
- ERP will default to GA, consequently NP will go up to 100 %.
- Generator reset may be successful if the origin of the fault is an
electrical transient.
- The LP should take control of the airplane.
B-3.8.2-6 01.07.2002
Rev.: 007
- See bus equipment list for operative services.
BATTERY OVERHEAT
BAT CHARGER..................................................................... CHCK OFF
3.8.2.3 Smoke
ELECTRICAL SMOKE
OXY MASK/GOGGLES ..........................................................AS REQD
CREW COMMUNICATION ................................................. ESTABLISH
RECIRC FANS......................................................................BOTH OFF
ECONOMY ..................................................................................... OFF
GEN 1 and 2 ................................................................................... OFF
SMOKE REMOVAL PROC (IF REQD)……………………………APPLY
g If unable to land within 30 min:
AUTO AC X-FEED .................................................................... OFF
GEN 1.......................................................................................... ON
g If smoke re-appears:
GEN 2 .................................................................................... ON
GEN 1 .................................................................................. OFF
If on BAT PWR ONLY

SYSTEMS AVAILABLE
LH EFIS
RH RMI
VOR/ILS 1
ADF 1
VHF COM 1
PA
SYSTEM AFFECTED
ANTI-ICING ............................................................ RH PITOT INOP
AUTO PILOT ............................................................................ INOP
FUEL PUMPS 1 ....................................................................... INOP
LG IND ..................................................................NOSE IND ONLY
ERP .......................................................................................... INOP
01.07.2002 B-3.8.2-7
Rev.: 007
NOTE: For more detailed info see BUS EQUIPMENT LIST
- If smoke is serious, put on oxygen masks and smoke goggles.
- If oxygen masks are required, the PNF should establish crew
communication by selecting the speaker switch to OXY on both audio
panels.
- Recirculation fans are switched off to avoid recirculation of
contaminated air.
- Smoke is effectively removed by the air conditioning flow.
- The LP should take control of the airplane.
- See Bus equipment list for operative services.
AIR CONDITION SMOKE

OXY MASK/GOGGLES.......................................................... AS REQD
CREW COMMUNICATION ............................................ESTABLISHED
RECIRC FANS ..................................................................... BOTH OFF
ECONOMY...................................................................................... OFF
LEFT BLEED and LEFT PACK ....................................................... OFF
g If smoke persists:
LEFT BLEED and LEFT PACK.................................................... ON
RIGHT BLEED and RIGHT PACK............................................. OFF
n If smoke source cannot be isolated:
LEFT PACK and RIGHT PACK...............................CHECK OFF
DESCENT (10 000 ft/MEA)...........................................INITIATE
FRESH AIR SCOOPS....................................................... OPEN
PRESS CONTROL ............................................................. MAN
MANUAL CONTROL LEVER................................................. UP
MANUAL RATE CONTROL ....................................... MAX INCR
SEAT BELT/NO SMGK.......................................................... ON
panels.
contaminated air.
B-3.8.2-8 01.07.2002
Rev.: 007
CABIN SMOKE/FIRE
FLIGHT DECK DOOR ............................................................. CLOSED
OXY MASK/GOGGLES ..........................................................AS REQD
CREW COMMUNICATION ............................................ ESTABLISHED
ECONOMY ..................................................................................... OFF
g If cabin crew is unable to locate and extinguish fire:
SMOKE REMOVAL PROC (IF REQD).................................. APPLY
panels.
contaminated air.
SMOKE TOILET
RECIRC FANS .......................................................................BOTH OFF
ECONOMY....................................................................................... OFF
Inform the cabin crew to inspect toilet and if necessary to
estinguish the fire
SMOKE REMOVAL PROC (IF REQD)......................................... APPLY
contaminated air.
SMOKE FORWARD/AFT CARGO

ECONOMY ..................................................................................... OFF
DO NOT OPEN CARGO COMPT DOOR
Instruct the cabin crew to apply cargo compartment smoke
procedure:
01.07.2002 B-3.8.2-9
Rev.: 007
DISCHARGE FIRE ESTINGUISHER

After ten minutes:
DISCHARGE SECOND FIRE EXTINGUISHER
SMOKE REMOVAL PROC (IF REQD)........................................ APPLY
contaminated air.
- After landing, disembark pax before opening cargo compartment doors
in presence of fire fighting services.
SMOKE REMOVAL
FLIGHT DECK DOOR..............................................................CLOSED
OXY MASK/GOGGLES..................................................................... ON
CREW COMMUNICATION .................................................ESTABLISH
SEAT BELT/NO SMKG ..................................................................... ON
RECIRC FANS ..................................................................... BOTH OFF
ECONOMY...................................................................................... OFF
DESCENT (10 000 ft/MEA) ......................................................INITIATE
PRESS CONTROL ........................................................................ MAN
MANUAL CONTROL LEVER ............................................................ UP
MANUAL RATE CONTROL .................................................. MAX INCR
LAND AS SOON AS PRACICABLE
- Smoke removal procedure should be applied in case of serious

smoke or toxic fumes.
- Smoke is most effectively removed by the highest possible air
conditioning flow. Since the air conditioning flow increases by
depressurization (which opens the outflow valves) select cabin
altitude to 9000 ft and turn cabin rate of climb to increase.
- The cabin will depressurize, so start descending to meet the
cabin.
- After depressurization select pressurization control to manual
with rate at full increase to keep outflovalves wide open.
B-3.8.2-10 01.07.2002
Rev.: 007
3.8.2.4 Emergency Landing
NOSE GEAR UP or UNSAFE

The PREPARTATION items must be carried out in
addition to the normal BEFORE APPROACH CHECK
The APPROACH items replace the normal BEFORE
LANDING CHECK.
PREPARATION
BEFORE APPROACH CHECK.......................................... COMPLETED
CABIN CREW/ATC..................................................................... NOTIFY
SEAT BELT/NO SMKG....................................................................... ON
WARN AUDIO................................................................................... OFF
GPWS............................................................................................... OFF
CG location (if possible) .................................................................... AFT
CABIN AND FLIGHT DECK.................................................... PREPARE
APPROACH
LANDING GEAR SELECTOR ........................................ CHECK DOWN
FLAPS ................................................................................................. 35
ERP .................................................................................................... GA
SPEED...................................................................................... VREF + 10
CABIN REPORT .................................................................... OBTAINED
CABIN CREW ................................................ EMERGENCY STATIONS
BEFORE LANDING
BRACE FOR IMPACT ................................................................ ORDER
AFTER TOUCHDOWN
BOTH FUEL LEVERS.................................................................... SHUT
BOTH FIRE HANDLES............................................PULL AND DISCH 1
g When aircraft stopped:
EVACUATION..................................................................... INITIATE
BATTERIES................................................................................ OFF
- Use Normal “Descent”, “Approach” and “Landing” check
lists for items, which are not mentioned in Emergency
Checklist, as appropriate.
- Brief cabin crew on type of emergency, attitude in case of gear
collapse and exits to be used in case of evacuation.
- If possible, relocate pax to achieve an aft CG.
- Review landing and evacuation procedures.
- Use VHF 1 throughout the complete procedure.
- Lock shoulder harnesses.
After touchdown:
- Do not select ground idle, but shut fuel levers.
01.07.2002 B-3.8.2-11
Rev.: 007
- Trim airplane nose up.
- Before elevator control is lost, lower the nose smoothly on the
runway.
- To pull the fire handles when there is no engine fire signal,
depress the latch override button behind the fire handles.
- Aft doors should preferably not be used for evacuation.
Note: If the landing was made with the nose gear extended but not
locked down, and the gear did not collapse during the landing roll,
do not taxi until measures have been taken to prevent gear
collapse.
ONE MAIN GEAR UP or UNSAFE

The PREPARATION items must be carried out in
LANDING CHECK
PREPARATION
BEFORE APPROACH CHECK ......................................... COMPLETED
CABIN CREW/ATC..................................................................... NOTIFY
SEAT BELT/NO SMKG ...................................................................... ON
WARN AUDIO .................................................................................. OFF
CABIN AND FLIGHT DECK ................................................... PREPARE
APPROACH
LANDING GEAR SELECTOR .........................................CHECK DOWN
FLAPS ................................................................................................. 35
ERP .................................................................................................... GA
SPEED ..................................................................................... VREF + 10
CABIN REPORT.................................................................... OBTAINED
CABIN CREW................................................ EMERGENCY STATIONS
BOTH PACKS................................................................................... OFF
BEFORE LANDING
BRACE FOR IMPACT .................................................................ORDER
AFTER TOUCHDOWN
FIRE HANDLE on side of filed LG .................................................. PULL
BOTH FUEL LEVERS...............................................................SHUT
BOTH FIRE HANDLES ...................................... PULL AND DISCH 1
EVACUATION......................................................................INITIATE
BATTERIES ................................................................................ OFF
B-3.8.2-12 01.07.2002
Rev.: 007
After touchdown:
- Do not use reverse thrust.
- Keep unsupported wing up as long as possible.
- Keep straight with rudder, brakes and nose wheel steering.
- Doors at the high side should preferably not be used for
evacuation.
Note: If the landing was made with the nose gear extended but not
locked down, and the gear did not collapse during the landing roll,
do not taxi until measures have been taken to prevent gear
collapse.
BOTH MAIN GEARS / ALL GEARS UP or UNSAFE

The PREPARATION items must be carried out in addition
to the normal BEFORE APPROACH CHECK
LANDING CHECK
PREPARATION
BEFORE APPROACH CHECK ......................................... COMPLETED
CABIN CREW/ATC .................................................................... NOTIFY
WARN AUDIO .................................................................................. OFF
GPWS .............................................................................................. OFF
CABIN AND FLIGHT DECK ....................................................PREPARE
APPROACH
LANDING GEAR SELECTOR .........................................CHECK DOWN
FLAPS ..................................................................................................35
ERP .................................................................................................... GA
SPEED ..................................................................................... VREF + 10
CABIN CREW.................................................EMERGENCY STATIONS
BOTH PACKS .................................................................................. OFF
BEFORE LANDING
TOUCHDOWN
01.07.2002 B-3.8.2-13
Rev.: 007
BOTH FUEL LEVERS ....................................................................SHUT
AFTER TOUCHDOWN
BOTH FIRE HANDLES ........................................... PULL AND DISCH 1
EVACUATION......................................................................INITIATE
BATTERIES ................................................................................ OFF

Landing:
- Due to the increase of ground effect the airplane tends to float.
B-3.8.2-14 01.07.2002
Rev.: 007
FORCED LANDNING
The PREPARATION items must be carried out in
LANDING CHECK
PREPARATION
CABIN CREW............................................................................. NOTIFY
ATC/TRANSPONDER........................................................NOTIFY/7700
CABIN AND FLIGHT DECK ....................................................PREPARE
FUEL WEIGHT (if possible).......................................................REDUCE
LDG ALT ...........................................................................................SET
APPROACH
LANDING GEAR SELECTOR ...................................................... DOWN
FLAPS ..................................................................................................35
SPEED ..................................................................................... VREF + 10
CABIN CREW.................................................EMERGENCY STATIONS
BOTH PACKS .................................................................................. OFF
BEFORE LANDING
IMPACT
BOTH FUEL LEVERS .................................................................... SHUT
AFTER IMPACT
BOTH FIRE HANDLES .......................................... PULL AND DISCH 1
EVACUATION .....................................................................INITIATE
BATTERIES................................................................................ OFF

- An extended landing gear will absorb part of the initial impact
force. It is so designed that its failure will cause a minimum of
damage to the airplane. Landing with the gear down improves
the survival chances and reduces the risk of severe structural
damage and fire.
01.07.2002 B-3.8.2-15
Rev.: 007
Landing:
- If possible land into the wind.
- Hold off as long as possible but do not stall the airplane.
DITCHING
The PREPARATION items must be carried out in addition
to the normal BEFORE APPROACH CHECK
LANDING CHECK
PREPARATION
CABIN CREW............................................................................. NOTIFY
ATC/TRANSPONDER ....................................................... NOTIFY/7700
CG LOCATION (if possible)...............................................................AFT
FUEL WEIGHT (if possible) ...................................................... REDUCE
WARN AUDIO .................................................................................. OFF
GPWS............................................................................................... OFF
CABIN and FLIGHT DECK ..................................................... PREPARE
LDG ALT........................................................................................... SET
EXIT SILL RAISERS............................................... CHECK INSTALLED
APPROACH
LANDING GEAR SELECTOR ............................................................ UP
FLAPS ................................................................................................. 35
SPEED ..................................................................................... VREF + 10
CABIN CREW................................................ EMERGENCY STATIONS
BOTH PACKS................................................................................... OFF
BEFORE DITCHING
DITCHING
BOTH FUEL LEVERS ....................................................................SHUT
BOTH FIRE HANDLES ........................................... PULL AND DISCH 1
AFTER DITCHING
EVACUATION ............................................................................INITATE
BATTERIES...................................................................................... OFF

B-3.8.2-16 01.07.2002
Rev.: 007
- In calm conditions, landing direction is at pilot’s discretion and
should depend on light, position of ships etc. In heavy sea, land
parallel to the swell. In heavy sea and strong wind, land into the
wind.
- Brief cabin crew on type of emergency, attitude after ditching
and exits to be used.
- On final approach increase power to maintain a ROD of approx
100 ft/min at Vref + 10.
- Use radio altimeter for height guidance.
3.8.2.5 Miscellaneous
EXCESSIVE CABIN ALTITUDE

OXY MASK ....................................................................................... ON
CREW COMMUNICATION ............................................ ESTABLISHED
DESCENT...............................................................................AS REQD
ALTITUDE........................................................... MAX 10 000 ft or MEA
g If cabin altitude is about 10 000 ft:
PAX OXYGEN .............................................................. ACTIVATE
Instruct the cabin crew to take appropriate action.
- Check for cabin pressurization system fault. If system fault is
obvious, take appropriate actions. If no abnormal indication,
commence descent.
- In case of rapid decompression combined with high flight
altitude, apply the Emergency Descent procedure.
01.07.2002 B-3.8.2-17
Rev.: 007
3.8.2.6 Emergency Descent
EMERGENCY DESCENT
POWER LEVERS.................................................................... FLT IDLE
SPEED ............................................................................................ V MO
CAUTION: If structural damage is suspected reduce speed
and limit manoeuvring loads as appropriate.
SEAT BELT/NO SMKG ..................................................................... ON
ATC/TRANSPONDER...................................................... NOTIFY/7700
ALTITUDE........................................................... MAX 10 000 ft or MEA
3.8.2.7 Evacuation / On ground Emergency
EVACUATION/ON GROUND EMERGENCY

PARK BRAKE ................................................................................... ON
BOTH FUEL LEVERS ...................................................................SHUT
g If the aircraft has sustained damage or if the
Commander judges this advisable:
BOTH FIRE HANDLES.................................. PULL AND DISCH 1
ATC .................................................................................. NOTIFY
g If evacuation required:
Announce EVACUATE
EMER LIGHT............................................................................ ON
BATTERIES............................................................................ OFF
g If evacuation not required:
Announce CABIN CREW and PASSENGERS
KEEP YOUR SEATS
Further actions depend on circumstances.
NOTE: The emergency lighting battery packs will supply the
emergency lights for at least 10 minutes.
B-3.8.2-18 01.07.2002
Rev.: 014
TABLE OF CONTENTS
4 PERFORMANCE 1
Appendix 1 GWC Procedure 1
30.01.2006 B-4-TOC-1
Rev.: 014
B-4-TOC-2 30.01.2006
Rev.: 014
4 PERFORMANCE
Currently all information related to aircraft performance has been included
into airBaltic route manual, section “Fueling/GWC”, “GWC Fokker 50.”
Additional information can be found in the manufacturers airplane flight

manual, section 6 “Performance.”
30.01.2006 B-4-1
Rev.: 014
B-4-2 30.01.2006
OM - Part B Performance, GWC F-50
Rev.: 010
Appendix 1
GROSS WEIGHT CHART PROCEDURE
1 General
1.1 Take-off
Max TOW evaluation shall be made before every flight. This evaluation is
based on the Gross Weight Charts (GWC), which are presented in the
chapter GWC of the Route Manual.
GWC FOKKER 50
Flaps 50 3) Flaps 150 3)
Climb Climb
Limit Limit
TOW at TREF TOW at TREF
Temp Temp
Length (C) (C)
vs. vs.
1)
ELE TKOF LDG RWY Obst. 2) RWY 1)
Obst. 2)
V (T) (T) (T) (T)
(ft) (m) (m)
EBBR 184 (BRU) TREF =300C
02 2987 2941 25.3/27.8 21.1/22.9 39 25.9/28.4 21.0/22.7 33
20 2987 2767 22.8/25.4 20.6/22.3 39 22.9/25.5 19.3/21/1 33
0
There are three columns for each of the appropriate take-off flap settings 5
0
and 15 :
1. MTOW limited by RWY length;
2. MTOW limited by obstacles clearance requirements;
3. Climb limit temperature.
Every MTOW in the columns 1 and 2 consists of two figures, calculated

under the following conditions:
First weight Second weight
QNH, hPa 980 1013
Wind Tail wind = 5kts No wind
OAT, 0 C TREF TREF
RWY conditions Wet Dry
Engine anti-ice On Off
01.02.2004 B-4.A.1-1
F-50 Performance, GWC OM - Part B
Rev.: 010
The first weight is calculated for the worst take-off situation in order to
evaluate quickly the present conditions and take the correct decision.
The second weight is used for precise calculation of MTOW.
To calculate MTOW exactly it is necessary to correct the second weight

from the table for actual conditions:
a. Weather (wind, temperature, QNH);
b. RWY contamination (water, slush, snow on the runway or BA/FC);
c. RWY shortening;
d. Engine ice protection (ON or OFF)
e. Status of the aircraft system (anti-skid inoperative).
To serve this purpose the correction tables (presented in GWC Para 3) are
used.
Note: The first weight may be corrected for RWY shortening only.
GWCs allow to define max permissible TOW as the lowest of:
a. MTOW limited by RWY length;
b. MTOW limited by obstacles clearance requirements;
c. MTOW limited by climb requirements;
d. Max structural TOW 20 820 kg.
Note: Terrain in route, LW at destination and runway bearing strength must
be taken into account when the final decision is made.
B-4.A.1-2 01.02.2004
Rev.: 010
1.2 Landing
Max LW shall be evaluated before every landing for existing conditions.

This evaluation is based on the tables of RWY length requirements vs LW,
which are presented in the chapter GWC of the Route Manual.
RWY length requirements dependent on:
- Aircraft LW,
- RWY conditions (THR elevation, BA, friction coefficient),
- Weather (wind, OAT),
- Aircraft technical status (anti-skid inop.).
NOTE 1: In case of malfunctions happening en route landing distance

shall be increased:
- Landing with flaps zero – by 1.59 times the distance for
flaps 25 deg,
- Landing with a failed airframe de-icing system – by
1.35 times the distance for flaps 25 deg.
NOTE 2: During hot weather operation and/or flying to high altitude
airfields LW may be limited by climb requirements (see AOM
section Performance 8.04.01). But for day-to-day operation
this factor is not a limiting one.
2 Purpose
To provide operation within AFM limitations. To simplify allowable weights
calculations for day-to-day operations.
3 Scope
No flight operation can be performed unless take-off and landing
requirements of Route Manual chapter “GWC” are observed by the flight
crew.
4 Responsibility
Responsibility to ensure that TOW and LW are within the performance
limitations for every particular flight is laid down on the Commander.
01.02.2004 B-4.A.1-3
Rev.: 010
5 Procedure
Prior to flight:
a) Use GWC and define MTOW for the existing take-off conditions.
In the following cases precise MTOW calculation must be completed
using the second weight from the GWC and filling the form (see
“Documentation”):
1) The expected take-off weight is close or above the first weight from
the GWC (runway shortening taken into account as well).
2) Weather conditions: - QNH below 980 MPa and/or
- Tail wind more than 5 kts and/or
- OAT above TREF.
3) Runway conditions: - contaminated runway and/or
- BA worse than GOOD and/or
- FC worse than 0.4.
4) Aircraft technical status: anti-skid inoperative etc.
5) The Commander considers that it is necessary.
In other cases only a spot check of MTOW is required.

Evaluate possibility of RWY shortening (line-up and/or lift-off end
shortenings).
Take into account LW at destination, terrain in route and runway bearing
strength to calculate MTOW.
Use the lowest figure as a result and compare it with the expected TOW.
B-4.A.1-4 01.02.2004
Rev.: 010
b) Calculate the expected LW overhead a destination:

LW = TOW – Trip fuel
Take into account max structural LW, runway bearing strength and
define Max LW as the lowest one. Compare it with the expected LW.
Define LDR for the following conditions:
LDR1 LDR2
Conditions (BA, friction coefficient, Conditions (BA, friction coefficient,
THR elevation) of the most THR elevation) of any RWY at
suitable RWY at destination (the destination, which must be, used
longest one, the best BA etc.), with regard to the expected wind
which may be used in zero wind. conditions at the time of arrival.
Expected LW
Zero wind Forecasted wind
Aircraft technical status
Apply temperature correction (if required)
Compare the results with LDA for the above-mentioned RWYs.

Evaluate possibility of RWY shortening
NOTE: Apply the same procedure for alternates.
c) If necessary, order actual take-off weight correction by means of fuel or

payload reduction.
01.02.2004 B-4.A.1-5
Rev.: 010
During the flight:
a) Before approach check actual LW in respect to actual weather (wind,

OAT), RWY conditions (LDA, THR elevation, BA, friction coefficient) and
aircraft technical status (anti-skid inoperative, flap zero landing, failed
airframe de-icing system).
b) If LDR exceeds LDA for runway-in-use, crew actions may be as follows:
- Request more suitable RWY (to increase LDA; to improve BA,
friction coefficient );
- Hold for RWY cleaning (to improve BA, friction coefficient);
- Hold to burn out the fuel (actual LW reduction);
- Divert to another airport with sufficient runway available etc.
c) In case of diverting or in-flight re-planning, consequent departure
limitation shall be kept in mind if variants exist.
6 Documentation
When necessary the Co-pilot shall fill the form “Calculation of Max Take-off
Weight” and the Commander shall check the results. This calculation shall
be attached and filed together with the rest flight documentation.
The form “Calculation of Max Take-off Weight” is presented below.
B-4.A.1-6 01.02.2004
Rev.: 010
01.02.2004 B-4.A.1-7
Rev.: 010
Descriptions of the CALCULATION FORM sections
REF
Heading Definition/description Remarks
Nr.
1 Flight/date Number and date of
flight
2 ACFT Aircraft type F50
3 AD ICAO or IATA See Route Manual
aerodrome code chapter
ABBREVIATIONS
4.1-4.6
4 RWY Runway-in-use ATIS
5 OAT Outside air temperature METAR, ATIS,
VOLMET
6 Wind Wind direction and METAR, TAF, ATIS,
velocity VOLMET
7 WC Tail or headwind See Route Manual
component chapter GWC page 2.2
8 QNH METAR, ATIS,
VOLMET
9 Contamination Type and depth of SNOWTAM, MONTE
deposits runway report, ATIS
10 BA Braking action, friction SNOWTAM, MONTE
coefficient runway report, ATIS
11 Inoperative Aircraft technical status Anti-skid inoperative
Systems etc.
0 0
12 Flaps Take-off flap setting 5 or 15
13 TREF Reference temperature See GWC for particular
aerodrome
14 Gross Weight TOW vs RWY and See GWC for particular
at TREF TOW vs Obst at TREF aerodrome (second
for appropriate flap weight)
setting (Ref Nr.12)
15 OAT Corr. OAT correction See Route Manual
chapter GWC page 2.3
16 Wind Corr. Wind correction See Route Manual
17 QNH Corr. QNH correction See Route Manual
B-4.A.1-8 01.02.2004
Rev.: 010
18 Ice Protection Correction for engine See Route Manual

ice protection usage chapter GWC page 2.3
if ON
19 Wet RWY Correction for wet See Route Manual
runway chapter GWC page 2.3
20 Water, Slush, Correction for See Route Manual
Snow contaminations on the chapter GWC page 2.4.
runway If the depth of deposits
is less than shown in
tables apply BA, FC
correction only (see Ref
Nr. 21).
21 Braking Action Correction for braking See Route Manual
action or friction chapter GWC page 2.5.
coefficient The friction coefficient is
preferable to the
braking action. Use the
average value for the
far two thirds of the
RWY to calculate the
correction.
If there are deposits on
the RWY no BA
correction shall be
made (see Ref Nr. 20)
22 System U/S Correction for aircraft See Route Manual
technical status chapter GWC page 2.3
23 RWY- Correction for runway See Route Manual
shortening shortening chapter GWC page 2.3
24 TCRIT Climb limit temperature See GWC for particular
for appropriate flap aerodrome
setting (Ref Nr. 12)
25 QNH Corr. Climb limit temperature See Route Manual
correction for actual chapter GWC page 2.3
QNH
26 Corrected Ref Nr. 24 minus ref Nr.
TCRIT 25
27 Corr. for OAT Correction of TOW for See Route Manual
above TCRIT (OAT- TCRIT) chapter GWC page 2.3
01.02.2004 B-4.A.1-9
Rev.: 010
28 Corr. for flaps Correction for take-off See Route Manual

0
flap setting of 15 chapter GWC page 2.3
29 TOW vs RWY Max TOW limited by The sum of TOW vs
RWY length for actual RWY at TREF (Ref Nr.14)
conditions and corrections (Ref Nr.
15, 16, 17, 18, 19, 20,
21, 22, 23)
30 TOW vs Max TOW limited by The sum of TOW vs
OBST obstacles for Obst at TREF (Ref Nr.14)
appropriate flap setting and corrections (Ref Nr.
and actual conditions 15, 16, 17, 18, 20, 23)
31 TOW vs Climb Max TOW limited by 20 820 kg minus Ref Nr.
Req climb requirements for 27
appropriate flap setting
and actual conditions
32 Max Max permissible TOW The lowest of Ref Nr.
permissible for appropriate flap 29, 30, 31
TOW setting and actual
conditions
33 TOW The same as noted in
29, 30, 31, 32 except
0
that flap 15 correction
(Ref Nr. 28) is applied.
B-4.A.1-10 01.02.2004
OM - Part B Flight planing Fokker 50
Rev.: 007
TABLE OF CONTENTS
5 FLIGHT PLANNING 1
Climb, cruise and descent data for
5.1 1
Flight Planning
5.1.1 - Selection of Cruise Levels 1
5.1.2 - Speed / Power Settings 2
5.1.3 - One Engine Inoperative Schedule 2
5.2 Fuel Calculation 1

1
5.2.1 - General
- Minimum Required Fuel and Trip Time 2

5.2.2
Calculation For Planning / Re-planning purposes
5.3 Operational Flightplan 1
01.07.2002 B-5-TOC-1
Fokker 50 Flight planing OM - Part B
Rev.: 007
B-5-TOC-2 01.07.2002
Rev.: 007
5 FLIGHT PLANNING
5.1 CLIMB, CRUISE and DESCENT DATA
for FLIGHT PLANNING
5.1.1 Selection of Cruise levels
Efficient Cruise level selection is performed by means of RODOS system,
which presents the most suitable level of cruise as a function of weather
conditions on route, distance and air temperature. For planning purposes
the information in AOM Ch.9 - Flight Planning can be used.
Maximum initial level to climb vs TOW and temperature

MAX INITIAL CRUISE LEVEL
TOW
<= ISA ISA+10 ISA+15 ISA+20
20’820 250 220 210 200
20’000 250 230 220 210
18’000 250 250 240 240
16’000 250 250 250 250
14’000 250 250 250 250
Recommended Flight Level vs Distance

Stage Length (NM) 50 100 150 200 250 300 350 >=400
CRUISE LEVEL 70 120 160 190 210 230 250 250
Table is based on 50/50 schedule, 50% in cruise and 50 % in climb (speed
160 kts) and descent.
01.07.2002 B-5.1-1
Rev.: 007
5.1.2 Speed / Power Settings

The flight shall be planed and all possibilities done to be “On-chocks” at
Destination not later, than scheduled. There is one standard speed / power
setting procedures for flight execution.
CLIMB - ERP set to “CLB”

Power Levers set to TO detent
Speed (normal climb) 160 kt. (140-180 kts depending from
weather condition or schedule)
CRUISE - ERP set to “CRZ”

Power Levers set to TO detent for maximum cruise speed;
Speed not more then VMO otherwise power levers should be
adjusted.
DESCENT- ERP set to “CRZ”

Power Levers set to provide speed not more than VMO with
ROD - 1500 ft/ min.
For actual fuel figures depended on the procedure see AOM Ch.9 - Flight
Planning.
5.1.3 One engine inoperative schedule

See AOM Ch.9 – Flight Planning. For Single-Engine ceiling see Normal
Checklist p. 8.
B-5.1-2 01.07.2002
Rev.: 007
5.2 FUEL CALCULATION

5.2.1 General
Fuel for the flight is determined as an amount to fulfil the minimum
requirements set in JAR-OPS and any extra fuel requested by the
Commander.
The flight shall not be started with fuel on board below Minimum
Required, which is calculated as sum of Taxi Fuel, Trip Fuel, Contingency
Fuel, Alternate or Minimum Additional Fuel (depended on Flight Planning
Rule used) and Final Reserve Fuel.
NOTE:
1. For explanation of fuel terms see OM Part A Chapter 8.1.7.2.
2. The crew in case of in-flight re-planning must apply the same system of
minimum required fuel calculation.
Extra fuel, upon Commander’s discretion, shall provide safety, punctuality
and economical efficiency of the flight, taking into account weight
limitations, weather, traffic situation, time available, etc.
NOTE: Economy tankage (if available) should be adhered to, but shall never be
in conflict with the safety and punctuality of the flight.
Pre-flight precise fuel calculations for particular aircraft / weather
conditions are presented in RODOS Operational Flight Plan.
01.07.2002 B-5.2-1
Rev.: 007
5.2.2 Minimum Required Fuel and Trip Time Calculation

for planning/re-planning purposes.
The following information is given to make Minimum Required fuel
calculation easier for pilots on the planning/re-planning stage, the same
procedure can be used when RODOS Flight Plan calculation is not
available. For precise calculations see AOM ch. 9 – Flight Planning.
NOTE: The trip fuel / time data are given for standard conditions (see 5.1.2),
zero wind and
20 000 kg of TOW.
Taxi Fuel - 50 kg, for prolonged taxi times use 6 kg/min.
Trip Fuel – obtained from trip time and fuel tables.
Contingency Fuel - 5% of Trip Fuel.
Alternate Fuel - obtained from trip time and fuel tables.
Final Reserve Fuel – 300 kg (30 minutes holding overhead an alternate,
IAS - 160kts.)
Extra fuel – may be calculated on the basis of 10 kg/min.
Trip Time and Fuel table
(for extended version see AOM ch. 9 – Flight Planning.)
CRUISE
5000 9000 13000 17000 21000
ALT (ft)
GROUND TIME FUEL TIME FUEL TIME FUEL TIME FUEL TIME FUEL
DIST (nm) hr:min kg hr:min kg hr:min kg hr:min kg hr:min kg
100 0:28 337 0:27 321 0:28 311 0:29 305 ---
150 0:40 487 0:39 460 0:39 440 0:40 423 0:42 410
200 0:52 637 0:50 599 0:50 569 0:51 542 0:53 516
250 1:04 787 1:02 738 1.01 698 1:01 661 1:04 622
300 1:17 937 1:13 877 1:12 827 1:12 779 1:15 727
350 1:29 1087 1:25 1016 1:23 956 1:23 897 1:26 833
400 1:41 1236 1:36 1154 1:34 1084 1:34 1015 1:37 938
CLB: TAS (kt) 169 174 180 188 197
DIST: (nm) 7 15 26 41 66
CRZ:TAS (kt) 244 260 271 277 271
FF/one eng. (kg) 367 362 350 344 287
DES:TAS (kt) 209 236 245 246 243

DIST (nm) 10 22 34 40 55
B-5.2-2 01.07.2002
Rev.: 007
5.3 OPERATIONAL FLIGHT PLAN

Below is presented example of Operational Flight plan used for airBaltic flight
operations:
01.02.2002 B-5.3-1
Rev.: 007
B-5.3-2 01.07.2002
OM – Part B Table of contents of Mass & Balance Fokker 50
Rev.: 010
TABLE OF CONTENTS
6 WEIGHT & BALANCE / LOADING
6.1 Weight and Balance calculation system 1
- System definition 1
- Standard masses 1
6.2 Instruction for completion of mass and balance 1
documentation
6.2.1 General 1
6.2.2 Example of Computer Generated Loadsheet 2
6.2.3 Description of Computer Generated Loadsheet 3
6.2.4 Example of Manual Loadsheet 5

6
6.2.5 Example of Weight and Balance Data Sheet
6.2.6 Description of Manual Loadsheet 7
6.2.7 Last Minute Changes (LMC) 14

1
6.3 Limiting Weights and Centre of Gravity
6.4 Dry Operating Weight and Corresponding Index 1
01.02.2004 B-6-TOC1
Fokker 50 Table of contents of Mass & Balance OM – Part B
Rev.: 010
B-6-TOC2 01.02.2004
OM – Part B Mass & Balance / Loading Fokker 50
Rev.: 008
6 MASS AND BALANCE / LOADING

6.1 Mass and Balance calculation system
System definition
The mass and balance calculation system provides the necessary
information to load and operate aircraft within design weight and balance
limitations. The basic principle of the system is that for each element of the
load there is adequate value of Index Units assigned, taking into the
account its mass and location.
Index Units reflect moments about the index arm reference datum plane.
Safe loading envelope has been developed to ensure manufacturers
Limitations from section 1 are not exceeded.
Standard masses
The following standard mass apply to all scheduled flights unless otherwise
stated for any specific flight.
CREW MEMBERS PASSENGER

Flight Crew 85 kg Adult 84 kg
Cabin Crew 75 kg Child (2-12 years) 35 kg
NOTE: Crew weight Infant (>2 years) 0 kg

incorporates hand baggage.
CHARTER
Adult 76 kg
BAGGAGE
Each piece 13 kg
01.02.2003 B-6.1-1
Fokker 50 Mass & Balance / Loading OM – Part B
Rev.: 008
B-6.1-2 01.02.2003
OM – Part B Mass and Balance Documentation Fokker 50
Rev.: 014
6.2 INSTRUCTION FOR COMPLETION of

MASS and BALANCE DOCUMENTATION
6.2.1 General
Electronic and Manual mass and balance control systems are used to
ensure mass and center of gravity location within approved operating limits.
Either Manual or Electronic Loadsheet is used for all flights. The use of
manual or electronic loadsheet in normal operations is designated for each
station. Specifications of mass and balance procedures for each station are
presented on Station Information sheets.
For detailed description of both Loadsheets see descriptions below.
30.01.2006 B-6.2-1
Fokker 50 Mass and Balance Documentation OM – Part B
Rev.: 014
6.2.2 Example of computer generated loadsheet
B-6.2-2 30.01.2006
Rev.: 014
6.2.3 Description of the computer generated Loadsheet

Ref Printed
Definition / Description Remarks
No. Heading
1 Loadsheet Document identifier, weight units Kilogram, Kilo, etc.
2 Checked Loadsheet agent’s signature
Signature of authorized person
3 Approved
(Commander)
From/To/Fligh Three-letter IATA codes of departure &
4
t Nr./Date landing airports, flight number / date
5 A/C reg. Aircraft registration
Distribution of C & M
6 Version A/c version & divider position
class
Number of crew, excluding crew Cockpit crew /
7 Crew
travelling as passengers cabin crew
8 Date Date of flight
Four-digit value of local time when this
9 Time
edition was produced
Loads in
Total weight in baggage compartments Compartments
10 compartment
and distribution no.1 and 4
s
Total weight of passengers and
Passenger / number of passengers divided into
11
cabin bag specified groups and categories
Total traffic
The total weight of passengers,
12
load baggage, cargo and mail
The ‘Basic Weight” plus “Operational
Dry Operating
13 Items” , e.g. crew, crew baggage, flight
Weight
equipment and pantry
Zero Fuel Sum of Dry Operating Weight and Maximum Design ZFW
14
Weight Actual Total Traffic Load is presented
The amount of fuel on board less the
15 Take Off Fuel
fuel consumed before take-off
Maximum Design or
Take Off
16 Sum of Ref. 14, 15. Operational TOW is
Weight Actual
presented
The amount of fuel planned to be
17 Trip Fuel
consumed from take-off to landing
Maximum Design or
Operational LW is
Landing presented. Indicator ‘L’
18 Ref No.16 minus No.17
Weight Actual showing which of the
max weights is limiting
the allowed traffic load.
30.01.2006 B-6.2-3
Rev.: 014
Ref Printed
Definition / Description Remarks
No. Heading
Balance and Section contains balance information
19 Seating for dry and loaded aircraft. Standard
Conditions abbreviation are used
Destination of LMC / Kind f LMC /
Class or Compartment / on or off load
Last Minute
20 indicator / weight of LMC. At the
Changes
bottom of this section the Total LMC
weight is presented.
Changes of DOI due to passengers’
Trim by Cabin Depends on aircraft
21 position. All specified cabin sections
Area version.
are resented.
Underload Difference between maximum and
22
before LMC actual weight indicated by ‘L’
Loadmessag
e and
23 Captains Summarized loading information
information
before LMC
Forward and Aft balance limitation for
24 Balance limits
actual loading and configuration
Supplementary Information. Loading ‘O’ indicator – ballast
25 SI
description and standard masses used. weight
B-6.2-4 30.01.2006
Rev.: 014
6.2.4 Example of Manual Loadsheet
30.01.2006 B-6.2-5
Rev.: 014
6.2.5 Examples of Weight and Balance Data Sheet
B-6.2-6 30.01.2006
Rev.: 014
6.2.6 Description of MANUAL LOADSHEET
Each Loadsheet consists of 3 pages: White - original, Yellow and Pink -
copies.
Loadsheet pages are designated according to the following:
Original shall be kept onboard during flight.
Yellow Copy shall be left in the departing airport, and be filed there for
3 months.
Pink Copy shall be kept on board in the case if a/c is forced to use
an alternate airfield and be filed there for 3 months.
Manual Loadsheet shall only be useed together with Weigh and Balance
Data sheet, representing balance moments for passenger seating and
cargo loading reflected in Index Units.
For all airBaltic configurations of Fokker 50 there is established an unified
index system. Weight and balance limitations are reflected on standardized
Loadsheet form, whereas aircraft configuration specific information is
provided on the Weight and Balance Data Sheet, reflecting influence of
different load values on the a/c balance.
As in Computer Generated Loadsheet, passenger cabin on Manual
Loadsheet is presented in four sections:
OA Forward part of the cabin until row 4.
OB Middle part of cabin from row 5 to 8.
OC After part of cabin from row 9 to 11.
OD After part of cabin from row 12
Manual Loadsheet shall be filed in accordance to the following description:
Field Description
1 Flight number and date of origin (GMT) of flight.
2 Registration of aircraft (e.g. YLBAS).
3 Version of aircraft, it may be found in the field (79).
4 Number of Flight and Cabin crew. Figures shall be segregated by
slash in Flight crew seated on flight deck and Cabin crew in cabin.
5 Date (e.g. dd.MM.yy).
6 Stipulate the Alternate 1.
6a Alternate 2 – not mandatory to be filled.
7 EET (Estimated En-route Time).
30.01.2006 B-6.2-7
Rev.: 014
Field Description
8 Number of crew for which Dry operating weight (DOW) is
indicated. If there is an extra crew, indicate the standard
composition of crew here, but the number of extra crew – in field
(8a).
9 Respective DOW for crew composition indicated in field (8). DOW
may be obtained from: OM B Ch 6.4
8a Extra crew (applicable if extra crew exists only) – No of crew
members that are additional regarding standard crew compositions
(e.g. in case 3/3 crew exists, indicate in field (8) “3/2” and in field
(8a) “0/1”)
9a Respective weight for crew complement indicated in field 8a
(applicable if extra crew exists only). Standard wt. shall be used
from: OM A Ch 8.1.8.4.
8b The total number of Crew – the same as in field (4) or the sum of
fields (8) and (8a).
9b The corrected DOW (applicable if extra crew exists only). It is the
sum of fields (9) and (9a).
10 The planned quantity of Take-off fuel (in KG).
10a The actual quantity of Take-off fuel (in KG).
Actual fuel on board is defined as indicated by instruments, minus
taxi fuel.
11 Operating weight:
If no extra crew – the sum of fields (9) and (10).
If extra crew exists – The sum of fields (9b) and (10).
12 Performance limited Take-off weight. Refer to OM B F50 Ch. 4 and
Route Manual (RM) for details.
13 Performance limited Landing weight. Refer to OM B F50 Ch. 4 and
RM for details.
14 Trip Fuel - fuel required for take-off, climb, cruise, approach and
landing at the destination airport. Cruise fuel shall be calculated for
the cruise method used. The fuel shall be based on the least
favourable climb out and landing procedure.
15 Allowed Take-Off weight calculated as the sum of MZFW
(Maximum Zero Fuel Weight) and Take-Off fuel planned.
16 Allowed Take-Off weight is MTOW (Maximum Take-Off Weight) or
Performance limited wt., if lower.
17 Allowed Take-Off weight is calculated as the sum of MLW
(Maximum Landing Weight) or Performance limited wt., if lower
and Trip fuel.
18 The maximum Take-off wt. – it is the lowest of fields (15), (16), and
(17).
B-6.2-8 30.01.2006
Rev.: 014
Field Description
18a Allowed Traffic load is Allowed Take of wt. (15) minus Operating
wt. (11).
NOTE: This field must be filled, if (15) is the lowest among (15),
(16), and (17).
18b Allowed Traffic load is Allowed Take of wt. (16) minus Operating
wt. (11).
(16), and (17).
18c Allowed Traffic load is Allowed Take of wt. (17) minus Operating
wt. (11).
(16), and (17).
19 Indicate the number of PAX in Forward (OA).
20 Indicate the number of PAX in Forward (OB).
21 Indicate the number of PAX in Aft (OC).
22 Indicate the number of PAX in Aft (OD).
23 Indicate the Last Minute Changes for number of PAX in all
sections.
24 Indicate the number of PAX in Business Class - C.
25 Indicate the number of PAX in Economy Class – M/Y.
26 Indicate the number of Adults in total.
27 Indicate the number of Children in total.
28 Indicate the number of Infants in total.
29 Calculate the sum of fields (26), (27), and (28).
30 Indicate the respective weight of Adults for field (26) in total.
Standard wt. shall be obtained from: OM A Ch 8.1.8.4.
31 Indicate the respective weight of Children (2-12 years old) for field
(27) in total.
Standard wt. may be obtained from: OM A Ch 8.1.8.4.
32 Indicate the respective weight (OM A Ch 8.1.8.4.) of Infants (0-2
years old) for field (28):
standard wt. 0 KG;
if sitting in their own baby chair – 35 KG each.
33a Indicate the total mass of cabin baggage, if exists (e.g. cellos).
34 Indicate the wt. of Baggage.
35 Indicate the wt. of Cargo.
36 Indicate the wt. of Mail.
38 Indicate the distribution of wt. in Dead load compartments (C1 and
C4).
30.01.2006 B-6.2-9
Rev.: 014
Field Description
39 Total weight of load in compartment C1.
40 Total weight of load in compartment C4.
41 Calculate the total traffic load as a sum of fields (33), (37), and
(33a).
42 Calculate Zero Fuel wt. As the sum of fields (41) and (9) or (9b – if
DOW is corrected).
43 Last Minute Changes for Zero Fuel wt.
44 Calculate the Take-off wt. as the sum of fields (42) and (10a).
45 Calculate Last Minute changes for the Take-off wt. as the sum of
fields (43) and (10a).
46 Indicate the trip fuel – it is the same as in field (14).
47 Calculate the Landing wt. – (44) minus (46).
48 Calculate Last Minute changes for Landing wt. – (45) minus (46).
49 Indicate the Allowed Traffic Load – it is one of the fields (18a),
(18b), or (18c) that is filled – refer to description of respective fields
(18a), (18b), and (18c).
50 Indicate the Total Traffic load as it is in field (41).
51 Calculate the Under load before LMC – (49) minus (50).
52 Indicate the name of LMC specification:
PAX: AD – Adults, CHD – Children, INF – Infants
B – Baggage
C – Cargo
M – Mail
Other categories to be specified in plain language.
53 Indicate the compartment/seating section for respective LMC
specification.
54 Indicate whether the wt. is augmented (+) or decreased (-) for
respective LMC specification or item.
55 Indicate the wt. of respective LMC specification or item.
56 Indicate the sign for total change (+) or (-).
57 Calculate the sum of all records in field (55).
58 All notes shall be written there (e.g. calculations; etc.).
59 This field is filled by performer. Write the 3-letter code and
signature there.
60 This field is filled by commander. Write the 3-letter code and
signature.
61 DOI as obtained from: OM B Ch 6.
B-6.2-10 30.01.2006
Rev.: 014
Field Description
62 Indicate the index for extra crew (if exists) acc to PAX
compartment in which he/she is seated.
NOTE: The data can be obtained from “Weight & Balance Data”
sheet.
63 Indicate the index for Dead load in C1.
sheet.
64 Indicate the index for Dead load in C4.
sheet.
65 Indicate the index for PAX in FWD (OA).
sheet.
66 Indicate the index for PAX in FWD (OB).
sheet.
67 Indicate the index for PAX in AFT (OC).
sheet.
68 Indicate the index for PAX in AFT (OD).
sheet.
70 Calculate the sum of fields (61), (62), (64), (66), (67) and (68).
71 Calculate LIZFW (Load Index for Zero Fuel Wt.) – (70) minus (69).
72 Use this table for Index LMC.
73 CG (Centre of Gravity) limits for regular passenger flights (cabin in
four sections).
It is indicated as a cross point of two lines: LIZFW and ZFW (Zero
Fuel Wt.) Refer to Ch 1.3.
74 CG (Centre of Gravity) limits for:
• Flights with all passenger seats occupied, or
• Empty flights with crew only
75 Area outside CG limits. Please, make adjustments or corrections.
76 Fields having yellow fill colour shall be filled mandatory.
77 Fields having striped yellow fill pattern shall be filled if applicable.
78 Fields having light blue fill colour are devoted for LMC corrections.
79 All possible versions of A/C may be found there.
80 Load Message field. It is filled by Ground Staff.
30.01.2006 B-6.2-11
Rev.: 014
6.2.7 LAST MINUTE CHANGES (LMC)
General
General explanations for LMC are given in OM Part A chapter 8.1.8.6.
Only one LMC calculation is permitted for traffic load items
(passengers, cargo, mail).
For the Take-off fuel differences the same procedure as for traffic load
items LMC to be applied.
New Loadsheet is required whenever DOW/DOI have to be changed.
Limitations
LMC weight shall not exceed the UNDERLOAD before LMC.
Cargo Compartment load limitations shall be checked accordingly.
6.2.7.1 Electronic Loadsheet

Depending on the LMC weight and traffic load items number there are two
options of the Loadsheet correction.
1) Only Gross weight to be corrected whenever the LMC are limited to:
Max 3 items of traffic load (pax, baggage, cargo, or mail) or its
distribution between the cabin sections/baggage compartments are
changed; and
Max total LMC weight = +/- 100kg.
After completion of the LMC calculation, changed Gross Weight figures
shall be recorded next to the ADJ fields.
2) Gross weight and/or Index to be corrected whenever the LMC are
exceeding the LMC limitations given above. The Balance graphs (from
Manual Loadsheet) shall be used in this case.
After completion of the LMC calculation, changed Gross Weight figures
shall be recorded next to the ADJ fields. Changed Take-off
Index/Trim(Stab) setting be recorded next to appropriate figures
accordingly.
6.2.7.2 Manual Loadsheet
For manual Loadsheet there are no limitations on LMC weight and traffic
load items number, provided operational limitations (Ref. Section 1 of this
manual) are not exceeded and center of gravity is located within approved
area.
Filling of LMC fields is mandatory, whenever LMC procedure is applied.
B-6.2-12 30.01.2006
OM – Part B Limitations of Mass and Center of Gravity Fokker 50
Rev.: 014
6.3 LIMITING MASSES and

CENTRE OF GRAVITY
Fokker 50 weight limitations
Description Abbreviation Limit* Limit**
Max taxi weight MTW 20 865 kg
Max take-off weight MTOW 20 820 kg
Max landing weight MLW 19 730 kg 20 030 kg
Max zero fuel weight MZFW 18 600 kg 18 900 kg
* - YL- BAR, BAS, BAT, BAU, BAW, BAZ, SE-LJI

** - YL-BAO, BAV
Load limitations for cargo compartments
C1 C4
YL-BAR, BAU, BAW, BAZ Max 385 kg Max 875 kg
YL-BAS, BAT Max 870 kg Max 660 kg
YL-BAO, BAV Max 1070 kg Max 690 kg
SE-LJI Max 1100 kg Max 715 kg
Limits of the Center of gravity

The aircraft balance index limits are presented in the balance graph of
Manual Loadsheet as AFT and FWD index lines.
30.01.2006 B-6.3-1
Fokker 50 Dry Operating Mass and Index OM – Part B
Rev.: 014
6.4 DRY OPERATING MASS AND INDEX

DOW / DOI for corresponding aircraft are published on Weight and Balance
Report and stored in the Aircraft Document Binder. If any deviations from
standard configuration are required, DOW/DOI must be corrected using
applicable weight and index changes.
Registration Crew Weight Adjustment Index Adjustment
2/0 13281.64 40.13
3/0 13366.64 34.72
YL-BAO 2/1 13524.94 54.00
2/2 13599.94 49.70
3/2 13684.94 44.30
2/0 13288.31 42.24
3/0 13373.31 36.83
YL-BAS 2/1 13535.31 53.93
2/2 13610.31 49.63
3/2 13695.31 44.23
2/0 13237.28 40.62
3/0 13322.28 35.21
YL-BAT 2/1 13482.28 52.19
2/2 13557.28 47.89
3/2 13642.28 42.49
2/0 13081.91 35.34
3/0 13166.91 29.94
YL-BAR 2/1 13368.71 44.92
2/2 13443.71 40.62
3/2 13528.71 35.21
2/0 12995.40 35.71
3/0 13080.40 30.31
YL-BAU 2/1 13282.20 45.29
2/2 13357.20 40.99
3/2 13442.20 35.58
2/0 13377.16 40.81
3/0 13462.16 35.40
YL-BAV 2/1 13620.46 54.69
2/2 13695.46 50.39
3/2 13780.46 44.98
2/0 13068.14 33.95
3/0 13153.14 28.54
YL-BAW 2/1 13354.94 43.52
2/2 13429.94 39.22
3/2 13514.94 33.81
2/0 13108.10 35.90
3/0 13193.10 30.49
YL-BAZ 2/1 13394.90 45.47
2/2 13469.90 41.17
3/2 13554.90 35.77
2/0 13047.00 33.75
3/0 13132.00 28.34
SE-LJI 2/1 13333.80 43.33
2/2 13408.80 39.03
3/2 13493.80 33.62
B-6.4-1 30.01.2006
OM – Part B Table of contents of Loading Fokker 50
Rev.: 010
TABLE OF CONTENTS
7 LOADING 1
7.1 Loading Instructions 1
7.2 Distribution of Passengers in the Cabin 2
7.3 Transportation of Live Animals 2
7.4 Transportation of Children and 2

Disabled Persons
7.5 Transportation of Electrically Driven 2
Wheelchairs
7.6 Transportation of Weapons 3
7.7 Transportation of Radioactive Materials 3
7.8 Transportation of Magnetic Materials 3
7.9 Transportation of Dry Ice 3
01.02.2004 B-7-TOC1
Fokker 50 Table of contents of Loading OM – Part B
Rev.: 010
B-7-TOC2 01.02.2004
OM – Part B Loading Fokker 50
Rev.: 013
7 LOADING
7.1 LOADING INSTRUCTIONS
Loading instruction apply to loadmasters and handling agents who control
the weight and distribution of the traffic load (e.g., passengers, cargo,
baggage and mail) on all airBaltic Fokker 50 aircraft.
However, the Commander has the final authority concerning acceptance
and placement of the traffic load.
Normal Loading Instruction
Normally the ground handling personnel will decide how to distribute the
cargo between the compartments according to their instructions.
Designation of Cargo Compartments
The cargo compartment in the FWD (forward) part of the cabin is called C1,
and the compartment in the AFT part of the cabin is called C4.
Distribution of Cargo
If the weight of the cargo is below and up to 100 kg everything should be
placed in C4. Weights exceeding 100kg and up to 200 kg should be placed
in C1. Weights exceeding 200 kg should be divided and distributed with 2/3
in C1 and 1/3 in C4. If the flight has two destinations the cargo to the last
destination must be placed in C4 to avoid reloading.
Limitations
The following limitations are valid for the different compartments.
Aircraft Compartment Cargo
YL-BAR, BAU, C1 385 kg

BAW, BAZ C4 875 kg
C1 870 kg
YL-BAS, BAT
C4 660 kg
C1 1100 kg
SE-LJI
C4 715 kg
25.07.2005 B-7-1
Fokker 50 Loading OM –Part B
Rev.: 013
7.2 DISTRIBUTION OF PASSENGERS IN

THE CABIN
Normal distribution
The cabin is divided into 4 sections:
0A rows 1-4
0B rows 5-8
0C rows 9-11
0D rows 12-15
7.3 TRANSPORTATION OF LIVE ANIMALS

Only tropical fish, birds, cats and dogs are acceptable on F-50 aircraft.
Maximum load per compartment shall not exceed:
Total maximum quantity in

Animal
compartment
Cats and Dogs Max. one animal per compartment
Birds Max. 100 kg per compartment
Lobsters Max. 100 kg per compartment
Tropical fish Unlimited
7.4 TRANSPORTATION OF CHILDREN AND

DISABLED PERSONS
Transportation requirements for children and disabled persons are given in
Cabin Crew Handbook.
7.5 TRANSPORTATION OF ELECTRICALLY

DRIVEN WHEELCHAIRS
For transportation of electrically driven wheelchairs reffer to Operations
Manual Part A, Section 9.
B-7-2 25.07.2005
OM – Part B Loading Fokker 50
Rev.: 013
7.6 TRANSPORTATION OF WEAPONS

For transportation of weapons refer to Operations Manual Part A, Section 9.
7.7 TRANSPORTATION OF RADIOACTIVE

MATERIALS
Transportation of Radioactive materials is prohibited.
7.8 TRANSPORTATION OF MAGNETIC

MATERIALS
Magnetic material shall be loaded in the aft compartment (C4).
7.9 TRANSPORTATION OF DRY ICE

A maximum of 5 kg of Dry Ice may be loaded in each cargo compartment.
25.07.2005 B-7-3
Fokker 50 Loading OM –Part B
Rev.: 013
B-7-4 25.07.2005
OM – Part B Configuration Deviation List Fokker 50
Rev.: 007
TABLE OF CONTENTS
8 CONFIGURATION DEVIATION LIST 1
01.07.2002 B-8-TOC1
Fokker 50 Configuration Deviation List OM – Part B
Rev.: 007
B-8-TOC2 01.07.2002
Rev.: 007
8 CONFIGURATION DEVIATION LIST

General Limitations
This Configuration Deviation List (CDL) is also found in Manufacturers
AFM. This section contains additional certificate limitations for operation of
the Fokker F27 Mk050 aircraft without certain secondary airframe and
engine cowl parts as listed herein. The certificate limitations in the AFM
are applicable except as amended herein. The parts not included in this
CDL may not be missing.
If an additional part is lost in flight, the airplane may not depart the airport at
which it landed following this event until it again complies with the
limitations of this section. This, of course, does not preclude the issuance
of a special permit to allow the aircraft to be flown to a point where
necessary repairs or replacements can be made. Reference to Operational
Manual Part A Section 8.
Replacement of missing items must be carried out at the first station where
the appropriate repair facilities are available. The decision of the
Commander to have allowable missing items corrected prior to the flight will
take precedence over the provisions contained in the CDL. The
Commander may request requirements above the minimum listed,
whenever in his judgement such added equipment is essential to the safety
of a particular flight under special conditions prevailing at the time.
However, he shall never accept lower requirements.
The numbering and designation of system in this section is based on ATA
spec. 100. The parts within each system are identified by functional
description and, when necessary, by panel numbers.
Limitations
The associated limitation(s) must be listed on a briefing card in the
Aeroplane Technical Log.
The pilot in command will be notified of each operation with (a) missing
part(s) by listing the missing part(s) in the flight or dispatch release.
The Aeroplane Technical Log must show appropriate notation covering the
missing part(s) on each flight.
01.07.2002 B-8.1-1
Rev.: 007
No more than one part of any one system in this section may be missing
unless specifically designated combinations are indicated herein. Unless
otherwise specified herein, parts from different systems may be missing.
No more than a total of three such parts may be missing before takeoff.
Take-off performance penalties are applicable to take-off gross weights
which are limited by field length, first segment climb, second segment
climb, final segment climb or take-off flight path. En route performance
penalties are applicable to operations, which are limited by en route, flight
path performance requirements. Landing performance penalties are
applicable to landing gross weights, which are limited by landing field
length, landing climb or approach climb.
Performance Effects
Where a missing item results in a performance effect on the aircraft, the
effect is given in the Remarks and/or Exceptions column of the appropriate
item.
Aircraft Release
The action text should be in the action field as an answer to a missing item
that is deferred in accordance to Air Baltic CDL as follows:
- Short description of missing item,
- Reference: see limitations (if any) in briefing card.
MAINTENANCE ACTION
Normal Procedure, Technician available
When informed by the maintenance representative that the repairs can not
be made in time for departure, but that the aircraft may be dispatched
according to the CDL, it is the responsibility of the Commander to:
1. Check the CDL for an entry related to the missing item.
2. Check that the dispatch is permitted according to “Minimum Required”
and “Remarks and/or Exceptions”.
3. Check that the suspected cause of the fault and a CDL reference has
been entered in the Technical Log and that CRS (Certificate of Release
to Service) is signed by the technician.
4. If associated limitation(s) is (are) listed in the “Remarks and
Exceptions” column, check that it is noted in the briefing card in the
Aeroplane Technical Log.
5. Ensure that all technical and operational aspects are fully understood
by involved Crew Members.
B-8.1-2 01.07.2002
Rev.: 007
Abnormal Procedure, NO Technician available

It is the responsibility of the Commander to:
1. Check the CDL for an entry related to the missing item.
2. Check that the dispatch is permitted according to “Minimum Required”
and “Remarks and Exceptions”.
3. Contact technical operations department for an advice:
Telex: RIXTKBT
Phone: +371 7207 306, +371 7207 206
Fax: +371 7207 867, +371 7207 069
4. Receive a written or telephoned “ CDL Message” from the Technical
Department stating that there is “No Technical Objection” for dispatch
according to CDL.
5. Make required entries in the Complaint/Action Log regarding missing
item. If an “CDL Advice Message” in written is available place it in the
Tech Log. If the message is received by phone, write it down and place
it in the Tech Log.
6. If associated limitations(s) is (are) listed in “Remarks and Exceptions”
column, check that it is noted on briefing card in the Aeroplane
Technical Log.
7. Ensure that all technical and operational aspects are fully understood
by involved Crew Members.
01.07.2002 B-8.1-3
Rev.: 007
SYSTEM: CHAPTER 23
NUMBER INSTALLED
COMMUNICATIONS
ATA PART DESCRIPTION REMARKS AND/OR EXCEPTIONS
23- Static dischargers (4 on 14 The following static dischargers may be
01 each aileron outer tab, missing or damaged:
and 2 on each elevator, 1 on each aileron outer tab, and
and 2 on the rudder). 1 on each elevator, and
1 on the rudder.
23- Main landing gear static 2 One or both may be missing or
02 discharge cables. damaged.
B-8.1-4 01.07.2002
Rev.: 007
SYSTEM: CHAPTER 53 NUMBER INSTALLED

FUSELAGE
53-01 Access panel to nose 1 May be missing provided:
landing gear front door a. it is determined by visual inspection
release mechanism, 114 that the nose landing gear front door
AR. release mechanism is in the flight
operational position, and
b. the cavity is blanked off with high
speed tape with a minimum of
50mm (2") overlap all around the
opening and furnished with a vent
hole of 3mm (0.125").
NOTE: The tape is not allowed to

become damaged, frayed or partly
detached because this will result in
negative influence on the pitot system.
53-02 Wash-water servicing 1 May be missing.
panel, 141 AB.
53-03 Toilet servicing panel, 1 May be missing.
131 AB.
53-04 Galley water servicing 1 May be missing.
panel, 171 AB.
53-05 External power 1 May be missing.
receptacle panel, 122AR.
53-06 Airconditioning ground air 1 May be missing.
supply cover, 312 AR.
53-07 Tail skid. 1 May be missing.
53-08 Nose Radome (111 AT) 8 A strip may be cracked/fractured
Lightning strips provided:
a. The length of the crack/fracture may
be not more than 50 per cent of the
width on the strip.
b. not more than one crack/fracture per
strip.
c. not more than than two strips may be
affected
d. flight in thunder clouds with active
lightning are avoided.
Per strip 3 diamond segments per foot
striplenght may be missing, provided not
more than 3 missing diamond segments
are adjacent
01.07.2002 B-8.1-5
Rev.: 007
SYSTEM: CHAPTER 54
NUMBER INSTALLED
NACELLES
54-01 Rear part of tail cone 2 Both may be missing.
(part of451 AT - 461 In case an APU is installed in the RH tail
AT) cone (461 AT) and the rear part is missing
operation of the APU is prohibited.
Aircraft weight penalty in kg (lb) with rear

part on one or both sides missing:
AIRCRAFT CONFIGURATION
TAKE- EN LANDING
OFF ROUTE
one 35 (77) 30 (66) 25 (55)
side
both 70(154) 60(132) 50(110)
54-02 Collector tank booster 2 Both may be missing.

pump and drain access
panels, 432 GR - 442
GL.
54-03 Tail cone access 2 Both may be missing.
panels 451 BB - 461
BB (if installed).
54-04 Accessory bay access 2 Both may be missing provided the airspeed
panels, 491 AT - 492 is limited to 180 kt IAS.
AT.
B-8.1-6 01.07.2002
Rev.: 007
SYSTEM: CHAPTER 54
NUMBER INSTALLED
STABILIZERS
55-01 Rudder trim and balance tab 2 One or both may be missing
control fairings, 325 BL - 325 provided:
EL.
a. fairings 326 CL and/or 327 CL
are removed, and
b. flight is not conducted into
known or forecast icing
conditions.
55-02 Elevator trim tab control 1 May be missing provided:
fairing, 344 FB. a. fairing 345 FB is removed, and
b. flight is not conducted into
known or forecast icing
conditions.
55-03 Horizontal stabilizer tips, 332 2 One or both may be missing.
AL - 342 AR.
55-04 Rudder hinge bracket and 3 One may be missing.
shroud inspection panels 324
AC - 324 BC - 324 CC.
55-05 Elevator hinge bracket and 8 One on each side may be missing.
shroud inspection panels,
333 AC - 333 BC - 333 CC
333 DC - 343 AC - 343 BC
343 CC - 343 DC.
55-06 Rudder hinge access panels 4 One may be missing.
325 CL - 325 DL - 325 FL 325
GL.
55-07 Elevator hinge access panels 8 One on each elevator may be
334 AB - 334 BB - 334 CB 334 missing.
DB - 344 AB - 344 BB 344 CB
- 344 DB.
55-08 Rudder tab fairings, 2 One or both may be missing.
326 CL - 327 CL.
55-09 Elevator tab fairing, 345 FB. 1 May be missing.
01.07.2002 B-8.1-7
Rev.: 007
SYSTEM: CHAPTER 54
NUMBER INSTALLED
WINGS
57-01 Outer flap hinge fairings, 522 4 One or both parts of each fairing may
CB - 522 DB - 622 CB be missing provided flight is not
622 DB. conducted into known or forecast icing
conditions
57-02 Aileron spring and trim tab 6 Each fairing may be missing provided:
control fairings a. fairing 535 HT and/or 536GB
532 CT - 535 BB - 535 FB and/or 537 JB and/or 635 HT
632 CT - 635 BB - 635 FB. and/or 636 GB and/or 637 JB are
removed, and
b. flight is not conducted into known
or forecast icing conditions.
57-03 Aileron hinge bracket and 5 One or each side may be missing.
shroud inspection panels,
532 AC 532 BC - 632 AC -
632 BC 632 FC.
57-04 Aileron hinge access panels, 6 One on each side may be missing.
535 CB - 535 DB - 535 EB
635 CB - 635 DB - 635 EB.
57-05 Fuel tank vent outlet fairings, 2 One or both may be missing provided
534 BB - 634 BB. flight is not conducted into known or
forecast icing conditions.
57-06 Aerodynamic flap seals. One or more parts may be missing.
Loose parts should be removed.
57-07 Pressure re/defuelling 1 May be missing provided valve is not
connection cover, 621 GB. leaking.
57-08 Aileron and tab fairings, 535 6 Each fairing may be missing.
HT - 536 GB - 537 JB 635
HT - 636 GB - 637 JB.
B-8.1-8 01.07.2002
Rev.: 007
SYSTEM: CHAPTER 54
NUMBER INSTALLED
WINGS
57-09 Wingshroud panels, 531 AC 22 One panel may be missing provided:
531 BC - 531 CC - 531 DC
531 FC - 531 GC - 531 HC a. the opposite panel is removed,
531 JC - 631 AC - 631 BC and
631 CC - 631 DC - 631 FC
631 GC - 631 HC - 631 JC b. flap extension is limited to 25°.
931 AC - 931 BC - 931 CC
932 AC - 932 BC – 932CC.
Aircraft weight penalty in kg (lb) with
shroud panels missing:
AIRCRAFT CONFIGURATION
TAKE-OFF EN ROUTE LANDING

35 (77) 30 (66) 25 (55)
01.07.2002 B-8.1-9
Rev.: 007
STATIC DISCHARGERS
B-8.1-10 01.07.2002
Rev.: 007
FUSELAGE
01.07.2002 B-8.1-11
Rev.: 007
POWER PLANTS AND NACELLES
B-8.1-12 01.07.2002
Rev.: 007
HORIZONTAL STABILIZER
.
01.07.2002 B-8.1-13
Rev.: 007
VERTICAL STABILIZER
B-8.1-14 01.07.2002
Rev.: 007
LH WING
01.07.2002 B-8.1-15
Rev.: 007
RH WING
B-8.1-16 01.07.2002
Rev.: 007
GENERAL DISCUSSION ON APPLIED METHOD

The determination of the performance restrictions on CDL items is based
on the procedure defined in the Engineering flight test guide for transport
category airplanes (FAA order 8110.8) paragraph 219: Accountability of
performance degradation relative to both minor design changes (external
exposure) and CDL items.
The procedure consists of the following method:
1. An analytical assessment of the performance degradation due to the
missing item, expressed in a drag increment ∆CD, is multiplied by a
conservative confidence factor of 2.
2. Determination of weight reduction ∆W in a way that the climb
performance in the second segment of the take-off flight path equals the
climb performance of the standard aircraft at limited take-off weight W.
The relation between ∆W and ∆CD is approximated by:
∆W/W = (∆CD/CL) / (T/W) (A-1)
with
CL = lift coefficient in the appropriate configuration.
T/W = thrust-to-weight ratio at max. take-off weight of the standard
aircraft.
Relation (A-1) shows that the largest weight reduction at constant
gradient occurs at small flap deflections with a low CL and (T/W)min
3. The performance degradation may be considered as being negligible if
∆W from 2. is less than 0.05% of the allowable take-off weight. A restriction
has been made that not more than 3 of the items identified as being
negligible, may be missing before take-off.
4. If the weight reduction AW from 2. is more than 0.05% of the take-off
weight, performance limitations must be included for the most unfavorable
conditions during take-off, en route and landing, viz.:
- take-off: final take-off climb (4th segment).
- en route: T/W at the start of a "drift-down" flight path in the en route
climb condition.
- landing: approach-climb condition at climb limited maximum landing
weight.
01.07.2002 B-8.1-17
Rev.: 007
B-8.1-18 01.07.2002
OM – Part B Table of Contents, MEL Fokker 50
Rev.: 013
TABLE OF CONTENTS
9 M.E.L. 1
9.0 Revision Status of Minimum Equip- 1
ment List
9.0.1 List of Effective Pages 1
9.0.2 Revision Index 1
9.0.3 Highlights of Revision 1
9.1 Minimum Equipment List 1

9.1.1 Minimum Equipment List Procedure 1
9.1.21 Air Conditioning 1
9.1.22 Auto Flight Control 1
9.1.23 Communications 1
9.1.24 Electrical Power 1
9.1.25 Equipment/Furnishings 1
9.1.26 Fire Protection 1
9.1.27 Flight Controls 1
9.1.28 Fuel System 1
9.1.29 Hydraulic Power 1
9.1.30 Ice & Rain Protection 1
9.1.31 Indicating & Recording 1
9.1.32 Landing Gear 1
9.1.33 Lights 1
9.1.34 Navigation 1
25.07.2005 B-9-TOC1
Fokker 50 Table of Contents, MEL OM – Part B
Rev.: 013
TABLE OF CONTENTS
9.1.35 Oxygen 1
9.1.36 Pneumatic & Bleed Air 1
9.1.52 Doors 1
9.1.56 Windows 1
9.1.61 Propellers 1
9.1.71 Power Plant 1
9.1.73 Engine Fuel & Control 1
9.1.74 Ignition 1
9.1.77 Engine Indicating 1
9.1.79 Oil 1
9.1.80 Starting 1
9.2 Dispatch Deviation Guide Operational 1

Procedures
9.3 Dispatch Deviation Guide Maintenance 1
Procedures
B-9-TOC2 25.07.2005
OM – Part B MEL Revision Status Fokker 50
Rev.: 014
9 MINIMUM EQUIPMENT LIST

9.0 REVISION STATUS OF MINIMUM
EQUIPMENT LIST
9.0.1 List of Effective Pages
CH. PAGE EFFECTIVE CH. PAGE EFFECTIVE
9-TOC 1-2 25.07.2005 9.1.73 1-4 01.07.2002

9.0.1 1-2 30.01.2006 9.1.74 1-2 01.07.2002
9.0.2 1-2 25.07.2005 9.1.77 1-2 01.07.2002
9.0.3 1-2 30.01.2006 9.1.79 1-2 01.07.2002
9.1.1 1-10 15.02.2005 9.1.80 1-2 01.07.2002
9.1.21 1-6 30.01.2006 9.2-TOC 1-2 25.07.2005
9.1.22 1-2 30.01.2006 9.2.21 1-4 01.07.2002
9.1.23 1-4 30.01.2006 9.2.23 1-2 01.07.2002
9.1.24 1-2 30.01.2006 9.2.24 1-2 01.07.2002
9.1.25 1-4 30.01.2006 9.2.26 1-2 30.01.2006
9.1.26 1-2 30.01.2006 9.2.27 1-2 15.08.2004
9.1.27 1-2 15.08.2004 9.2.28 1-2 01.07.2002
9.1.28 1-2 30.01.2006 9.2.29 1-2 01.07.2002
9.1.29 1-2 01.07.2002 9.2.30 1-2 01.07.2002
9.1.30 1-4 15.02.2005 9.2.31 1-2 01.07.2002
9.1.31 1-4 01.07.2002 9.2.32 1-2 01.07.2002
9.1.32 1-2 15.02.2005 9.2.34 1-4 15.02.2005
9.1.33 1-4 30.01.2006 9.2.36 1-2 01.07.2002
9.1.34 1-12 30.01.2006 9.2.52 1-2 01.07.2002
9.1.35 1-2 30.01.2006 9.2.56 1-2 01.07.2002
9.1.36 1-4 30.01.2006 9.2.61 1-2 01.07.2002
9.1.49 1-2 30.01.2006 9.2.73 1-8 01.07.2002
9.1.52 1-2 01.07.2002 9.2.74 1-2 01.07.2002
9.1.56 1-2 15.02.2005 9.2.77 1-2 01.07.2002
9.1.61 1-2 01.07.2002 9.2.79 1-2 01.07.2002
9.1.71 1-2 01.07.2002 9.2.80 1-2 01.07.2002
30.01.2006 B-9.0.1-1
Rev.: 013
9.0.2 Revision Index

DATE OF DATE OF
REVISION SIGNATURE
REVISION INCORPORATION
NEW - - -
006 - - -
007 01.07.2002 - -
008 01.01.2003 - -
009 01.08.2003 - -
010 01.02.2004 - -
011 15.08.2004 - -
012 15.02.2005 - -
013 25.07.2005 - -
014 30.01.2006 - -
015
016
017
018
019
020
021
022
023
024
024
025
026
027
25.07.2005 B-9.0.2-1
Fokker 50 MEL Revision Status OM – Part B
Rev.: 013
B-9.0.2-2 25.07.2005
Rev.: 014
9.0.3 Highlights of Revision

# 014 from 30.01.2006
Effective from 30.01.2006, the MEL (Fokker 50) has been revised
according to the 9.0.1 “List of Effective Pages”.
This MEL is based on the manufacturer’s “FOKKER 50 MASTER MINIMUM
EQUIPMENT LIST”, issued on Oct 17/02 and “JAA Administrative &
Guidance Material TGL-26” – “Guidance Document for MEL Policy”.
The main reason for revision: the incorporation of SE-LJI, YL-BAO, and YL-
BAV A/C information.
Below are listed highlights of the introduced changes:

Chapter SEQ NO Remarks
-42-1 Supplemented Cabin Heater with SE-LJI A/C.
9.1.21 -51-2 Supplemented Fresh Air Valves with SE-LJI A/C.
Supplemented Fresh Air Valves ON Light with SE-LJI
-51-3
A/C.
9.1.22 -11-6 Inserted YL-BAO, BAV, and SE-LJI.
-31-1 Inserted SE-LJI, stipulating that SELCAL is deactivated.
9.1.23
-51-5 Inserted information about all F50 A/C.
Inserted APU generator system description for YL-BAO,
-21-3
BAV.
Inserted APU GEN AVAIL light description for YL-BAO,
9.1.24 -21-4
BAV.
Inserted APU GEN ON light description for YL-BAO,
-21-5
BAV.
Inserted SE-LJI, YL-BAO, BAV (50 passenger seat
-20-3 belts).
Changed: Riga Home Base.
9.1.25 Indicated the number of seats for each F50 A/C.
-21
Deleted the indication (M).
-60-1 Inserted SE-LJI, YL-BAO, BAV (50 passenger life vests).
-60-2 Reworked acc to SE-LJI, YL-BAO, and BAV insertion.
Inserted AP,U fire detection system description for YL-
9.1.26 -12-1
BAO, BAV.
-12-2 Inserted APU FIRE light description for YL-BAO, BAV.
30.01.2006 B-9.0.3-1
Fokker 50 MEL Revision Status OM – Part B
Rev.: 014
Chapter SEQ NO Remarks
Inserted APU FIRE extinguishing system description for
-22-1
YL-BAO, BAV.
Inserted APU FIRE extinguisher AGENT light description
-23-2
for YL-BAO, BAV.
9.1.28 -22-1 Revised remarks for Fuel Pump.
-42-1 Inserted YL-BAO, BAV, and SE-LJI.
9.1.33
-47-1 Indicated the Strobe Lights for each A/C.
Revised the allowed flying with INOP equipment (10 5
-46-1-1)
days).
Deleted the indication (O).
-46-1-2)
9.1.34 Terminological change: PNF PM.
-59-1 Inserted Navigation database description.
Inserted information regarding YL-BAO and BAV.
-62-1
Inserted Navigation database description.
9.1.35 -30-1 Revised the conditions for Portable oxygen.
Inserted APU pressure regulating and shutoff valve
-14-1
description for YL-BAO, BAV.
Inserted APU BLEED AVAIL indication description for
9.1.36 -14-2
YL-BAO, BAV.
Inserted APU BLEED ON indication description for YL-
-14-3
BAO, BAV.
9.1.49 Inserted a new chapter devoted for APU description.
Inserted the APU fire extinguisher AGENT light
9.2.26 -23-2
maintenance procedure description.
B-9.0.3-2 30.01.2006
OM – Part B Minimum Equipment List Procedure Fokker 50
Rev.: 013
9.1 MINIMUM EQUIPMENT LIST

9.1.1 Minimum Equipment List Procedure
9.1.1.1 General
Objectives:
As an airplane is being type-certificated, all required equipment must be in
operating condition. If deviation from this type-certificated configuration
were not permitted, the aircraft could not be flown unless all such
equipment and systems where in operating condition. Experience has
proven that under specific conditions and during limited periods of time,
operational performance of each system or every piece of equipment is not
essential for safe operation of aircraft, as long as remaining systems,
instruments and equipment ensure and acceptable level of safety.
Therefore, certain conditional deviations from the original requirement can
be authorised, to permit continued or uninterrupted operation of the aircraft.
These deviations are published in MINIMUM EQUIPMENT LIST (MEL),
related to applicable (local) regulations and the individual operator’s
specific operations and particular definitions.
This Minimum Equipment List (MEL) is developed taking into consideration
airBaltic particular aircraft equipment, configuration and operational
conditions, kinds of operation and requirements set by the LVCAA.
This Minimum Equipment List (MEL):
Based on the manufacturers Master Minimum Equipment List (CAA). It
incorporates all current revisions and will not deviate from the Aeroplane
Flight Manual limitations or Emergency Procedures or from any
applicable Airworthiness Directive.
NOTE: An operator will have 90 days from the date of receipt of the
revision to revise the MEL.
Reduced time scales for implementations of safety information
related revisions might be required.
Contains only those items, which may be inoperative prior to dispatch,

provided limitations and appropriate procedures are observed. If
inoperative item is not covered by MEL- see “Procedure” below.
By authorisation of this MEL the LV CAA permits dispatch of the Aeroplane
with certain INOP item(s), provided an acceptable level of safety is
maintained.
25.07.2005 B-9.1.1-1
Fokker 50 Minimum Equipment List Procedure OM – Part B
Rev.: 013
Principles:
For the sake of brevity, the MEL does not include obviously required items
such as wings, control surfaces, engines, landing gear etc. nor does the list
include items that do not affected the airworthiness of aircraft, such as
galley equipment, entertainment system and passenger convenience
items, equipment for military mission (ATA 90 and up), etc… However, it is
important to note that ALL ITEMS WHICH ARE RELATED TO THE
AIRWORTHINES OF IRCRAFT AND NOT INCLUDED ON THIS LIST ARE
AUTOMATICALY REQUIRED TO BE OPERATIVE EACH FLIGHT. Thus
the failure or absence of any items, in excess of those allowed to be
inoperative by MEL, cause the aircraft is not airworthy.
For the items where is stated that a performance correction shall be
applied in accordance with the Airplane Flight Manual, operation of the
aircraft with the inoperative equipment is only allowed if the performance
correction is presented in the Airplane Flight Manual of the particular
aircraft.
9.1.1.2 Purpose
The purpose of this MEL is to establish acceptable balance between safety
and punctuality by permitting continued or uninterrupted operation of the
aeroplane with INOP item(s) during Rectification Period.
9.1.1.3 Scope
The provisions of the MEL apply to Certifying Technical staff and flight crew
(Commander) until the Aeroplane begins to move under its own power.
NOTE: If a failure occurs during the taxi phase before the start of the
take-off roll, Commander shall refer to the MEL before decision
is taken whether to continue the flight or return to parking
stand.
B-9.1.1-2 25.07.2005
Rev.: 013
9.1.1.4 Responsibility
Certifying Technical staff is responsible to:
- make every effort to have the aircraft fully serviceable prior to
the scheduled departure;
- inform the MCC duty manager about the defect and expected
operations under the MEL procedures as soon as possible;
- inform the Commander on possible consequences the defect
may have on other related systems, if requested;
- issue MEL advice message, if requested;
- ensure that the defect is positively identified and/or isolated;
- complete MEL Procedure;
- issue the Certificate of Release to Service (CRS)
Commander is responsible to:

- evaluate if aeroplane technical status is adequate for the
intended flight / operations;
- report all known or suspected defects;
- complete MEL procedure, if certifying technician is not
available;
- accept an aeroplane with known defect(s) for intended flight
conditions;
- ensure that all technical and operational consequences are
fully understood by all involved crewmembers.
9.1.1.5 Definitions
For the purpose of this MEL the following definitions shall apply:
"(M)” symbol indicates a requirement for a specific maintenance
procedure, which must be accomplished prior to departure with the listed
INOP item and is published in the DDG. These procedures are
accomplished by LVCAA or JAR-145 approved personnel.
NOTE: In exceptional cases (M) item(s) which do not require special knowledge,
skill, use of tools or test equipment may be accomplished by not certifying
personnel (pilot or maintenance staff) provided:
a) An acceptance is granted by certifying technician to conduct required
actions; and
25.07.2005 B-9.1.1-3
Rev.: 013
b) The result of these actions is discussed with and accepted by
certifying technician by phone or by other means of communication.
The satisfactory accomplishment of all maintenance procedures,
regardless of who performs them, is the responsibility of the airBaltic.
"(O)” symbol indicates a requirement for a specific operational procedure,
which must be accomplished in planning for and/or operating with
the listed item INOP. Normally the flight crew accomplishes these
procedures. These appropriate procedures are published in the
DDG.
“AIRWORTHINESS Related item(s)” required for safe operation of the
aeroplane
“CDL item(s)”. Secondary airframe or engine parts missing, without which
operation could be authorised according to Configuration Deviation
List (CDL) Procedure.
"DAY” operation is any flight conducted from the point of take-off to
landing between 30 minutes before sunrise and 30 minutes after
sunset.
“DDG” (Dispatch Deviation Guide) describes necessary actions that must

be taken by pilots or maintenance staff when a MEL is open up.
"Deactivated" and "Secured" means that the specified component must
be put into an acceptable condition for safe flight.
“Defect” any confirmed abnormal condition of an item whether or not this
could eventually result in a failure.
"Dispatch Note" is only mentioned in the DDG and is added to clarify the
MEL item for dispatch purpose if needed.
"Flight Day" - a 24-hour period (from midnight to midnight) during which at
least one flight is scheduled for the affected aeroplane.
"Icing Condition" – outside air temperature (OAT) on the ground and for
take-off , or total air temperature on ground, or total air temperature
(TAT) in flight, is 10 deg. C or below and visible moisture in any form
is present (such as clouds, fog with visibility of 1.6 km or less, rain,
snow, sleet and ice crystals).
B-9.1.1-4 25.07.2005
Rev.: 013
"INOP" any time a system and/or component malfunctions to the extent

that it does not accomplish its intended purpose and/or is not
consistently functioning within its designed operating limit(s) or
tolerances.
“Item” the equipment, system, components or function.
“MEL advice message” Written or telephoned message from the airBaltic
Technical Operation Department stating that there is “No Technical
Objections” for dispatch according to MEL..
NOTE: to receive a written “MEL advice message”, Commander to provede
also written detailed complaint to Certifying technician.
"Notes" in column 4 provides additional information for crew member or
maintenance consideration. Notes are used to identify applicable
material which is intended to assist with compliance, but do not
relieve the operator of the responsibility for compliance with all
applicable requirements. Notes are not a part of the provisos.
Different possibilities may be considered for an item. They will be
identified by a),b),c). Within one possibility, different conditions may
be required. They will be identified by 1),2),3).... .
"Passenger Convenience Items" means those items related to
passenger comfort or entertainment such as, but not limited to,
galley equipment, ashtrays, overhead reading lamps, toilets, water,
waste etc.
( * ) "Placarded" each INOP item must be placarded to inform and remind
the crewmembers and maintenance personnel of the equipment
condition. To the extent practicable, placard should be located
adjacent to the control or indicator for the item affected such that it is
clear to operating crew that the associated system is inoperative.
"Visible Moisture" means an atmospheric environment containing water
in any form that can be seen in natural or artificial light; for example,
clouds, fog, rain, sleet, hail or snow.
"VMC" (Visual Meteorological Conditions) means the atmospheric
environment is such that would allow a flight to proceed under the
Visual Flight Rules applicable to the flight. This does not preclude
operating under Instrument Flight Rules.
( - ) (Dash) in column 2 or 3 indicates a variable quantity.
25.07.2005 B-9.1.1-5
Rev.: 013
9.1.1.6 Procedure
9.1.1.6.1 Flowchart
DEFECT
MEL ITEM NO MEL ITEM
Technician No Technician Airworthiness PAX Service

CDL item(s)
aveilable aveilable related item(s) item
MEL Advice Special CDL Crew

Message Procedure Procedure Consideration
Technical Log
entry Procedure
Commander's
Acceptance
Arrival in Riga
B-9.1.1-6 25.07.2005
Rev.: 013
9.1.1.6.2 Procedure description

DEFECT All reasonable efforts shall be performed to repair it. If it
is impossible to restore the equipment before departure
due to lack of spares, facility, qualified personal or time
available further assessment to be completed.
MEL ITEM Check that dispatch is permitted according to “Number
required” and “Remarks or Exceptions”.
NOTE: See example in Appendix 1.
TECHNICIAN Call technician. Only certifying technicians may open

AVAILABLE MEL item, complete MEL procedure and issue
airworthiness release.
NO TECHNICIAN The Commander may open MEL item and complete
AVAILABLE MEL procedure.
MEL advice Call MCC duty manager / Technical Operations
message Department and receive a written or telephoned “MEL
Advice Message” from them stating that there is “No
Technical Objections” for dispatch according to MEL.
NOTE: To receive a written “MEL advice message”,
Commander shall provide a written detailed complaint to
Certifying technician.
Telex: RIXTKBT; Phone:+ (371) 7207 306(268)
Fax:+ (371) 7207 867(186)
DDG Complete all actions required by DDG for relative INOP
item.
PAX Items related to passenger comfort or entertainment
CONVENIENCE such as, but not limited to, galley equipment, ashtrays,
ITEM(S) overhead reading lamps, toilets, water, waste etc. (In
flow chart presented as PAX Service Item)
Secondary airframe or engine parts missing. Refer to
CDL item
the (CDL) Configuration Deviation List (OM Part B,
Section 8).
Airworthiness Call MCC duty manager on phone: + (371) 7 207 206,
Related item + (371) 7 207 306
Crew Possible delay and/or impact on service as well as any
consideration alternative to be considered together with the Cabin
crew.
CDL Refer to the OM Part B - 8. Configuration Deviation List.
Procedure
25.07.2005 B-9.1.1-7
Rev.: 013
Special Is described in OM Part A – 8.6.
Procedure
Technical Complaint to be entered into Complaint/Action card and
Log entry following to be written in Action field as an answer and
Procedure a) signed by Certifying Technician:
• Short description what is suspected to
be faulty;
• A/C RELEASED ACC MEL XX XX;
• DDG XX-XX COMPLIED WITH;
• CAT A / B / C DEFECT
b) signed by Commander (Technician not
available):
• FLIGHT ACC MEL XX XX, - LACK OF
XX XX;
• “MEL Advice Message” FROM XX XX
RECEIVED;
• DDG XX-XX COMPLIED WITH.
NOTE: See example in Appendix 2
Second (yellow) copy of the Complaint/Action card
shall be given to handling agent before departure.
Commander’s Commander has final authority to accept an a/c with

acceptance known defect(s) for intended flight by signing Pre Flight
Inspection completion and/or Complaint/Action card.
Commander has to brief all involved crewmembers
about all technical and operational consequences.
NOTE: For multiple inoperative items see 6.3 below.
Arrival in If the MEL item has been opened by the Commander
Riga (no Technician available) in outstation and can not be
cleared in RIX, whole MEL Procedure to be initiated by
airBaltic TD and airworthiness Release to be issued.
B-9.1.1-8 25.07.2005
Rev.: 013
9.1.1.6.3 Rectification periods

Repairs are to be accomplished at the earliest opportunity and not later
than the Repair Period established by the following letter designators given
in the "CATEGORY" column of the MEL.
NOTE: Where a time period is specified it shall start at 00:01 UTC on the
calendar day following the day of an opening relative MEL INOP item.
Category Rectification periods

Either before next flight or within the time interval
A specified in the Remarks column (5) of the MEL.
Within three (3) consecutive calendar days - 72
B hours.
Within ten (10) consecutive calendar days - 240
C hours.
Within one hundred and twenty (120) consecutive
D calendar days.
MEL Interval Extension
One time extension of the applicable interval B, C, or D, for the same
duration as specified in MEL is permitted, providing that:
− MEL Interval Extension Application is issued by Technical Manager
(RIXTS, TJ, or JN);
− Application is approved by the DT Quality Assurance Manager;
− The Original MEL Interval Extension Application remains with DT.
9.1.1.6.4 Multiple INOP items
Dispatch of an aeroplane with more than one open MEL INOP item is
permitted if emergency procedures related to one of the MEL item shall not
affect emergency procedures for another one and vice versa.
Not more than five (5) Cat A, B, C items may be inoperative.
Following to be thoroughly considered by Commander before final decision
to accept the aircraft is made:
- interrelationships between those INOP items and the effect on
aeroplane operation;
- crew workload;
- flight conditions.
25.07.2005 B-9.1.1-9
Rev.: 013
APPENDIX 1
EXAMPLE of Minimum Equipment List item and its description:
1. Systems & 2. Category

Sequence Number 3. Number Installed
4. Number Required For Despatch
Item 5. Remarks or Exceptions
31 INDICATING/
RECORDING SYSTEMS
20-1 Clocks C 2 1 (M) (O) One may be inoperative at
either pilot or co-pilot station.
Column 1. "ATA SYSTEM AND SEQUENCE NUMBER- ITEM".

The System Numbers are based on the Air Transport Association (ATA)
Specification Number 100 and the items are numbered sequentially. The
ATA 100 system numbering differs from the AOM system arrangement.
Column 2. “CATEGORY”.
Repair category A, B or C, stating when at the latest the item must be
repaired (See: Rectification Intervals)
Column 3. "NUMBER INSTALLED"
The number (quantity) of items normally installed in the aircraft.
Column 4. "NUMBER REQUIRED FOR DISPATCH".
The minimum number (quantity) of items required for dispatch, provided
the conditions (if any) specified in column 4 are met.
Column 5. "REMARKS AND EXCEPTIONS".
This column includes statements either prohibiting or permitting operation
with the subject items inoperative as well as limitations and conditions for
such operation, and appropriate notes.
B-9.1.1-10 25.07.2005
Rev.: 013
APPENDIX 2
Example of Complaint / Action Card:
25.07.2005 B-9.1.1-11
Rev.: 013
B-9.1.1-12 25.07.2005
OM – Part B Minimum Equipment List Fokker 50
Rev.: 014
AIR CONDITIONING ATA 21

CATEGORY
NUMBER INSTALLED
SEQ NUMBER REQUIRED FOR DISPATCH
NO ITEM REMARKS AND/OR EXCEPTIONS
-23-1 Recirculation D 2 0 *
system
-23-2 Recirc FAULT D 2 0 *
light
-26-1 Avionics rack C 1 0 * (M) May be inoperative during
cooling ground operation provided con-
ditioned air is available
or
C 1 0 * (O) May be inoperative provided
equipment is switched off if no
conditioned air is available and
ambient temperature exceeds
O
40 C.
-26-2 AHRS cooling C 1 0 * May be inoperative during

ground operation provided con-
or
C 1 0 * (O) May be inoperative provided
during ground operation AHRS
is switched off if no conditioned
air is available and ambient
O
temperature exceeds 40 C
-26-3 Instrument C 1 0 * May be inoperative during

cooling ground operation provided con-
or
C 1 0 EFIS must be switched off if no
conditioned air is available and
ambient temperature exceeds
O
25 C.
30.01.2006 B-9-1-21-1
Fokker 50 Minimum Equipment List OM – Part B
Rev.: 014
ATA 21 AIR CONDITIONING
-26-4 Cool fan INOP D 1 0 * (M) May be inoperative provided

light all three fans are operating
normally.
-30-1 Pressurization D 1 0 *(O)(M) May be inoperative for un-

system pressurized flight provided
the vacuum relief valve is
removed or secured in the
open position.
-31-1 Automatic pres- C 1 0 * May be inoperative pro-

suri-zation con- vided:
trol - manual control is operat-
ing normally, AND
- operations are conducted
in accordance with the
AFM Abnormal Procedure
"Air Pressure Control
Fault"
B-9-1-21-2 30.01.2006
Rev.: 014
-31-2 Manual pressuri- D 1 0 * (O)(M) May be inoperative for un-

zation control pressurized flight provided
the vacuum relief valve is
removed or secured in the
open position.
-33-1 Cabin rate of C 1 0 *

climb indication
-33-2 Cabin altitude C 1 0 * (O) May be inoperative provided

indication the cabin differential pressure
indication is operating nor-
mally.
-33-3 Cabin differential C 1 0 * (O) May be inoperative provided

pressure indica- the cabin altitude indication is
tion operating normally.
-33-4 Press control C 1 0 * (O)

FAULT
light
-33-5 CABIN ALT light C 1 0 * May be inoperative provided

the cabin altitude indication is
operating normally.
-41-1 Flight deck D 1 0 *

heater
30.01.2006 B-9-1-21-3
Rev.: 014
-41-2 Flight deck D 1 0 *
heater
ON light
-42-1 Cabin heater D 1 0 *

(YL-BAS, BAT,
and SE-LJI)
-51-1 Air conditioning C 2 0 * (O) Both may be inoperative pro-

pack vided:
- the flight is conducted non-
pressurized, and
- ram-air ventilation is operat-
ing normally, and
- during ground operation
AHRS is switched off if am-
bient temperature exceeds
O
ISA + 10 C.
B 2 1 ∗ One may be inoperative pro-
vided:
- inoperative pack is
switched off,
- operations are conducted
in accordance with AFM
Abnormal Procedure
“Pack Fault”.
B-9-1-21-4 30.01.2006
Rev.: 014
-51-2 Fresh air valves D 2 0 ∗

(YL-BAS, BAT, and
SE-LJI)
-51-3 Fresh air valves D 1 0

*
ON light
(YL-BAS, BAT, and
SE-LJI)
-52-1 Pack FAULT light C 2 0 *
-60-1 Cabin and flight D 2 1 * (O) One manual or auto-

deck matic temperature
temperature control control may be inop-
erative for each oper-
ating air conditioning
pack.
-63-1 Temperature D 1 0 *
indication
30.01.2006 B-9-1-21-5
Rev.: 014
B-9-1-21-6 30.01.2006
Rev.: 014
AUTO FLIGHT ATA 22

CATEGORY
NUMBER INSTALLED
SEQ NUMBER REQUIRED FOR

DISPATCH
NO ITEM REMARKS AND/OR
EXCEPTIONS
-11-1 Autopilot D 1 0 * CAT II operations are not
permitted.
-11-2 Autopilot/yaw C 2 1 * One may be inoperative pro-

damper manual vided the AP/YD is not used
disconnect (con- below 1500 feet and the air-
trol wheel) craft is operated from the non-
affected side.
CAT II ops. are not permitted.
OR
C 2 0 * Both may be inoperative pro-
vided the AP/YD is not used.
-11-3 Yaw Damper C 1 0 *
-11-4 AP/YD status C 1 0 * May be inoperative provided

indication (if in- the autopilot is not used.
stalled)
-11-5 AP COMMAND C 2 0 May be inoperative provided the

switching Aircraft is flown from the FD in
(FD source command side (illuminated
switching) side). CAT II ops. are not per-
mitted if Right Hand Side is in-
operative.
NOTE: For other Flight Mode Panel
selections, refer to item 34-25-2
30.01.2006 B-9-1-22-1
Rev.: 014
ATA 22 AUTOFLIGHT
-11-6 AP ENGAGE C 1 0 * May be inoperative provided:
Indication the autopilot is not used.
(YL-BAS, BAO, BAT, BAV and
SE-LJI refer to item 22-11-1)
C 1 0 * May be inoperative provided
the autopilot status indication
on EFIS is operative
(YL-BAR;BAW;BAZ;BAU)
-11-7 Autopilot
controller
1) Pitch and turn C 1 0 *
control
2) YD ENGAGE C 1 0 *
selection and
indication
-11-8 Touch control D 2 0 *

steering
B-9-1-22-2 30.01.2006
Rev.: 014
COMMUNICATIONS ATA 23
CATEGORY
NUMBER INSTALLED
-12-1 VHF COM B 2 1 When flying VFR over routes navigated by
visual reference to landmarks: Any in ex-
cess of one, and not powered by an
emergency bus, may be inoperative.
-21-1 SELCAL D - 0 * SELCAL on SE-LJI is deactivated.

(YL-BAS, - BAT
and SE-LJI)
-31-1 Passenger B 1 0 *(O) May be inoperative, provided:
address - cabin interphone is operative,
and
- flight attendant call system is opera-
tive,
and
- alternate normal and emergency op-
erating procedures are established
and utilised.
-32-1 Pax Entertain- C 1 0 * May be inoperative provided alter-
ment & pre- nate normal and emergency proce-
recorded an- dures are established and utilised.
nouncement
system
-41-1 Cabin inter- B 1 0 *(O) May be inoperative provided:
phone - the PA system is operative, and
- alternate normal and emergency
procedures are established and
utilized.
-42-1 Flight attendant C 1 0 * Both visual and aural signals may be
call inoperative in the cabin provided the
PA is operative.
-42-2 Flight crew call C 1 1 * The visual part of the call annuncia-
tion on the flight deck may be inop-
erative.
30.01.2006 B-9-1-23-1
Rev.: 014
ATA 23 COMMUNICATIONS
-51-1 Flight deck D 1 1 Must be operative for Left and Right
interphone Pilot.
-51-2 Oxygen mask D 3 2 Must be operative for Left and Right
microphone Pilot.
-51-3 Hand-held C 2 0 * May be inoperative provided headset
microphones mikes are operative and available
for Left and Right Pilot.
-51-4 Headsets B 3 1 * Left or Right Pilot’s headphones may
(boom type) be inoperative provided at least one
flight deck speaker is operative.
B 3 0 All microphones may be inop pro-
vided:
both hand-held microphones are
available.
-51-5 Audio panels: Either NORM or ALT amplifiers may
YL-BAZ, - D 3 2 be inoperative in each panel.
BAW, -BAR, -
BAU
YL-BAO, -BAS, D 2 2
-BAT, -BAV,
SE-LJI
-51-6 Flight deck C 2 1 One may be inoperative provided at
speakers least one headphone is operative
and used.
B 2 0 Both may be inoperative provided at
least two headphones are operative
and used.
-51-7 RT/IC selection B 4 2 * One must be operative on each
pilot's position
-61-1 Static dis- D 14 9 No more than one may be missing
chargers(4 or damaged in each of the five
each wing, 2 fin groups of dischargers.
& 2 each horiz.
tail)
B-9-1-23-2 30.01.2006
Rev.: 014
-61-2 Main landing D 2 0
gear static
dischargers
-71-1 Cockpit voice A 1 0 May be INOP provided:
Recorder(CVR)
a) It is not reasonably practical to re-
pair or replace before commence-
ment of the flight,
b) The a/c shall not exceed six (6)
consecutive flights with the CVR
unserviceable (including the flight
during which the failure happen),
c) Not more than 48 hours have
elapsed since the CVR became
INOP,
d) The flight data recorder is opera-
tive,
e) The a/c will not depart from its
maintenance base with CVR inop-
erative.
30.01.2006 B-9-1-23-3
Rev.: 014
B-9-1-23-4 30.01.2006
Rev.: 014
ELECTRICAL POWER ATA 24

CATEGORY
NUMBER INSTALLED
-21-1 Generator A 2 1 One may be inoperative in day VMC
system provided:
- a suitable landing field is available
within 30 min of any point along the
route, and
- Repair is performed within 10 flight
hours.
-21-2 Generator C 2 0 * Voltage and frequency of related genera-
FAULT light tor should be checked after engine start.
-21-3 APU generator D 1 0 *
system
(YL-BAO,
BAV)
-21-4 APU GEN D 1 0 * May be inoperative provided the bleed AVAIL
AVAIL light light is on before the generator is switched
(YL-BAO, on.
BAV)
-21-5 APU GEN ON D 1 0 *
light
(YL-BAO,
BAV)
-22-1 AUTO AC B 1 0 *(O) May be inoperative provided the aircraft is
X-FEED not operated into known or forecast icing
conditions.
-22-2 Auto AC C 1 0 *
X-FEED
FAULT light
-25-1 AC & DC C 1 0 *
indication
system
-25-2 BUS FAULT C 1 0 * May be inoperative provided the GEN and
light TRU FAULT lights are operative.
-26-1 Static (emer- B 1 0 * May be inoperative in day VMC provided both
gency) in- generator systems are operative.
verter
30.01.2006 B-9-1-24-1
Rev.: 014
CATEGORY
NUMBER INSTALLED
-31-1 Transformer A 2 1 One may be inoperative in day VMC
Rectifier provided:
Units (TRU's) - a suitable landing field is available
within 30 min of any point along the
route, and
- repair is performed within 10 flight
hours.
-31-2 TRU FAULT C 2 0 * May be inoperative provided AC & DC
light indication system and the BUS FAULT
light are operative.
-32-1 DC X-FEED B 1 0 * (O) May be inoperative provided the air-
craft is not operated into known or
-32-2 DC X-FEED C 1 0 *
ON light
-33-1 Battery A 2 1 (O) One may be inoperative provided:
charger - ground handling including engine
starting is performed on external
power only, and
- a check is performed before each
flight to make sure that the batter-
ies come online, and
- repair is performed within 10 flight
hours.
-33-2 BAT PWR C 1 0 *
ONLY light
-33-3 Battery C 2 0 * (O) May be inoperative provided BAT
charger LOAD is checked for normal indica-
FAULT light tion after engine start.
-41-1 EXT PWR C 1 0 *
AVAIL/ON
light
B-9-1-24-2 30.01.2006
Rev.: 014
EQUIPMENT/FURNISHINGS ATA 25
CATEGORY
NUMBER INSTALLED
-10-1 Crew member A 3 1 * If a harness at any occupied seat be-

seat shoulder comes inoperative, the aircraft may
harness continue the flight or series of flights,
but shall not depart an airport where
repairs or replacements can be made.
If two shoulder harnesses become in-
operative, at least one pilot’s harness
must be operative for return flight to
repair/maintenance base.
-10-2 Observer's seat D 1 0 * May be inoperative provided the seat is
secured in the normal stowed position.
C 2 1 May be inoperative provided:
-10-5 Sun Visors a) A sun visor is available for the pilot
flying,
b) Acceptable to flight crew, and
c) Affected Sun Visor is removed or
stowed.
Flight Crew Seats
-11-1 A) Vertical and
Recline Ad- B (O) The associated seat is secured or
justment locked in a position acceptable to the
flight crewmember.
B) Other C One or more may be inop. Provided the
Adjustment associated seat is secured in a position
acceptable to flight crewmember.
Note: If an inop. Armrest will hinder an emer-

gency evacuation or any other or any other
flight duties it should be removed.
-20-1 Flight attendant A 2 1 * If a harness at any occupied seat be-
seat comes inoperative, the aircraft may
shoulder harness continue the flight or series of flights,
in but shall not depart an airport where
passenger repairs or replacements can be made.
compartment OR
30.01.2006 B-9-1-25-1
Rev.: 014
CATEGORY
NUMBER INSTALLED
B 2 1 * If a harness at any occupied seat be-

comes inoperative, the seat should not
be used and exceptions apply as for
item -20-2 below.
-20-2 Flight attendant B 2 1 * (O) One seat or seat assembly may be
seat inoperative provided:
(a) Inoperative seat or seat assembly is not

occupied,
(b) Cabin crew displaced by inoperative
seat occupies the passenger seat most
accessible to his or her assigned exits,
(c) Alternate procedures are estab-
lished/approved and used for displaced
cabin crew,
(d) Folding type seat is stowed or secured
in the retracted position, and
(e) Passenger seat assigned to cabin crew
is placarded
“FOR CABIN CREW USE ONLY”.
Note: A seat with an inoperative or missing
seat belt or harness is considered inopera-
tive.
-20-3 Passenger seat - * May be inoperative or missing provided
belts the seat is not used and blocked.
[YL-BAT, BAS] D 46 Well in advance of the departure
[SE-LJI, D 50 notify:
YL-BAO, BAV] − In Home Base: MCC;
[YL-BAR, BAU, D 52 − In outstations: handling
BAW, BAZ] agent,
on number and location of INOP pax
seats.
-20-4 Window shades D - 0
-20-5 Overhead stow- D - - (M) Bin-closed latch may be inoperative
age bin provided bin is not used for stowage
and lid is secured in the closed position
or removed.
B-9-1-25-2 30.01.2006
Rev.: 014
CATEGORY
NUMBER INSTALLED
-21 Passenger One or more may be INOP. Secured in the

Seat(s): upright position
[YL-BAT, BAS] D 46 AND inoperative seat(s):
[SE-LJI, D 50 - Does not block an emergency exit
YL-BAO, BAV]
[YL-BAR, BAU, D 52 - Does not restrict any passenger
BAW, BAZ] from access to the main aero-
plane aisle.
- Is blocked and placarded
“ DO NOT OCCUPY”
Note: A seat with an inoperative or missing seat
belt or harness is considered inoperative.
-60-1 Passenger Life - One for each person is required to
Vests be on board.
[YL-BAT, BAS] B 46 A passenger’s seat with missing
[SE-LJI, Life Vest is considered INOP.
YL-BAO, BAV] B 50
[YL-BAR, BAU,
BAW, BAZ] B 52
-60-2 Emergency loca-
tor transmitter
1) Portable auto- A 1 0 * May be INOP, provided repairs are
matic ELT made within 6 further flights or 25
(121.5/406 Mhz) - flying hours, whichever occurs
[all Fokker a/c first
except SE-LJI,
YL-BAO, BAV]
2) Stationary ELT A 1 0 May be INOP, provided repairs are
(121.5/243 MHZ), made within 6 further flights or 25 flying
[SE-LJI] hours, whichever occurs first
3) Portable ELT A 1 0 May be inoperative provided repairs
[YL-BAO, BAV] are made within 6 further flights or 25
flying hours, whichever occurs first.
30.01.2006 B-9-1-25-3
Rev.: 014
B-9-1-25-4 30.01.2006
Rev.: 014
FIRE PROTECTION ATA 26

CATEGORY
NUMBER INSTALLED
-11-1 Engine fire detec- C 2 2 * One detection loop on each engine

tion system may be inoperative provided:
- inoperative loop is switched off,
OFF light must be illuminated, and
- an engine fire test is per-formed
prior to engine start.
-11-2 Fuel lever light C 2 0 * Both fuel lever lights may be inopera-
tive provided the corresponding fire
handle lights are operative.
-11-3 Fire handle light B 2 0 * The fire handle lights may be inopera-
tive provided the corresponding fuel
lever lights are operative.
-12-1 APU fire detection D 1 0 * May be inoperative provided the APU is
system not used.
(YL-BAO, BAV) or
C 1 0 * May be inoperative provided
the APU is used for engine start only,
and
the APU is continuously monitored by
the ground crew, and
the ground crew is in contact with the
flight deck crew.
-12-2 APU FIRE light C 1 0 * May be inoperative provided correspond-
(YL-BAO, BAV) ing light at the CAP is operative.
-13-1 Cargo compart- D - 0 * May be inoperative provided the af-
ment fected cargo compartment is not
smoke detection used.
system
-13-2 Toilet smoke B - 0 * Smoke detection system may be
detection system inoperative provided toilet fire extin-
guishing system is operative.
OR
C - 0 * (M) Smoke detection system may be
inoperative provided toilet is not used
for any purpose.
-22-1 APU fire extin- D 1 0 * May be inoperative provided the APU is
guishing system not used.
(YL-BAO, BAV) or
30.01.2006 B-9-1-26-1
Rev.: 014
CATEGORY
NUMBER INSTALLED
C 1 0 * May be inoperative provided:

the APU is used for engine start only,
and
the APU is continuously monitored by
the ground crew, and
the ground crew is in contact with the
flight deck crew, and
fire extinguishing equipment is stand-
ing by, and
no passengers are permitted in the air-
craft during APU operation.
-23-1 Engine fire extin- C 2 0 * (M) May be inoperative provided the
guisher agent bottle is checked to be service-
LOW PRESS light able.
-23-2 APU fire extin- C 1 0 * (M) May be inoperative provided bottle is
guisher AGENT checked to be serviceable.
light or
(YL-BAO, BAV)
C 1 0 * May be inoperative provided the APU fire
extinguishing system considered
inoperative.
-24-2 Toilet fire extin- C - 0 Waste bin fire extinguishing system may
guishing system be inoperative provided toilet smoke de-
tection system is operative.
OR
C - 0 * (M) Waste bin fire extinguishing sys-
tem may be inoperative provided
the is not used for any purpose.
-25-1 Cargo compart- D 2 0 * May be inoperative provided the asso-
ment fire extin- ciated cargo compartment is not used.
guishing system
(access hole, pipe-
line)
B-9-1-26-2 30.01.2006
Rev.: 011
FLIGHT CONTROLS ATA 27

CATEGORY
NUMBER INSTALLED
-01-1 T/O CONF B 1 0 * May be inoperative provided crew con-

warning firms safe configuration before take-off.
-14-1 Aileron trim C 1 0 * (O) May be inoperative provided:
position indica- - aileron trim control system is
tion system checked to be operative, and
- aileron trim is checked to be in
the neutral position prior to each
take-off.
-21-1 Rudder pedals C 2 0 * May be inoperative provided flight crew
adjustment individual requirements are met and full
rudder and brake pedal deflections to ei-
ther side are possible on both pilot sta-
tions.
-31-1 Elevator feel C 1 0 * (O) (M) Clear fault according to estab-
control lished procedure, if unsuccessful:
System - system is secured in the dispatch
position, and
- aircraft is not operated with the cen-
tre of gravity forward of 30% MAC
line, and
Handling agent and MCC (RIX only)
should be notified well in advance
of the departure on location of the
LIZFW: not less than 75;
-56-1 Wing flap posi- C 1 0 * (O) May be inoperative provided flap
tion indication disagree alert is checked to be op-
erative.
NOTE:The elevator feel control system
could be affected (refer to item 27-31-
1).
15.08.2004 B-9-1-27-1
Rev.: 011
ATA 27 FLIGHT CONTROLS

-71-1 Flight control B 1 0 * (O) (M) May be inoperative provided:
lock a) the flight control lock is se-
system cured in the unlocked posi-
tion and
b) the inoperative locking de-
vices are checked to be in
the not-engaged position
and no obstruction of flight
controls and power con-
trols can occur and
c) the flight control surfaces
are adequately protected
against wind gust when
the aircraft is parked and
d) The flight control lock sys-
tem is not used.
B-9-1-27-2 15.08.2004
Rev.: 014
FUEL ATA 28
CATEGORY
NUMBER INSTALLED
-21-1 Single point D 1 0 * May be inoperative.
pressure
refuelling
-22-1 Fuel pump C 4 2 * (O) One fuel pump may be inopera-
tive on each side provided:
- the crossfeed system is
checked to be operative, and
- last 8260 KG uplift did not
contain an alternative fuel
type (refer to OMA 8.2.1.4).
NOTE: Call MCC, in order to clarify uplifted fuel
types during previous refuellings.
-22-2 Fuel pump C 4 2 * (M) One light at each side may be
FAULT light inoperative provided both fuel
pumps are operative and
switched ON.
-22-3 System shutoff C 2 0 * (M) May be inoperative provided
SHUT light flowbar indication is operative.
-22-4 System shutoff C 2 0 * (M) May be inoperative provided

flowbar indica- SHUT light is operative.
tor
-23-1 Crossfeed C 2 1 (M) One may be inoperative provided
valve the inoperative valve is de-
activated in the open position.
-23-2 Crossfeed ON C 1 0 * May be inoperative provided it is
light checked that flowbar indication is
operative prior to each flight.
-23-3 Crossfeed C 1 0 * (M) May be inoperative provided
flowbar indica- crossfeed valves are operative.
tion
30.01.2006 B-9-1-28-1
Rev.: 014
ATA 28 FUEL
-41-1 Fuel quantity C 2 1 * (O) Either LH or RH indication may be
indication inoperative provided the fuel
quantity is determined by mag-
netic level indicators prior to each
flight, and
- the pointer indication on to-
talizer is operative, or
- the fuel used/aircraft weight
indication is operative.
-41-3 Fuel quantity C 1 0 * (O) May be inoperative provided:
totalizer indica- - tank contents are determined
tion by magnetic fuel level indica-
tors prior to dispatch, and
- the fuel used/aircraft weight
indication is operative.
1) Pointer D 1 0 *
2) Numeric D 1 0 *
display
-42-1 Magnetic fuel D 2 0 May be inoperative provided the
level indicator fuel quantity indication system is
operative.
B-9-1-28-2 30.01.2006
Rev.: 006
HYDRAULIC POWER ATA 29

CATEGORY
NUMBER INSTALLED
-11-1 Engine-driven C 2 2 Must be operative, however, depres-
hydraulic surisation function may be unservice-
pump able for one pump provided affected
pump and all hydraulic system indica-
tions are normal.
-11-2 System accu- D 1 0 * May be unserviceable provided all
mulator (incl. other indications of the hydraulic
indicator on system are normal.
hydraulic
ground service
panel)
-11-3 Electric pump D 1 0 *
-11-4 Electric pump D 1 0 *
ON
light
-31-1 Fluid quantity C 1 0 * (M) May be inoperative provided the

indicating sys- quantity of the reservoir is checked
tem prior to departure on the ground ser-
vice panel quantity indicator or on
reservoir sight glass.
-31-2 LO QTY light C 1 0 * May be inoperative provided quan-
tity indication system functions nor-
mally.
-32-1 Hydraulic res- C 1 0 * (O) May be inoperative provided other
ervoir pres- hydraulic system functions are nor-
surisation mal.
-32-2 TANK PR light C 1 0 * (O) May be inoperative provided other
hydraulic system functions are nor-
mal.
01.07.2002 B-9-1-29-1
Rev.: 007
ATA 29 HYDRAULIC POWER

-33-1 System pres- C 1 0 *
sure indicator
-34-1 Engine pump C 2 1 * (O) May be unserviceable provided the
FAULT light output of the related pump is
checked after start of both engines,
and all other system indications are
normal.
-35-1 Reservoir C 1 0 * May be inoperative provided all
OVHT light other hydraulic system indications
are normal.
B-9-1-29-2 01.07.2002
Rev.: 012
ICE AND RAIN PROTECTION ATA 30

CATEGORY
NUMBER INSTALLED
-11-1 Airframe de- B 1 0 * May be inoperative provided the air-
icing system craft is not operated into known or
Inner wing de- C 2 0 (O) One or both de-icing boots of the
icing boots inner wing may be inoperative pro-
vided prolonged flight in light icing
conditions and flight in icing condi-
tions other than light is avoided.
-11-2 Airframe C 1 0 * May be inoperative provided satisfac-
de-icing tory operation of the manual de-icing
automatic mode is visually verified if the flight is
mode conducted into known or forecast icing
conditions.
-11-3 TIMER FAULT C 1 0 * May be inoperative provided satisfac-
light tory operation of the automatic de-icing
mode is visually verified if the flight is
conducted into known or forecast icing
conditions.
-11-4 Airframe C 1 0 * May be inoperative provided satisfac-
de-icing tory operation of the automatic de-icing
manual mode mode is visually verified if the flight is
conducted into known or forecast icing
conditions.
-11-5 Tail de-icing D 2 0 *(M) May be inoperative provided:
distributor Heater(s) are electrically discon-
valve heater nected.
muffs
15.02.2005 airBaltic B-9-1-30-1

Rev.: 012
ATA 30 ICE AND RAIN PROTECTION

-13-1 LOW PRESS C 1 0 *(O) May be inoperative or may be
light continuously ON after activation of
the system provided:
- satisfactory operation of the
automatic and manual de-icing
mode is visually verified if the
flight is conducted into known or
forecast icing conditions, and
- procedure for landing with a
failed airframe de-icing system
is applied in accordance with
the AFM.
-21-1 Engine anti- B 2 1 * (O) Dispatch with one engine anti-
icing icing FAULT light illuminated is
(including pro- allowed provided the aircraft is
peller not operated into known or fore-
anti-icing) cast icing conditions.
-21-2 Engine anti- C 2 0 *
icing
FAULT light
-21-3 Propeller A 12 10 *(O)(M) One propeller blade de-icing boot
blade de-Icing may be inoperative for each pro-
boot peller for a maximum of 100 FH.
-31-1 Pitot heating
a) pneumatic B 4 1 * Day VMC: Both upper and one lower
air data in- pitot heater may be inoperative pro-
struments vided the aircraft is not operated into
known or forecast icing conditions.
B 4 2 * (M) IMC: One or both upper pitot
heaters may be inoperative pro-
vided the affected static ports are
capped.
NOTE: Inoperative LH upper pitot heater
will, in icing conditions, affect the ADC (see
item 34-12-1)
B-9-1-30-2 airBaltic 15.02.2005

Rev.: 012

b) ADC-driven B 4 2 * Day VMC: RH upper and one lower
air data in- pitot heater may be inoperative pro-
struments vided the aircraft is not operated into
known or forecast icing conditions.
B 4 2 * (M) IMC: One or both upper pitot
heaters may be inoperative pro-
vided the affected static ports are
capped.
NOTE: Inoperative LH up-per pitot
heater will, in icing conditions, affect the
standby ASI (see item 34-13-5).
-31-2 Pitot INOP C 4 3 * (M) May be inoperative provided the
light corresponding pitot head heating
function is checked prior to each
flight.
-32-1 Vane heating B 1 0 * May be inoperative provided the
aircraft is not operated into
known or forecast icing condi-
tions. Day VMC only.
NOTE: The FAULT light comes on
when the heating of the affected side is
switched on.
-32-2 Vane FAULT B 1 0 * (M) May be inoperative provided the
light heating function is checked prior
to each flight into known or fore-
cast icing conditions.
-41-1 Window heat- C 2 1 * May be inoperative provided:
ing - the aircraft is not operated into
known or forecast icing condi-
tions, and
- IAS is limited to 180 kt when op-
erating below 10 000 ft and the
TAT is below +18OC.
15.02.2005 airBaltic B-9-1-30-3

Rev.: 012
ATA 30 ICE AND RAIN PROTECTION

-42-1 Wipers C 2 0 * May be inoperative provided no
precipitation is anticipated within
terminal areas.
Note: Check minimum required equip-
ment for Cat II approach and LVTOS’s.
42-2 Wipers Park C 1 0 * May be inoperative provided wiper
Position selector is placed in the OFF posi-
tion.
-43-1 Front window B 2 0 *
and direct
vision window
demisting
B-9-1-30-4 airBaltic 15.02.2005

Rev.: 007
INDICATING AND RECORDING ATA 31

CATEGORY
NUMBER INSTALLED
-13-1 Maintenance A - - Any indicator may be physically bro-
test panel ken.
indications Repair or replacement may be de-
ferred to the next scheduled mainte-
nance check.
1) Orange A - - Any indicator may be set. The aircraft
marked may continue the flight or series of
flights of that day.
2) Non-marked A - - Any indicator may be set provided the

indicators (yel- related flight deck indication is not ac-
low or white) tivated.
Repair or replacement may be de-
ferred to the next scheduled mainte-
nance check.
3) Status indi- D - -
cators white
-21-1 Digital clock C - 1 * Captain's clock failure may affect FDR
(see item -31-1).
-21-2 Elapsed time D - 0 *
clock
01.07.2002 B-9-1-31-1
Rev.: 007
ATA 31 INDICATING AND RECORDING

-31-1 Flight data
recording
1) Flight Data A 1 0 May be INOP provided:
Recorder
a) It is not reasonably practicable to
(FDR)
repair or replace the unit before
the commencement of the flight.
b) The aeroplane does not exceed 8
consecutive flights with the unit
unserviceable.
c) Not more than 72 hours have
elapsed since the unit was found
to be unserviceable and
d) The Cockpit Voice Recorder is
operative.
2) Flight Data A 1 0 See requirements of 31-31-1-1
Acquisition Unit above.
(FDAU)
3) Accelerometer A 1 0 See requirements of 31-31-1-1
above.
4) FLT REC B 1 0 (M) May be inoperative provided the
FAULT light flight data recorder test on the MTP
has been performed and passed at
the first flight of the day
-34-2 Quick Access D 1 0
Data recorder
(YL-BAS,
BAT)
-51-1 Integrated C 1 1 One channel may be inoperative
Alerting sys- provided the automatic backup
tem switching is operative and the
ALERT SYS TEST is performed
before dispatch.
NOTE: Do not pull circuitbreaker of failed
IAU channel.
B-9-1-31-2 01.07.2002
Rev.: 007
INDICATING AND RECORDING ATA 31

-51-2 ALERT SYS C 1 0 May be inoperative provided one IAU
CHAN channel and the automatic backup
FAIL light switching are both operative and the
ALERT SYS TEST is performed before
dispatch, or
C 1 0 (M) May be inoperative provided both
IAU channels are operative
-51-3 CAP (Central C 1 1 * One lamp in each annunciator may be
Annunciator inoperative.
Panel) NOTE: For white door lights refer to item
52-70-2
-51-4 INHIBIT func- B 1 0 (O) May be inoperative provided
tion INHIBIT /CANCEL is selected and
indicated.
-51-5 INHIBIT/CANCEL C 1 0 * (O)
Function
-51-6 INHIBIT/CANCEL C 1 0 * The CANCEL light may be inopera-
Light tive.
C 1 0 (O) The INHIBIT light may be inopera-
tive provided INHIBIT/CANCEL is
selected and indicated.
-51-7 Automatic B 1 0 (O) May be inoperative provided the
backup CAP FAULT light and the manual
Switching backup function are both operative
-51-8 Manual C 1 0 *
backup
Function
-51-9 FAULT/BACKUP C 1 0 * May be inoperative provided the
Light automatic backup switching and
both IAU channels are operative.
-51- Master C 2 1 * One may be inoperative provided
10 WARNING the master warning aural alert is
Lights checked to be operative.
-51- Master warn- C 2 1 *
11 ing
Resets
01.07.2002 B-9-1-31-3
Rev.: 007
ATA 31 INDICATING AND RECORDING

-51- Master C 2 1 * One may be inoperative provided
12 CAUTION the master caution aural alert is
Lights checked to be operative.
-51- Master caution C 2 1 *
13 resets
B-9-1-31-4 01.07.2002
Rev.: 012
ATA 32 LANDING GEAR
CATEGORY
NUMBER INSTALLED
-31-1 Landing gear C 1 0 * May be inoperative in the locked posi-
selector han- tion provided the override mechanism
dle downlock is operating normally.
solenoid
-31-2 Nose gear D 1 0 (M) May be inoperative provided valve
door is in the de-activated position.
isolating valve
-33-1 Alternate land- C 1 0 •May be inoperative provided the
ing gear selec- alternate landing gear handle is
tor handle anti- the normal position
reset solenoid Note: Landing gear selector handle
downlock solenoid (32-31-1) may be
affected
-42-1 Nose-wheel D 2 0 (M) May be inoperative provided inop-
braking erative condition does not affect
pads normal nose gear functioning.
-45-1 Anti-skid sys- C 1 0 * (M) May be inoperative provided:
tem - There is no GR/FL circuit fail-
ure, and
(O) - Operations are conducted in
accordance with the AFM proce-
dure. (MAX speed for braking is
40 kts).
-45-2 A-SKID light C 1 0 ∗(M) May be INOP provided the skid
on flight com- control system is checked to be
partment test operative.
panel
-46-1 Normal brake C 1 0 * (O) May be inoperative provided hy-
pressure indi- draulic system pressure indicator is
cating operating normally.
system
-46-2 Alternate C 1 0 * May be inoperative provided hy-
brake pressure draulic system pressure indicator is
indicating sys- operating normally.
tem
LANDING GEAR ATA 32
15.02.2005 airBaltic B-9-1-32-1

Rev.: 012
-61-1 Nose gear B 2 1 *
position indica-
tion (green)
lights
-61-2 Main gear C 2 0 * Both main gear downlock lights
position may be inoperative provided lock
indicator green strut alignment (red lines) are suffi-
light ciently visible for an observer in the
cabin.
or
B 2 0 (O) Both main gear downlock lights
may be inoperative provided
- Master CAUTION/ WARNING
light, and
- LG CAP light, and
- Blue transit light function nor-
mally.
-61-3 Gear transit C 1 0 *
light
(blue)
-61-4 Main Landing A 2 1 One of the (amber ) unlock lights may
gear unlock be continuous ON after up selection
light (amber) of the gear provided:
a) the blue transit light is out , and
b) no level 2 alert
The a/c may continue the flight or se-
ries of flights of that day.
B-9-1-32-2 airBaltic 15.02.2005

Rev.: 014
ATA 33 LIGHTS
CATEGORY
NUMBER INSTALLED
-10-1 Flight deck C 1 - Lights sufficient to clearly illuminate
and all instruments and controls must be
instrument provided.
lighting
-10-2 Storm lights C 1 0 *
incl ON
light
-15-1 Annunciator & B 1 0 *
warning light
BRT/DIM con-
trol
-20-1 Passenger D 1 - Lighting must be sufficient for cabin
compartment attendants to perform their duties.
lighting
-24-1 Passenger NO C 1 0 * System may be inoperative provided

SMOKING/ the passenger address is operative
FASTEN and is used to alert passengers and
SEAT BELT cabin attendants when seat belts
signs should be fastened and smoking is
prohibited.
C 1 1 One or more signs may be inopera-
tive provided that seats from which a
readily legible NO SMOKING/
FASTEN SEAT BELT sign cannot
be seen are blocked.
-31-1 Cargo com- D - 0
partment
lighting
30.01.2006 B-9-1-33-1
Rev.: 014
LIGHTS ATA 33
-32-1 Maintenance D - 0
area and ser-
vice panel
lighting
-41-1 Navigation lights C 3 0 * May be inoperative for day light op-
eration.
-42-1 Anti-collision
lights
a)Aircraft C 3 1 * Both top and bottom fuselage anti-
equipped with collision lights may be inoperative
two (2) white provided both strobe lights are op-
strobe lights (on erative.
both wingtips)
YL-BAR (BAU,
BAZ,BAW)
b)Aircraft C 2 0 * Both anti-collision lights may be
equipped with inoperative provided all strobe lights
three (3) white are operative.
strobe lights (on
tail and both
wing-tips)
YL-BAO, -BAS,
-BAT, -BAV,
SE-LJI
-42-2 Anti-collision C 1 0 *
lights OFF light
-43-1 Wing inspection C 2 0 * A portable lamp shall be available
Lights for night operation in icing condi-
tions.
-43-2 Wing inspection D 1 0 *
Lights ON light
-44-1 Landing lights C 2 0 * Both may be inoperative for day
operation.
B 2 1 For night operations one may be
inoperative provided taxi light is op-
erative.
-45-1 Taxi light C 1 0 *
B-9-1-33-2 30.01.2006
Rev.: 014
ATA 33 LIGHTS
-46-1 Logo lights D 2 0
-47-1 Strobe lights:

YL-BAR, BAU, C 2 0 * For daylight operation both wing
BAZ, BAW strobe lights may be inoperative pro-
YL-BAO, BAS, C 3 1 vided the anti-collision lights are opera-
BAT, BAV, tive.
SE-LJI
YL-BAR, BAU, C 2 1 * For night operation one-wing strobe
BAZ, BAW lights may be inoperative provided the
YL-BAO, BAS, C 3 2 anti-collision lights are operative.
BAT, BAV,
SE-LJI
-51-1 Standby light- C 1 0 *
ing
-52-1 Emergency B 1 1 * Two lamps and two EXIT signs may be
lighting inoperative provided the floor proximity
system (inte- escape path marking in the affected
rior) area is operative.
-52-2 Floor proximity C 1 1 * A maximum of two elements (lamps
escape path or EXIT signs) may be inoperative.
marking sys-
tem
-52-3 Emergency C 1 0 * May be inoperative for daylight
lighting operations.
system (exte-
rior)
-52-4 Emergency C 1 0 *
lights
NOT ARMED
light
30.01.2006 B-9-1-33-3
Rev.: 014
B-9-1-33-4 30.01.2006
Rev.: 014
NAVIGATION ATA 34
CATEGORY
NUMBER INSTALLED
-11-1 Pitot-static B 4 2 * (M) One or both upper pitot-static heads

heads may be inoperative provided each af-
(ADC driven fected head is capped.
primary instru-
ments) Loss of LH upper pitot-static head will
affect standby ASI (refer to item 34-
13-5).
B 4 3 * (M) For day-VMC, one lower pitot-static
head may be inoperative provided the
affected head is capped.
Loss of LH lower pitot-static head will
affect the captain's primary ASI (refer
to item 34-13-5) and the cabin differ-
ential pressure indication (refer to item
21-33-3). Loss of RH lower pitot-static
head will affect the first officer's pri-
mary ASI (refer to item 34-13-5).
For pitot-static heating refer to item
30-31-1.
-12-1 Air Data Com- B 2 1 * If Left Pilot’s ADC is inoperative day
puter VMC flights may be conducted, pro-
(ADC-driven vided standby ASI and standby al-
primary instru- timeter are operative.
ments)
The following systems are affected:
GPWS (refer to item 34-43-1)
FDR (refer to item 31-31-1)
ATC 1 (refer to item 34-54-1)
WX (refer to item 34-41-1)
FMS (refer to item 34-62-1)
30.01.2006 B-9-1-34-1
Rev 014
ATA 34 NAVIGATION
FD modes ALT, VS and IAS are not
available (refer to item 34-25-2)
Captain's instruments (ALT, VS and
IAS) are affected (refer to items 34-
13-1,-2,-3).
The take-off inhibit function is af-
fected (refer to item 31-51-4).
-12-2 Overspeed B 1 0 * May be inoperative provided indi-
warning cated airspeed will not exceed a
value of 10 knots below the max al-
lowable airspeed pointer.
-13-1 Altimeters
Captain's altimeter may be inop-
(primary) B 2 1
erative for day VMC provided:
ADC-driven - standby altimeter is operative,
altimeter and
- RH FD is selected, and
- aircraft is flown from the FD in
command side (RH).
-13-2 Vertical speed B 2 1 Either may be INOP for day VMC
Indicators
-13-3 Airspeed indi-
cators
(ASI)
ADC driven B 2 1 Captain's ASI may be inoperative for
ASI day VMC provided the standby ASI is
operative.
-13-4 Standby al- B 1 0 *
timeter
-13-5 Standby air- B 1 0 *
speed
Indicator
-14-1 TAT indication C 1 0 * The TAT indication may be inopera-
tive provided the engine anti-icing
system and the ignition are operative
and switched on in visible moisture
B-9-1-34-2 30.01.2006
Rev.: 014
NAVIGATION ATA 34
-15-1 Altitude B 1 0 May be INOP, provided an AP with ALT
alerting HOLD is operative.
-21-1 Attitude and B 2 1 (O) One may be inoperative for day VMC
Heading provided that the standby horizon,
Reference Sys- standby compass and SG ALTN
tems switching are operative.
(AHRS)
AHRS failures will affect:
AP (refer to item 22-11-1),
FD (refer to item 34-25-1),
EFIS (refer to item 34-26-1),
VOR (refer to item 34-51-1),
RMI (refer to item 34-51-2).
Failure of Captain's AHRS will also affect
FDR (refer to item 31-31-1) and WX (refer
to item 34-41-1).
-22-1 Standby B 1 0 * May be inoperative for day VMC provided
horizon that both pilot positions have attitude in-
formation on EFIS from independent
sources.
-22-2 Standby C 1 0 May be inoperative for day-VMC.
horizon
power pack
-24-1 Standby C 1 0 * May be inoperative provided that both pilot
compass positions have attitude information on EFIS
from independent sources.
-25-1 Flight directors C 2 0 CAT II ops. are not permitted.
-25-2 Flight mode B - - For altitude alerting function refer to item 34-
panel 15-1.
selections For AP selections refer to items 22-11-
1, 22-11-5, 22-11-6.
FD mode selections are still available
when the applicable Flight Mode An-
nunciation (FMA) is displayed on
EFIS.
Light in selected button may not be
illuminated.
Modes that are available may be
used, refer also to item 34-25-1.
CAT II ops. are not permitted
30.01.2006 B-9-1-34-3
Rev 014
ATA 34 NAVIGATION
-26-1 EFIS
display units
a) system with B 4 3 One may be inoperative provided:
DU-XFR - the associated PFD/ND transfer mode
(DU XFR) is functioning, and
- pilot flying has both DU's operative.
b) system with B 4 3 One may be inoperative provided:
composite mode - the automatic transfer function to Com-
posite Mode is operative, and
- pilot flying has both DU's operative,
and
- pilot on affected side may not use AP
and FD
CAT II ops. are not permitted for both
(a) and (b).
-26-2 Display indica-
tions:
Individual indi-
cations on
PFD's:
1) attitude indi- B 2 1 One may be inoperative for day VMC pro-
cations vided the standby horizon is operative.
(incl. SKY/
GROUND)
2) FD command B 2 0 At least one is required for CAT II opera-
displays tions.
3) radio altitude
without analog B 2 0 Both are required for Cat II operations.

radio altimeter
indicators
4) DH displays B 2 0 At least one is required for CAT II opera-
tions.
5) AFCS mode B 2 0 Both are required for CAT II operations.
AFCS mode
annunciators
B-9-1-34-4 30.01.2006
Rev.: 014
NAVIGATION ATA 34
6) air data C 2 0 *
command dis-
plays
7)MB C 2 0 *
annunciators
8)ILS deviation B 4 2 When approach utilizing ILS are planned
(one on each side), otherwise zero.
All are required for CAT II operations.
9)excess devia- C 2 0 Both must be operative for CAT II opera-
tion cautions tions.
Individual indi-
cations on ND's:
1)heading B 2 0 Both may be inoperative for flight in day

VMC provided that one RMI and the
standby compass are operative.
C 2 1 For IMC, one may be inoperative pro-
vided that both RMI's and the standby
compass are operative.
2) compass C - 0
SYNC annuncia-
tions
3) CRS pointers B 2 - Both must be operative for CAT II op-
and readouts erations. Refer to flight mode panel 34-
25-2.
4) BRG pointer C 4 0
and source
5) distance C 2 0
indications
6) Time-To-Go D - 0
readout
7) GND speed D 2 0
read-outs
30.01.2006 B-9-1-34-5
Rev 014
ATA 34 NAVIGATION
8) WX radar B 2 0 Ref to item 34-41-1
displays
C 2 1
9) ILS deviation B 4 - When approach utilizing ILS are planned,
otherwise zero.
Both must be operative for CAT II opera-
tions.
10)excess de- C 2 0 Both must be operative for CAT II opera-
viation tions.
-26-3 PFD/ND transfer C 2 0 *
mode (DU XFR)
-26-4 EFIS symbol B 2 1 One may be inoperative for day VMC pro-
Generator func- vided the following items are operative:
tion - standby horizon;
- stanby compass;
- one RMI;
- SG ALTN switching.
-26-5 Symbol genera- C 2 0 Both may be inoperative for day VMC
tor provided two symbol generators are opera-
SG ALTN tive and selected.
switching or
C 2 0 Both may be inoperative for IMC pro-
vided:
- two symbol generators are operative
and selected, and
- standby horizon is operative, and
- one RMI and the standby compass
are operative.
-26-6 EFIS control C 2 1 (O)
panel SPZ600
-26-8 SG FAULT C 2 0
lights
B-9-1-34-6 30.01.2006
Rev.: 014
NAVIGATION ATA 34
-26-9 Individual EFIS
control panel
selections
a) PFD/ND C 4 0 May be inoperative.
brightness If the failure causes unusable display, turn
controls off the affected DU (refer to item 34-26-1).
b) Weather C 2 - May be inoperative.
radar If the failure causes unusable display (refer
brightness to item 34-26-1).
controls
-31-1 Marker beacon B 1 0 * One ore more may be inoperative for IFR
operations provided approach procedures
do not required marker fixes.
-31-2 MB Hi/Lo switch D - 0 *
-32-1 LOC/GS B 2 0 * Approaches to be planned without use of

LOC/GS.
-41-1 Weather radar C 1 0 * One or more system(s) may be inoperative
provided the weather reports of forecasts
available to the commander indicate that
cumulo-nimbus clouds or other potentially
hazardous weather conditions, which could
be detected by the system(s) when in
working order, are unlikely to be encoun-
tered on the intended route or any planned
diversion therefrom.
-42-1 Radio altimeter B 1 0 * May be inoperative provided that dispatch
deviation for GPWS is observed.
30.01.2006 B-9-1-34-7
Rev 014
ATA 34 NAVIGATION
-43- TAWS
-43-1 Terrain Aware- A 1 0 (M)(O)* May be inoperative provided:
ness Function
a) GPWS Basic function is operational
(or operative)
b) Repairs or replacements are carried out
within 10calendar days.
c) “GPWS FAIL” light is off.
-43-2 Basic GPWS A 1 0 May be inoperative provided:
Function
a) ILS and FMS(GPS) are operative, and
b) Repairs are made within 6 further flights
or 25 flying hours or 2 calendar days,
whichever occurs first.
1) Test Mode A 1 0 May be inoperative provided:
a) The GPWS is considered INOP, and
b) Repairs are made within 6 further flights
or 25 flying hours or 2 calendar days,
whichever occurs first.
2)Glideslope B 1 0 May be inoperative.
Deviation
Mode
3) Advisory C 1 0 May be inoperative provided additional
Callouts briefing is carried out prior initiating ap-
proach.
B-9-1-34-8 30.01.2006
Rev.: 014
NAVIGATION ATA 34
-46-1 Traffic Collision
Avoidance sys-
tem (TCAS)
1) TCAS A 1 0 * (M) May be inoperative provided the sys-
system tem is deactivated and secured and
it may not fly for more than 5 calendar
days with the equipment completely
inoperative.
2) Combined C 2 1 May be inoperative on the PM side
TA and RA provided:
Dual Displays a) TA and RA elements and audio
functions are operative on fly-
ing pilot side, and
b) TA and RA display indications
are visible to the PM.
-51-1 VOR C 2 1 * Any in excess one may be inoperative
provided:
a) Both ADF (where required) and
DME are operative, and
b) The aeroplane is equipped with
operative GPS or FMS equip-
ment.
NOTE: Operators should consider if the in-flight
failure of any FMS sensor allows safe
navigation safe navigation with the re-
maining serviceable sensors and
equipment.
-51-2 RMI´s C 2 0 * Both may be inoperative for day VMC
provided that both EFIS ND’s are able
to display heading information.
C 2 1 * One may be inoperative for IMC pro-
vided both EFIS ND´s are able to dis-
play heading information plus ADF and
VOR indications.
30.01.2006 B-9-1-34-9
Rev 014
NAVIGATION ATA 34
-51-3 RMI pointer C 8 0 * See item 34-51-2.
selection
-52-1 DME B 2 1 * One may be inoperative provided the
other DME is operative, and the total
navigation and approach requirements
are not based on use of DME.
-53-1 ADF C 2 1 * One may be inoperative provided the
other ADF is operative, and the total
navigation and approach requirements
are not based on use of ADF.
-54-1 ATC trans- B 2 1 * One may be inoperative provided the
ponder/ Auto other XPDR is operative.
altitude report-
ing system
-59-1 GPS, Stand A 1 0 *(O) May be inoperative provided:
alone a) The aeroplane can make one flight to
(BAU, BAW, proceed to a place where repairs can
BAZ) be accomplished,
b) Routing is planed via ground based
navigational aids taking account of
promulgated range, and
c) Permission has been granted from all
ATC authorities along the route or
any planned diversion.
1) Navigation C 1 1 Dispatch with an outdated Navigation database
database is allowed provided flight crew verify each
selected waypoint for accuracy by refer-
ence to other current approved data (VOR,
DME, ADF). See Limitations OM B 1.9.`
-59-2 CDI C 2 0 * Both may be inoperative provided
(YL-BAU, Receiver / Display Unit (RDU) is op-
BAW, BAZ) erative and no failure messages are
observed.
B-9-1-34-10 30.01.2006
Rev.: 014
-62-1 Navigation B 1 0 (O) May be inoperative provided:
Management (a) The aeroplane can make one flight to pro-
System (FMS) ceed to a place where repairs can be ac-
complished,
(YL-BAO,
(b) Routing is planned via ground based navi-
BAS; BAR; gational aids taking account of promulgated
BAT, BAV, and range, and
SE-LJI) (c) Permission has been granted from all
ATC authorities along the route or any
planned diversion.
1) Navigation C 1 1 Dispatch with an outdated Navigation database
database is allowed provided flight crew verify each
selected waypoint for accuracy by refer-
ence to other current approved data (VOR,
DME, ADF). See Limitations OM B 1.9.`
2) FMS CDU C 2 1 *If required brightness level can be ajusted to
(YL-BAO, minimum level.
BAV)
30.01.2006 B-9-1-34-11
Rev 014
B-9-1-34-12 30.01.2006
Rev.: 014
ATA 35 OXYGEN
CATEGORY
NUMBER INSTALLED
-10-1 Crew oxygen D 3 2 Must be operative for captain and
first officer. Oxygen system for ob-
server seat may be inoperative pro-
vided seat is not occupied.
-30-1 Portable oxygen:
YL-BAS, BAT, B 4 2 Two may be inoperative provided
BAR the operating are located in the aft of
YL-BAZ, BAW, B 3 2 the cabin.
BAU, BAO,
BAV, SE-LJI
30.01.2006 B-9-1-35-1
Rev.: 014
B-9-1-35-2 30.01.2006
Rev.: 014
PNEUMATIC ATA 36
CATEGORY
NUMBER INSTALLED
-11-1 Bleed-air sup- B 2 0 *(O)(M) May be inoperative provided:
ply and control - both pressure regulating and
system shutoff valves are closed, and
- the flight is conducted
unpressurized and
- in known or forecast icing con-
ditions a minimum engine
power setting of 10% torque is
maintained on both engines.
- the emergency ventilation is
operating normally.
C 2 1 * (O) May be inoperative provided:
- the inoperative system is switched
off, and
- the pressure regulating and shutoff
valve is closed, and
- a minimum engine power setting of
20 per cent torque is maintained
on both engines above 10 000 ft,
and
- in known or forecast icing condi-
tions a minimum engine power set-
ting of 10 % torque is maintained
on both engines
below 10 000 ft,
OR
30.01.2006 B-9-1-36-1
Rev.: 014
CATEGORY
NUMBER INSTALLED
A 2 1 * (O) May be inoperative (the pressure
regulating and shutoff valve is not
closed) provided:
- the inoperative system is switched off,
and
- a minimum engine power setting of 20
% torque is maintained on both engines
above 10 000 ft, and
- in known or forecast icing conditions a
minimum engine power setting of 10 %
torque is maintained on both engines
below 10 000 ft.
The aircraft may continue the flight or se-
ries of flights, but shall not depart an air-
port where repairs or replacement can be
made
-11-2 High pressure B 2 0 (O)(M) One or both may be inoperative
bleed valve provided:
- the inoperative valve(s) is (are) closed,
and
- a minimum engine power setting of
20% torque is maintained on both en-
gines above 10 000 ft.
below 10 000 ft,
OR
B-9-1-36-2 30.01.2006
Rev.: 014
CATEGORY
NUMBER INSTALLED
B 2 1 (O)(M) One may be inoperative in open
position provided:
- bleed air ducting at inlet high pressure
bleed valve is blocked with a blanking
plate, and
- a minimum engine power setting of 20%
above 10 000 ft.
torque is maintained on both engines be-
low 10 000 ft.
-14-1 APU pressure D 1 0 * May be inoperative provided:
regulating and
shutoff valve the pressure regulating and shutoff
(YL-BAO, valve is in the closed position,
BAV) and
the APU bleed system is not used.
-14-2 APU BLEED D 1 0 * May be inoperative provided the APU
AVAIL indica- GEN AVAIL indication illuminates
tion for two minutes before APU
(YL-BAO, BLEED is selected ON.
BAV)
-14-3 APU BLEED D 1 0 *
ON indication
(YL-BAO,
BAV)
-20-1 Bleed FAULT C 2 0 *
light
-20-2 Bleed valve C 2 0 *

CLOSED light
-20-3 Economy ON D 1 0 *
light
30.01.2006 B-9-1-36-3
Rev.: 014
B-9-1-36-4 30.01.2006
Rev.: 014
AUXILIARY POWER UNIT ATA 49

CATEGORY
NUMBER INSTALLED
-00-1 Auxiliary Power D 1 0 * NOTE: The aircraft may be operated with
Unit (APU) the APU removed (refer to AMM).
(YL-BAO, BAV)
-40-1 APU start selec- D 1 0 * May be inoperative provided the APU is not
tor used.
(YL-BAO, BAV)
-60-1 APU Monitor D 1 0 * Any indication on this panel may be inop-
and Interface erative.
unit
(YL-BAO, BAV)
-70-1 APU FAULT C 1 0 *
light
(YL-BAO, BAV)
-73-1 Hour meter/start C 1 0 *
counter
30.01.2006 B-9-1-49-1
Rev 014
B-9-1-49-2 30.01.2006
Rev.: 007
DOORS ATA 52
CATEGORY
NUMBER INSTALLED
-10-1 Passenger C 1 0 * (M) May be inoperative provided the
door door can be raised manually using
actuator the cranking handle.
-70-1 Door warning A 1 0 * (O) May be inoperative provided it is
light system determined by visual inspection
(red and am- that the doors are closed and
ber DOORS locked.
light on CAP)
The aircraft may continue the flight
or series of flights, but shall not de-
part an airport where replacements
can be made.
-70-2 Door status C 3 0 * May be inoperative provided
indication before engine start the applicable
lights (white door is visually checked to be
door lights on closed.
CAP)
01.07.2002 B-9-1-52-1
Rev.: 007
B-9-1-52-2 01.07.2002
Rev.: 012
WINDOWS ATA 56
CATEGORY
NUMBER INSTALLED
-10-1 Front windows
A.) outer glass A 2 2 * The outer glass pane of both front
pane windows may be cracked provided
vision is not unacceptably impaired.
If cracks extend into heated area

window heating must be switched off.
See 30-41-1 for inoperative heating
restrictions.
The aircraft may continue the flight or

series of flights of that day.
B.) inner glass A 2 2 *The inner glass of one window may be
panel cracked provided vision is not unac-
ceptably impaired, and the vinyl layer
and its attachment is checked for dam-
age before each flight. The a/c may
continue the flight or series of flights on
that day with a maximum of 3 flights for
a cabin diff. Pressure of 5.5 psi and a
max. of 15 flights for cabin diff. Pres-
sure of 2.0 psi.
C.) delamina- D 2 2 * Delamination is acceptable for both
tion windows provided vision is not unac-
ceptably impaired.
-10-2 Sliding win- A 2 2 * As item 56-10-1, except the limitations
dows associated with window heating.
C (M) When vision is impaired as a result of
damage of the demisting shield, the
demisting shield may be removed.
15.02.2005 airBaltic B-9-1-56-1

Rev.: 012
WINDOWS ATA 56
-10-3 Direct vision A 2 2 * As item 56-10-2.
windows
-20-1 Passenger D - - * (O) Outer panes may be cracked pro-
compartment vided flights are conducted non-
windows pressurized.
D - - Inner and outer panes may be
crazed without limitations.
D - - Soundproofing panes may be
cracked, scratched and/or crazed
without limitations.
B-9-1-56-2 airBaltic 15.02.2005

Rev.: 007
PROPELLER ATA 61
CATEGORY
NUMBER INSTALLED
-21-1 Low pitch indi- C 2 1 * (O) One may be inoperative provided
cation propeller control system is function-
ing normally.
-22-1 Propeller elec- A 2 2 Must be operative
tronic control
NOTE: Despatch with a PEC CHANNEL
FAULT indicator set on the MTP is allowed.
-22-2 Prop EC C 2 0 * Both may be inoperative provided the
FAULT light corresponding light(s) on the CAP is
(are) operative.
-22-3 Speed phase D 2 0 *
synchroniza-
tion
-23-1 Feathering B 2 1 (O)(M) One feathering pump may be
pump inoperative provided the auto-
feather system is tested prior to
each flight.
-23-2 Feather pump C 2 0 * (M) May be inoperative provided
ON pump operation is checked prior
Indication to the first flight of the day.
01.07.2002 B-9-1-61-1
Rev.: 007
B-9-1-61-2 01.07.2002
Rev.: 007
POWER PLANT ATA 71

CATEGORY
NUMBER INSTALLED
-63-1 Oil cooler door C 2 0 * (M) May be inoperative provided the
actuating sys- door is secured in open position.
tem
01.07.2002 B-9-1-71-1
Rev.: 007
B-9-1-71-2 01.07.2002
Rev.: 007
ENGINE FUEL AND CONTROL ATA 73

CATEGORY
NUMBER INSTALLED
-11-1 Fuel heater C 2 1 * (O) May be inoperative in heating posi-
tion provided both fuel pumps are
operative and switched on.
or
B 2 1 * One may be inoperative in non-
heating position provided flight is
not conducted when OAT is below
5OC.
-22-1 Engine elec- B 2 1 * (O) Dispatch with one ENG EC
tronic control DEGRADED light illuminated is al-
lowed provided:
- actual torque indication is opera-
tive, and
- an autofeather test is performed
prior to each flight, and
- no overtorque was reported in the
previous flight, and
- flexible take-off is not performed
OR
B 2 1 * (O) Dispatch with one ENG EC in
manual mode (MAN light illumi-
nated) is allowed provided:
- actual torque indication is opera-
tive, and
- ambient temperature on the ground
during departure and at destination
is 1 deg C or above, and
- other ENG EC is fully operative,
and
- no NH overspeed was reported on
affected side in the previous flight.
01.07.2002 B-9-1-73-1
Rev.: 007
ATA 73 ENGINE FUEL AND CONTROL

-22-2 ENG EC C 2 0 * May be inoperative provided corre-
FAULT light sponding light on CAP is operative.
-22-3 ENG EC C 2 1 * One may be inoperative provided:
DEGRADED - actual torque indication is op-
indication erative, and
- an autofeather test is performed
prior to each flight, and
- no overtorque was reported in
the previous flight and
- flexible take-off is not peformed.
-22-4 Engine Rating B 1 1 * (O) Dispatch with ERP (FAULT) light
Panel (Power on CAP illuminated is allowed pro-
Management vided following checks are per-
Panel) formed with satisfactory result:
- verify green bar in ERP "TO"
button is at least partially illumi-
nated, and
- propeller speed of both engines
is below 65 % during ground
operation.
NOTE: NP will remain 100 % throughout
the flight.
-22-5 ERP FLX D 1 0 * May be inoperative provided flexible
TEMP take off mode is not selected.
indication and
control
-31-1 Fuel flow indi- C 2 1 * One may be inoperative provided re-
cation lated NH, TRQ and ITT indications are
operative.
NOTE: Fuel used/weight indication may
be affected (refer to item 73-31-2).
A 2 0 * Both may be inoperative provided re-
lated NH, TRQ and ITT indications are
operative.
NOTE: The aircraft may continue the
flight or series of flights of that day.
NOTE: Fuel used/weight indication may
be affected (refer to item 73-31-2).
B-9-1-73-2 01.07.2002
Rev.: 007
ENGINE FUEL AND CONTROL ATA 73

-31-2 Fuel C 1 0 * May be inoperative provided the fuel
used/aircraft quantity indication is operative.
weight indica-
NOTE: Reference speed based upon
tion flaps 25 may be affected. Use tables in
QRH to establish the required VREF based
on calculated landing weight.
-32-1 FUEL TEMP C 2 1 * May be inoperative provided FUEL
LOW FILTER light is operative.
light
-32-2 FUEL TEMP C 2 0 * May be inoperative provided both
HIGH fuel pumps are operative and
light switched on.
-32-3 FUEL FILTER C 2 1 * May be inoperative provided all
light other system components are op-
erative and functioning normally.
01.07.2002 B-9-1-73-3
Rev.: 007
B-9-1-73-4 01.07.2002
Rev.: 007
IGNITION ATA 74
CATEGORY
NUMBER INSTALLED
-00-1 Ignition C 4 2 * (M) System 2 may be inoperative on
one or both engine(s)
or
C 4 2 * (O) System 1 or system 2 may be
inoperative on one or both en-
gine(s) provided automatic igni-
tion and/or a dual continuous ig-
nition system is installed.
-00-2 IGNITION ON C 2 0 *
Indication
-00-3 ENG IGN indi- C 2 0 *

cation
01.07.2002 B-9-1-74-1
Rev.: 007
B-9-1-74-2 01.07.2002
Rev.: 007
ENGINE INDICATING ATA 77

CATEGORY
NUMBER INSTALLED
-11-1 NH indication D 2 2 * On either NH indicator the numeric
display may be inoperative.
-11-2 NL indication C 2 1 * One NL indicator may be inoperative
provided Engine EC, torque bug, and
bleed system for both engines are op-
erative.
-12-1 NP indication C 2 2 * On either NP indicator the pointer or
numeric display may be inoperative.
A 2 1 * (O) May be inoperative provided:
- both channels of the PROP EC
on affected side are operative,
and
- Engine Rating panel is fully op-
erational.
NOTE: The aircraft may continue the flight
or series of flights of that day.
-13-1 Torque indica- C 2 2 * On either TRQ indicator the pointer or
tion numeric display may be inoperative.
-13-3 Torque bug B 2 0 * (O) On one or both TRQ indicators the
torque bug may be inoperative.
NOTE: If ENG EC DEGRADED or

ENG EC FAULT light(s) is (are) illuminated
refer to MEL item 73-22-1 instead.
-21-1 ITT indication C 2 2 * (O) On either ITT indicator the pointer
or numeric display may be inopera-
tive. The ITT overheat function
must be operative.
01.07.2002 B-9-1-77-1
Rev.: 007
B-9-1-77-2 01.07.2002
Rev.: 007
OIL ATA 79
CATEGORY
NUMBER INSTALLED
-31-1 Oil pressure C 2 1 * (O) May be inoperative provided the
indication corresponding low oil pressure light
on the CAP is operative.
-32-1 Low oil pres- C 2 1 * May be inoperative provided oil
sure indication pressure indication is operative and
monitored throughout the flight.
01.07.2002 B-9-1-79-1
Rev.: 007
B-9-1-79-2 01.07.2002
Rev.: 007
STARTING ATA 80
CATEGORY
NUMBER INSTALLED
-12-1 Start push C 1 0 * (O)
button FAULT
light
-12-2 Start push C 1 0 * (O)
button ON light
01.07.2002 B-9-1-80-1
Rev.: 007
B-9-1-80-2 01.07.2002
OM – Part B Table of Contents of the DDG Fokker 50
Rev.: 013
TABLE OF CONTENTS
9.2 Dispach Deviation Guide 1
Operational Procedures
9.2.23 Communications 1
9.2.24 Electrical Power 1
9.2.34 Navigation 1
9.2.52 Doors 1
9.2.56 Windows 1
9.2.61 Propellers 1
9.2.73 Engine Fuel & Control 1
9.2.74 Ignition 1
9.2.77 Engine Indicating 1
9.2.79 Oil 1
9.2.80 Starting 1
25.07.2005 B-9-2-TOC1
Fokker 50 Table of Contents of the DDG OM – Part B
Rev.: 013
B-9-2-TOC2 25.07.2005
OM – Part B DDG / Operational Procedures Fokker 50
Rev.: 007

-26-1 Avionics rack cooling
If the ambient temperature on the ground exceeds 40OC:
Trip the CB of:
- Passenger address amplifier (panel 2)
- Symbol Generator 1 (panel 1)
- Symbol Generator 2 (panel 2)
- Flight Director 1 (panel 1)
- Flight Director 2 (panel 2)
- Autopilot control channel 1 (panel 1)
- AC PWR SAC channel 1 (panel 1)
- Autopilot control channel 2 (panel 2)
- AC PWR SAC channel 2 (panel 2)
Switch the NAV receiver at the VHF NAV control panel OFF.
Before engine start, reset the CB of the mentioned systems and switch
the NAV receiver ON.
After parking, pull the CB of the mentioned systems and switch the NAV
receiver OFF.
-26-2 AHRS cooling
If the ambient temperature on the ground exceeds 40 deg C:
Trip the CB of:
- AHRS unit 1 (panel 1)
Before engine start, reset the CB of AHRS 1 and 2.
After parking, pull the CB of AHRS 1 and 2.
-30-1 Pressurization system
Check the maximum allowed altitude and time for non-pressurised flight.
Check the minimum en route altitude.
Check the fuel quantity required for a probably lower-than-scheduled
flight altitude.
Limit the rate of descent to avoid passenger discomfort.
01.07.2002 B-9-2-21-1
Fokker 50 DDG / Operational Procedures OM – Part B
Rev.: 007

-31-2 Manual pressurization control
Check maximum allowed altitude/ time for unpressurized flight.
Check minimum en route altitude.
Check fuel quantity required for probably lower than scheduled flight
altitude.
Limit rate of descent for passenger comfort.
-33-2 Cabin altitude indication
The cabin altitude can be found in the following graph using the
indicated differential pressure and the aircraft pressure altitude.
B-9-2-21-2 01.07.2002
Rev.: 007

-33-3 Cabin differential pressure indication
Can be found in the graph under –33-2 above.
33-4 Press control FAULT light
In case a CAUTION occurs in flight without a further system failure indication,
suspect the pressurization control. Check the system operation and refer to the
AFM Abnormal Procedures, "Pressure Control Fault" when required. Check the
pressure during climb, cruise and descent.
-51-1 Air conditioning pack
If both packs are inoperative and the ambient temperature on the
ground exceeds ISA + 10OC:
Trip the CB of:
- Before engine start, reset the CB of AHRS 1 and 2.
- After parking, pull the CB of AHRS 1 and 2.
Before flight:
- Check the maximum allowed altitude and time for a non-
pressurised flight.
- Check the minimum en route altitude.
- Check the fuel quantity required for a probably lower-than-
scheduled flight altitude.
- Refer to the AFM Abnormal Procedures, "Double Pack Fault".
PRESS CONTROL .............................................................................. MAN
MANUAL CONTROL LEVER .................................................................. UP
MANUAL RATE CONTROL .......................................................MAX. INCR
During flight:
- Limit the rate of descent to avoid passenger discomfort.
- Operate the fresh air scoops as required.
If one pack is inoperative, refer to the AFM Abnormal Procedures, "Pack
Fault".
-60-1 Cabin and flight deck temperature control
In case of an automatic temperature control failure, operate the relevant

system in the manual mode.
01.07.2002 B-9-2-21-3
Rev.: 007
B-9-2-21-4 01.07.2002
Rev.: 007
-31-1 Passenger address
Normal procedures:
- Inform the Cabin Attendant that the Passenger Address system is
unserviceable.
- Instruct the Cabin Attendant to inform passengers orally.
- Instruct the Cabin Attendant on the emergency procedures following
below.
Emergency procedures:
- Three (3) chimes on the C/A-call system shall be used to call the
Cabin Attendant to the flight deck to be instructed on the emergency.
- Two (2) chimes on the C/A-call system shall be instruction to take
the emergency stations and establish interphone with the flight deck.
- Flashing with cabin signs: "Brace for impact".
-41-1 Cabin interphone
Inform the Cabin Attendant to come to the flight deck or listen to PA

announcement for communication.
01.07.2002 B-9-2-23-1
Rev.: 007
B-9-2-23-2 01.07.2002
Rev.: 007
ELECTRICAL POWER ATA 24

-22-1 AUTO AC XFEED
The possible worst system failure is the loss of either generator 1 or 2. This
condition needs the following considerations:
- It must be possible to continue the flight outside icing conditions, if
required.
- Consider the possibility of extra fuel required for a flight outside icing
conditions.
- Refer to the AFM Abnormal Procedures, "Engine Generator + Auto AC
Xfeed Fault".
-32-1 DC XFEED
The possible worst system failure is the loss of either TRU 1 or 2. This
results in the loss of either DC bus 1 or 2.
The loss of certain ice and rain protection needs the following
considerations:
- It must be possible to continue the flight outside icing conditions if
required.
- Consider the possibility of extra fuel required for a flight outside icing
conditions.
In case of subsequent TRU 1 or 2 failure:
Failed TRU ......................................................................................
.........................................................................................................OFF
Bus Equipment List ............................................................ CHECK
01.07.2002 B-9-2-24-1
Rev.: 007
-33-1 Battery charger

IIf a battery charger is inoperative:
BATTERIES .............................................................................. ON
TRU 1 .......................................................................................OFF
TRU 2 .......................................................................................OFF
- Select "BAT VOLT" on the Electrical Power Control Panel (EPCP).
Check: .................................. Both displays read 23 Volts or more.
- Select "BAT LOAD" on the EPCP.
Check: Within 5 minutes both batteries
are discharging (indicated by a negative
load current).
NOTE:If after 5 minutes one of the battery loads still reads 0 (zero) (no load),
then that battery is not connected to the MAIN DC BUS or that battery is
unserviceable. In both cases dispatch is not allowed.
-33-3 Battery charger FAULT light

After engine start or with electrical power connected:
- Select BAT LOAD on Electrical Power Control Panel
- Check that battery charger is charging ( positive load current > 10
Amps).
B-9-2-24-2 01.07.2002
Rev 014

-23-2 APU fire extinguisher AGENT light
APU fire extinguisher bottle weight check.
Location: RH wheel bay.
Do this check if the AGENT light will not come on or is on continuously:
Trip and tag thecircuit breaker for the applicable APU fire extinguisher
bottle.
Gain access to the applicable bottle in the wheel bay.
Perform a continuity check of the bottle TCPS.
If there is no continuity:
- Tape and stow the connector and close up.
- Install a placard at the affected light.
If there is continuity:
- Remove the fire extinguisher bottle for a weight check and re-install
a serceable bottle.
Tape and stow the connector.
Install a placard at the affected light.
NOTE: The weight is indicated on the unit.
Perform a continuity check of the bottle squib after replacement of the

bottle using the test points on the MTP.
Close the applicable circuit breaker.
Install a placard.
30.01.2006 B-9-2-26-1
Rev.: 014
B-9-2-26-2 30.01.2006
Rev.: 011
-14-1 Aileron trim position indication system
- Operate the aileron trim from full up to full down and check visually that
the aileron trim surface is functioning properly over the full range.
Before each take-off:
- Make sure (visually) that the aileron trim surface is in the neutral position.
NOTE: Battery power can be used.
-31-1 Elevator feel control system

- With the elevator feel control system fixed in the dispatch position, the
centre of gravity must be aft of 30% MAC line,or
LIZFW: not less than 75;
- If required, shift load from the forward to the rear cargo compartment
or re-arrange passenger seating.
- Differences in elevator forces during flight are negligible.
- CAT II operations are not affected.
- During flare for landing, more elevator force is required, in particular
when
engine power is reduced quickly to flight idle.
- During take-off, elevator forces are lighter than normal, in particular
during
small flap deflections.
-56-1 Wing flap position indication

- Before starting the engines, check the flap disagreement alerting
system to be operative by selecting flap 5 without hydraulic pressure.
Check that the FLAP light on the CAP comes on. Reselect flaps 0.
- During flight, check the normal trim change following flap selection. In
case of doubt, the actual flap position can be checked on the nacelle
markings.
-71-1 Flight control lock system

- Prior to the flight check visually that the wind gust protection devices
have been removed from the main flight control surfaces.
- Check free movement of the flight controls and power controls.
- Do not use the flight control lock system.
15.08.20004 B-9-2-27-1
Rev.: 011
B-9-2-27-2 15.08.2004
Rev.: 007
FUEL SYSTEM ATA 28

-22-1 Fuel Pump
- Before engine start verify correct operation of the crossfeed system as

follows:
XFEED ......................................................................................... ON
FLOW BAR ........................................................................... IN LINE
XFEED ............................................................................... NORMAL
01.07.2002 B-9-2-28-1
Fokker 50 DDG / Operational Procedures OM –Part B
Rev.: 007
FUEL SYSTEM ATA 28

41-1 Fuel quantity indication (cont'd)
- Check the fuel quantity by reading the magnetic level indicators.
- Convert liters into kg or lb.
FUEL VOLUME VERSUS WEIGHT
(up to 5 pounds variation per 100 gallons due to fuel grade and temperature)
- Check that the quantity is in accordance with the pointer indication or

the totalizer, or
- Note the fuel quantity and check the fuel-consumed indication on the
FUEL FLOW / AIRCRAFT WEIGHT indicator to be operative (to be
checked after engine start).
-41-3 Fuel quantity totalizer indication
Refer to ”O” procedure, item 28-41-1, ”Fuel quantity indication”.
B-9-2-28-2 01.07.2002
OM – Part B DDG / Flight Controls Fokker 50
Rev.: 007
OPERATIONAL PROCEDURES ATA 29

-32-1 Hydraulic reservoir pressurisation
- At low ambient temperature condition or after a prolonged engine

shutdown, check for normal system performance. After engine start,
operate the flaps and check that the system pressure recovers to
approx. 3000 psi.
- During climb, cruise, and descent when no hydraulic services are
required, off-load the system.
-32-2 TANK PR light
- Upon illumination of the Master Caution Light without a further fault

indication or in case of an abnormal hydraulic system indication,
suspect tank pressure.
Refer to the Abnormal Procedures in the AFM .
-34-1 Eng. pump FAULT light
- After starting the engines, switch the non-affected pump OFF. Check
that the hydraulic system pressure remains normal after three brake
application.
Switch the pump on.
01.07.2002 B-9-2-29-1
Fokker 50 DDG / Flight Controls OM – Part B
Rev.: 007
B-9-2-29-2 01.07.2002
Rev.: 007

-11-1 Airframe de-icing system (inner wing de-icing boots)
Light icing is defined as icing of which the rate of accumulation may
create a problem if the flight is prolonged under those circumstances
for a period of over one hour.
Asymmetrical ice build-up on the inner wing can occur as a result of
propeller airflow. Aileron trim can be used for compensation until flight
diversion is possible.
-13-1 LO PRESS light

If the “LOW PRESS” light is continuously ON after system is activated:
- A level 2 alert will be generated each time the system is activated;
- The MCL can be depressed to cancel the CAUTION light. The
“LOW PRESS” light will remain ON.
-21-1 Engine anti-icing (including propeller anti-icing)

If unexpected icing conditions are encountered, select engine anti-
icing of both engines to ON, because partial anti-icing of the affected
engine may still be available.
-21-3 Propeller blade de-icing boot

General:
A de-icing boot failure will not be indicated. It may be noticed by
propeller vibrations during flight in icing conditions, or become evident
from a scorch mark during inspections on the ground. If available,
application of ICEX to propeller de-icing boots is recommended.
- Select the engine anti-icing to ON in conditions requiring engine anti-

ice.
- If ice on propeller causes excessive vibration:

ERP SELECT..............................................................SELECT MCT
TORQUE..............................................................................ADJUST
Set torque according to tables ERP INOPERATIVE.
01.07.2002 B-9-2-30-1
Rev.: 007
B-9-2-30-2 01.07.2002
Rev.: 007
INDICATING AND REPORTING ATA 31

-51-4 INHIBIT function
- When a warning light shows before V1 reject the take-off.
-51-5 INHIBIT / CANCEL function
- After engine start and after take-off, check that the INHIBIT light
extinguishes approx. 40 seconds after lift-off.
- In case of an inadvertent INHIBIT indication, select ALERT SYST
BACKUP.
-51-6 INHIBIT/CANCEL light
- Refer to item 31-51-4.
-51-7 Automatic backup switching
- Operate the ALERT SYS TEST button to check the ALERT SYST
FAULT light on the CAP.
- Operate the ALERT SYST push button on the CAP to check the
backup mode.
- Switch the backup mode off.
01.07.2002 B-9-2-31-1
Rev.: 007
B-9-2-31-2 01.07.2002
Rev.: 007
LANDING GEAR ATA 32

-45-1 Anti-skid system
- Refer to the AFM Chapter Performance to find increased distances for
take-off and landing.
If required reduce the MTOW and/or the MLW and inform the dispatch
department.
- Brake with caution to prevent tyre skid.
-46-1 Normal brake pressure indicating system

- Keep the chocks in place during engine start. Check the hydraulic
system pressure.
Or
- Switch the ELEC PUMP ON and check the hydraulic system pressure.
If during flight the HYDR SYST amber light on the CAP comes on,
follow the applicable Abnormal Procedures. When, after landing, the
brakes are applied and there is no response, assume that the
accumulator pressure is below 1600 psi.
-61-2 Main gear position indicator green light

a) If EXPANDED NORMAL CHECKLIST is used: no action.
If ABRIDGED NORMAL CHECKLIST is used: before first flight of the
day:
- ALERT SYS TEST with EXT PWR only.
- Depress TEST button.
- Check TEST light on.
- At single chime check CMPL (complete) light on.
- Depress TEST button to acknowledge.
When the TEST light remains on: No dispatch allowed.
b) The Blue Transit light has to be confirmed operating normally:
- During the previous flight, or
- After maintenance action.
01.07.2002 B-9-2-32-1
Rev.: 007
B-9-2-32-2 01.07.2002
Rev 12
NAVIGATION ATA 34
-21-1 Attitude and Heading Reference Systems
- AHRS 1 failure:
- Press the left-hand SG push button on the AVIONICS panel to
ALTN to feed SG 2 information to PFD 1 and ND 1.
NOTE: Compare the EFIS attitude frequently with the standby horizon
attitude.
- EFIS 1 is a copy of EFIS 2.
- No NAV 1 and ADF 1.
- DME 1 is only on the DME indicator.
- No FD 1.
- No weather radar stabilization.
- No RMI 2.
- AHRS 2 failure:
- Press the right-hand SG push button on the AVIONICS panel to
ALTN to feed SG 1 information to PFD 2 and ND 2.
NOTE: Compare the EFIS attitude frequently with the standby horizon attitude.
- EFIS 2 is a copy of EFIS 1.
- No NAV 2 and ADF 2.
- DME 2 is only on the DME indicator.
- No FD 2.
- No RMI 1.
- No VLF.
15.02.2005 airBaltic B-9-2-34-1

Rev.: 012
-26-6 EFIS Control Panels
Dispatch with one EFIS Control Panel inoperative
1. If the standard Sperry/Honeywell EFIS is installed, the following

procedure is applicable:
Upon an EFIS control panel failure the EFIS defaults to:
- for LH EFIS CP failure: - FULL compass rose mode.
- MAP and ARC mode not available.
- WXR information not available.
- bearing pointer 1 is VOR 1.
- bearing pointer 2 is OFF.
- ADF information not available.
- Navigation source is NAV 1.
- GSPD/TTG is last selected prior to failure.
- FD CMD (ON or OFF) is last selected
prior to failure.
- Display brightness is set to full bright.
- ADC slew not available.
- EFIS test not available .
- for RH EFIS CP failure: - FULL compass rose mode.
- MAP and ARC mode not available.
- WXR information not available.
- bearing pointer 1 is OFF.
- bearing pointer 2 is VOR 2
- ADF information not available.
- Navigation source is NAV 2.
- GSPD/TTG is last selected prior to failure.
- FD CMD (ON or OFF) is last selected
prior to failure.
- Display brightness is set to full bright.
- ADC slew not available.
- EFIS test not available.
Since the DH selection could be operative, check DH selection by

making different selections. If the EFIS display follows the selections,
the DH selection is operative.
B-9-2-34-2 airBaltic 15.02.2005

Rev 12
2. If the optional Bendix EFIS is installed (YL-BAR, BAU, BAW, BAZ),
the following procedure is applicable:
Upon an EFIS control panel failure (indicated by 'CP' flag on EFIS
display), switch OFF the applicable control panel. In this situation the
other control panel controls both LH and RH EFIS displays.
Consequently both LH and RH EFIS displays show the same
information. The onside ADC slew and EFIS test functions are not
available.
-43-1 TAWS Terrain Awareness Function

Terrain Awareness function failure:
- Perform operational GPWS test, check PASSED.
- Deactivate Terrain Awareness Function, by pushing amber
“TERR” switch to “Terrain INHIB” position.
15.02.2005 airBaltic B-9-2-34-3

Rev.: 012
B-9-2-34-4 airBaltic 15.02.2005

Rev.: 007
PNEUMATIC & BLEED AIR ATA 36

-11-1 Bleed-air supply and control system
If both bleed-air supply and control systems are inoperative:
- Both BLEED push buttons to OFF.
- Check the indications OFF and CLOSED after engine start.
- Check the maximum allowed altitude and time for non-pressurized
flight.
- Check the minimum en route (MEA) altitude.
- Check the fuel quantity required for a probably lower than
scheduled flight altitude.
- Limit the rate of descent for passenger comfort.
- Operate the fresh-air scoops as required.
- In known or forecast icing conditions maintain a minimum engine
power setting of 10 per cent torque on both engines.
- See the AFM Abnormal Procedure, "Double Pack Fault".
If one bleed-air supply and control system is inoperative:
- BLEED push button of failed system to OFF.
- Maintain a minimum engine power setting of 20 per cent torque on
both engines above 10 000 ft.
power setting of 10 per cent torque on both engines below 10 000 ft.
- Check the indications OFF and CLOSED on the affected side after
engine start.
-11-2 High pressure bleed valve

- Maintain a minimum engine power setting of 20 per cent torque on
both engines above 10 000 ft.
power setting of 10 per cent torque on both engines below 10 000 ft.
01.07.2002 B-9-2-36-1
Rev.: 007
B-9-2-36-2 01.07.2002
Rev.: 007
DOORS ATA 52
-70-1 Door warning light system
- Inform the flight attendant(s) to check and report that the doors are
closed and locked before taxiing out.
01.07.2002 B-9-2-52-1
Rev.: 007
B-9-2-52-2 01.07.2002
Rev.: 007
WINDOWS ATA 56
-20-1 Passenger compartment windows
Before flight:
- Check the maximum allowed altitude and time for a non-pressurized
flight.
- Check the minimum en route altitude.
- Check the fuel quantity required for a probably lower than scheduled
flight
altitude.
PRESS CONTROL ....................................................................MAN
MANUAL CONTROL LEVER .......................................................UP
MANUAL RATE CONTROL............................................. MAX INCR
During flight:
- Limit the rate of descent to avoid passenger discomfort.
01.07.2002 B-9-2-56-1
Rev.: 007
B-9-2-56-2 01.07.2002
Rev.: 007
PROPELLERS ATA 61
-21-1 Low pitch indication system
START THE ENGINES.
ERP .............................................................................................. TO
POWER LEVERS..........................................BOTH GROUND IDLE
Verify on both engines rpm and TRQ indications are normal
(NP 62.5 %; TRQ approx. 4%)
POWER LEVERS............................................. BOTH FLIGHT IDLE
(NP 65% ; TRQ approx. 16% )
ERP .............................................................................................. GA
(NP 80%; TRQ approx. 23%)
Perform an autofeather test on affected engine.
-23-1 Feathering pump
In case of an inoperative feathering pump, the autofeather system has to
be tested prior to each flight with the engines running, as follows:
START THE ENGINES.
POWER LEVERS............................................................. GND IDLE
FUEL LEVERS ........................................................................ OPEN
ERP .............................................................................................. TO
AUTOFEATHER TEST buttons .......................................DEPRESS
- A/F APR ARMED and STBY lights are on.
AUTOFEATHER TEST button of affected engine........................ RELEASE
- A/F APR ARMED and STBY lights go out.
- ENG OUT alert of affected engine comes on.
- propeller of affected engine feathers; NP decreases to 14 to 18%.
- engine torque bug of other engine increases with 10%.
- NP of other engine increases to 80%.
AUTOFEATHER TEST button of other engine ................ RELEASE
- engine torque bug of non-affected engine decreases with
10%.
- NP of the non-affected engine decreases to 62.5%.
- propeller of affected engine goes to ground idle pitch; NP
increases to 62.5%.
- STBY light comes on.
- ENG OUT alert of affected engine goes out.
NOTE: 1. ON light of affected feathering pump does not illuminate during test.
2. An electrical transfer will occur on the affected side. Verify navigation
(DME hold) and EFIS when test is completed.
01.07.2002 B-9-2-61-1
Rev.:007
B-9-2-61-2 01.07.2002
Rev.: 007
ENGINE & FUEL CONTROL ATA 73

-11-1 Fuel heater
If the fuel heater has failed in a heating position with the FUEL TEMP
HIGH light on, check that both fuel pumps are ON.
NOTE: The FUEL TEMP HIGH light may be on during flight.
If the fuel heater has failed in the non-heating position with the FUEL
TEMP LOW light on, schedule the flight to avoid an OAT below 5OC.
NOTE: If a FUEL TEMP LOW light comes on during flight, refer to the AFM,
Chapter Abnormal Procedures.
-22-1 Engine Electronic Control (ENG EC DEGRADED)

Dispatch with one ENG EC DEGRADED light
illuminated:
NOTE: 1. Perform autofeather test prior to each flight.

2. Actual torque indication must be available.
3. Flexible take-off (FLEX mode) if installed, is not allowed.
4. Economy level selection (ECON mode) if installed, is not
allowed.
- If EEC on affected side has defaulted to GA rating (NP on ground is
80%) apply Procedure 1.
- If torque bug on affected side is inoperative apply Procedure 2.
- If torque bug is available and EEC did not default to GA power, normal
flight techniques and system procedures are applicable.
Procedure 1: (Affected ENG EC defaults to Go-Around

rating)
As affected engine electronic control has defaulted to GA rating, take-off is
made with GA selected on the ERP.
In flight the torque of the affected engine is matched with the torque of the
ENG
EC normal engine.
01.07.2002 B-9-2-73-1
Rev.: 007
Before engine start:
- Placard above TRQ indicator.
- Determine and note take-off torque from QRH power setting tables.
(Table: Rating: Go Around / NP: 100 per cent / IAS: Approx. 60 kt)
To be prepared for loss of torque bug information for both engines in flight
after
which torque bugs must be set manually, refer to the tables below.
Placard above TRQ indicator.
- Determine and note initial CLB torque and CLB torque in steps of 5000
ft up to planned cruise altitude from QRH power setting tables.
(Table: Rating: Climb / NP: 85 per cent / IAS: 160 kt.)
- Determine and note planned CRZ torque from QRH power setting
tables.
(Table: Rating: Cruise / NP: 85 per cent.)
- Determine and note GA torque from QRH power setting tables.
(Table: Rating: Go Around / number of operating engines: 2 / IAS:
Approx. 110 kt / NP 100% / Air conditioning: ON .)
- Determine and note MCT torque from QRH power setting tables.
(Table: Rating: Max Continuous / number of operating engines: 1 /
IAS:
Approx. 120 kt / Air conditioning: ON (not below 10 000 ft).)
Engine start:
Carry out normal engine start but leave fuel lever of ENG EC DEGRADED
engine in start position during ground operation (propeller feathered).
- Fuel lever ENG EC DEGRADED engine ............................ START
- Taxi ............................................... on ENG EC normal engine only
Take-off:
- Fuel lever ENG EC DEGRADED
engine .......................................................................OPEN (unfeather)
- ERP.......................................................................................................GA
- NP of ENG EC DEGRADED
engine .............................................. Check matched with other engine
- Generator OFF light...................................................................Check out
B-9-2-73-2 01.07.2002
Rev.: 007
- FD modes GA, HDG, ASEL ...............................................Check / Select
- Brakes ...................................................................................... RELEASE
- Power levers........................................ Advance to detent / Check torque
- Autofeather, APR light.................................................................. ARMED
Engine failure during take-off:

In case of ENG EC normal engine failure after V1:
At acceleration altitude (min 400 ft) when reaching VCLEAN:
- Carry out memory items.
- Select MCT.
- Adjust power lever of operating ENG EC DEGRADED engine to
match the torque bug of ENG EC normal engine.
Climb:
Before selecting climb power, reduce torque of ENG EC DEGRADED
engine by
approx. 15 per cent.
- ERP .......................................................................................... CLB
- Torque ENG EC DEGRADED
engine ...........................................Match with ENG EC normal climb.
Monitor and re-adjust torque of ENG EC DEGRADED engine during climb.
CRZ/GA/MCT:
- ERP ...............................................................................As required
-Torque ENG EC DEGRADED
engine ................................ Match with ENG EC normal engine.
Monitor and re-adjust torque of ENG EC DEGRADED engine during cruise,
descent and approach.
After landing:
- ERP ............................................................................................ TO
- Fuel lever ENG EC DEGRADED
engine ......................................................................... START or SHUT
Use ENG EC normal engine to taxi.
01.07.2002 B-9-2-73-3
Rev.: 007
Procedure 2: (Torque bug on affected side is not available)
As the torque bug is not available on affected side, the torque bug of the
other engine may be used to set the required torque.
after
which torque bugs must be set manually, refer to the tables below:
- Determine and note TO torque from QRH power setting tables.
(Table: Rating: Take-off / IAS: Approx. 60 kt / Air conditioning: ON.)
- Determine and note initial CLB torque and CLB torque in steps of
5000 ft up to planned cruise altitude from QRH power setting
tables.
(Table: Rating: Climb / NP: 85 per cent / IAS: 160 kt.)
tables.
(Table: Rating Go Around / number of operating engines: 2/ IAS:
Approx. 110kt / NP 100 per cent / Air conditioning: ON.)
IAS:
TO/CLB/CRZ/GA/MCT:
The torque of the affected engine may be set using the torque bug of the
other
engine:
- Torque affected engine ............................. Match with working bug
B-9-2-73-4 01.07.2002
Rev.: 007
Engine Electronic Control
Dispatch with one ENG EC in manual mode (MAN light
illuminated)
Apply procedure below.
Procedure:
The torque bug of the affected EEC may be off.
The torque of the affected engine may in that case be set using the torque
bug of the other engine.
In case of an "EEC normal" engine failure during TO, the automatic uptrim
of the MFC engine (APR) is inoperative. To obtain maximum take-off
performance the GA rating (MTO) should be used for take-off.
Once take-off power (GA) is set, the torque of the electronic controlled
engine will
follow any change of the bug during take-off and climb.
The torque of the MFC engine may vary due to power lapse rate and/or
bleed shutoff in case of engine failure.
The resulting difference in take-off power requires calculation of a possibly
reduced performance limited take-off weight.
Before starting:
Calculate performance limited take-off weight as follows:
- Enter Individual or Quick Reference TL table with OAT (Maximum
operating temperature is ISA + 26).
- Find climb or runway length limited take-off weight.
- Apply correction: subtract 1000 kg from performance limited take-off
weight.
- Take-off and landing with TAILWIND prohibited.
- No correction for HEADWIND.
NOTE: When available refer to Individual TL table for EEC MAN instead.
- Determine take-off torque from power setting table in QRH.
(Table: Rating: Go Around / NP: 100% / IAS: Approx. 60 kt.)
(Placard above TRQ indicator)
In case torque bug of the affected ENG EC is inoperative:
after
which torque bugs must be set manually, determine and note CLB, CRZ.
GA and MCT torques prior to the flight.
01.07.2002 B-9-2-73-5
Rev.: 007
(Table: Rating Climb / NP: 85 per cent / IAS: 160 kt.)
tables.
(Table rating: Cruise / NP: 85 per cent.)
(Table: Rating: Go Around / number of operating engines: 2/ IAS:
Approx. 110kt / NP 100% /.)
(Table: rating: Max Continuous / number of operating engines: 1/IAS:
Approx.120 kt).
Engine start:
Carry out normal engine start but leave fuel lever of MFC engine in START
position during ground operation (propeller feathered).
- Fuel lever MFC engine ........................................................ START
TRQ, NP, NH and NL of MFC engine varies with ambient
temperature and differs from EEC engine.
- Taxi ....................................on electronically controlled engine only
Take-off:
Line up on runway centreline and hold on brakes to set take-off power.
- Fuel lever MFC engine .......................................OPEN (unfeather)
- ERP ............................................................................................GA
NP of MFC Engine Check approx matched with other engine
- NP of MFC
engine ................................. Check approx. matched with other engine
- Generator OFF LIGHT ................................................. Check OUT
- FD modes GA, HDG, ASEL .....................................Check / Select
- Brakes ................................................................................Release
- Torque ............................................ SET, match torque with bug(s)
Power lever position of MFC engine varies with ambient temperature and
may be beyond the take-off detent position.
- Autofeather, APR A/F light .................................................ARMED
B-9-2-73-6 01.07.2002
Rev.: 007
Engine failure during take-off:
In case of "EEC normal" engine failure after V1:
At acceleration altitude (min 400 ft) when reaching VCLEAN:
- Carry out memory items;
- Select MCT;
- Adjust power lever of operating MFC engine to match the torque bug
of EEC normal engine.
Climb:
Before selecting climb power, reduce torque of MFC engine by approx. 15
per cent.
- ERP .......................................................................................... CLB
- Torque MFC engine .... Match with electronically controlled engine
Monitor and re-adjust torque of MFC engine during climb, cruise descent
and approach.
Go-Around:
Pilot not flying:
- Torque MFC
engine ............................... Match with electronically controlled engine.
Taxi:
- ERP ............................................................................................ TO
- Fuel lever MFC engine......................................... START or SHUT
Use electronically controlled engine to modulate taxi power.
01.07.2002 B-9-2-73-7
Rev.: 007
-22-4 Engine Rating Panel
- Verify AC power available and switched on.
- Verify green bar in TO rating push button on ERP is at least partly
illuminated.
- Determine and note take-off torque from QRH power setting tables.
(Table: Rating: Go Around/NP: 100 per cent/IAS: approx. 60 kt.)
feet up to planned cruise altitude from QRH power setting tables.
(Table: Climb/160 kt IAS/NP 100 per cent/ERP inoperative.)
After engine start:
- Verify NP of both engines is below 65 per cent with TO rating selected.
Taxi:
- ERP ............................................................................................TO
When commencing take-off:
- ERP ............................................................................................GA
Climb:
- Retard power levers to obtain required climb torque.
- TRQ indicators ................................................................both MAN
- Torque bugs .............................................................................SET
NOTE: Autofeather ARM light may remain ON during part of climb (depends on
power lever position).
Continue flight applying the AFM Abnormal Procedure for "Engine Rating
Panel Fault".
NOTE: NP will remain 100 per cent throughout the flight.
Autofeather standby light will remain ON throughout the flight.
B-9-2-73-8 01.07.2002
Rev.: 007
IGNITION ATA 74
-00-1 Ignition
In case ignition system 1 is inoperative, the following start procedure

must be applied:
- Complete the BEFORE STARTING CHECK
IGNITION RELEVANT ENGINE(S) ............................................. ON
- Start the engine(s)
IGNITION RELEVANT ENGINE(S) ............................................OFF
- Complete the AFTER STARTING CHECK.
01.07.2002 B-9-2-74-1
Rev.: 007
B-9-2-74-2 01.07.2002
Rev.: 007
ENGINE INDICATING ATA 77

12-1 NP indication
- Check that the PEC CHANNEL FAULT latched indicators on the MTP
are in the normal position (black).
13-3 Torque bug

When torque bug is inoperative on one side:
TO/CLB/CRZ/GA/MCT:
The torque of the affected engine may be set using the torque bug of the
other engine:
- Torque affected engine..............................Match with working bug
NOTE: 1. Flexible take-off (FLEX mode), if installed, is not allowed.

2. To be prepared for loss of torque bug information for both engines in
flight after which torque bugs must be set manually, determine and note
TO, CLB, CRZ, GA and MCT torques prior to the flight (refer to the
tables below).

(Table:Rating: Take-off / IAS: Approx 60 kt / Air conditioning: ON.)
tables.
(Table: Rating: Go Around / number of operating engines: 2/ IAS:
Approx. 110
kt / NP 100 per cent / Air conditioning: ON.)
IAS:
01.07.2002 B-9-2-77-1
Rev.: 007
When torque bug is inoperative on both sides:
(Table:Rating: Take-off / IAS: Approx. 60 kt / Air conditioning: ON.)
tables.
(Table: Rating: Go Around / number of operating engines: 2 / IAS:
Approx. 110 kt / NP 100 per cent / Air conditioning: ON.)
IAS:
Prior to take-off:
TRQ BUGS ............................................................... BOTH MAN
NOTE: Flexible take-off (FLEX MODE), if installed, is not allowed.
TO/CLB/GA/MCT:
ERP ..................................................................... AS REQUIRED
TRQ BUGS ..................SET ACCORDING TO TABLES ABOVE
POWER LEVERS .......................................................... ADJUST
During climb:
TRQ BUGS ............................................ RESET EVERY 5000 ft.
21-1 ITT indication

- The ITT indicator must switch a signal to the Intergrated Alerting System
at 800 deg C.
This results in a ”L ( R ) ENG ITT” light on the CAP.
Before each flight, this function must be tested as follows:
- EXT PWR ON or carry out the test after engine start.
- On Maintenance Test Panel operate PANEL PWR switch.
- Push ENGINE INSTRUMENT SELF TEST button.
- Check the ”L ENG ITT” and the ”R ENG ITT” lights on the CAP
illuminate.
B-9-2-77-2 01.07.2002
Rev.: 007
OIL ATA 79
-31-1 Oil pressure indication
Prior to engine start:
- CAP ........................................................................... back-up
- Verify both engines oil low pressure lights on CAP are illuminated
- CAP ............................................................................. normal
01.07.2002 B-9-2-79-1
Rev.: 007
B-9-2-79-2 01.07.2002
Rev.:007
STARTING ATA 80
-12-1 Start push button FAULT light
Each time after the engines have been started with a known inoperative
FAULT light:
- Open the Maintenance Test Panel;
- Check the START SYSTEM latched indicators (three per engine);
- If the RELAY FAULT indicator shows: correct the problem before
dispatch.
- If the CLUTCH FAULT indicator shows: correct the problem
before dispatch.
- If the ISOLATE FAULT indicator shows: dispatch is permitted,
report the fault finding to the maintenance department.
- Close the Maintenance Test Panel.
When during engine start no acceleration is observed:
START pb ..........................................................................OFF
- Open the Maintenance Test Panel;
- Check START SYSTEM latched indicators (three per engine);
- If the RELAY FAULT indicator shows: correct the problem
before dispatch.
- If the CLUTCH FAULT indicator shows: correct the problem
before dispatch.
- If the ISOLATE FAULT indicator shows: dispatch is
permitted, report the fault finding to the maintenance
department.
- Press RELAY/IND reset button;
- Start the engines;
- Check that the START SYSTEM latched indicators (three per
engine) are blank;
- Close the Maintenance Test Panel.
-12-2 Start push button ON light
START pb ......................................................................PRESS
DC XFEED..............................................................CHECK ON
Start the engines.
After engine start:
START pb ......................................................................PRESS
DC XFEED............................................................ CHECK OFF
01.07.2002 B-9-2-80-1
Rev.: 007
B-9-2-80-2 01.07.2002
OM – Part B Table of Contents of the DDG Fokker 50
Rev.: 013
TABLE OF CONTENTS
Dispach Deviation Guide 1

9.3
Maintenance Procedures
9.3.25 Equipment/Furnishings 1
9.3.26 Fire Protection 1
9.3.34 Navigation 1
9.3.52 Doors 1
9.3.56 Windows 1
9.3.61 Propellers 1
9.3.71 Power Plant 1
9.3.74 Ignition 1
25.07.2005 B-9-3-TOC1
Fokker 50 Table of Contents of the DDG OM – Part B
Rev.: 013
B-9-3-TOC2 25.07.2005
OM – Part B DDG / Maintenance Procedures Fokker 50
Rev.: 007

-26-1 Avionics rack cooling
Location: Forward cargo compartment.
- Remove the avionics rack panels.
- Stow the panels in the fwd cargo compartment.
-26-4 Cooling fan INOP light

Location: MTP, flight deck.
- Select the aircraft electrical DC and AC power ON.
- Select the MTP power switch ON.
- Observe that the magnetic indicators for the AVIONICS FAN
and AHRS FAN show no fault (black).
- Check under the instrument panel that a cooling airflow is
directed at the CRT’s.
- Install a placard.
-30-1 Pressurization system

Vacuum relief valve de-activation procedure:
Location: Rear pressure bulkhead.
Access: 311 AB.
- Open the rear fuselage compartment door 311 AB.
- Remove the vacuum relief valve:
- Remove the coupling which attaches the vacuum relief valve
to the bulkhead flange.
- Remove the ring and the vacuum relief valve from the
bulkhead flange.
- Check that the opening is not obstructed.
NOTE: As an alternative, it is also allowed to secure the valve in the
open position by suitable means.
-31-2 Manual pressurization control

The same as – 30-1 above.
01.07.2002 B-9-3-21-1
Fokker 50 DDG / Maintenance Procedures OM – Part B
Rev.: 007
B-9-3-21-2 01.07.2002
Rev.: 007
EQUIPMENT / FURNISHINGS ATA 25

-20-2 Flight attendant seat
Seat securing procedure.
Location: Cabin.
- Connect both lap belt straps to each other underneath the
seat cushion.
- Connect the shoulder straps to the lap belt buckle with the
seat cushion in the upright position.
- Install a placard on the passenger seat assigned to the flight
attendant.
-20-5 Overhead stowage bin

Stowage bin securing procedure.
Location: Cabin.
- Apply a piece of suitable self-adhesive tape vertically over the
latch with an overlap of at least four inches above and below
the lid.
01.07.2002 B-9-3-25-1
Rev.: 007
B-9-3-25-2 01.07.2002
Rev.: 007

-13-2 Toilet smoke detection system
Toilet de-activation procedure.
Location: Cabin
- Empty the toilet waste bin.
- Lock the toilet from the outside.
- Install a sign: INOPERATIVE - DO NOT USE or equivalent on
the toilet door.
NOTE: The toilet may not be used for any purpose.
-23-1 Engine fire extinguisher AGENT LOW PRESS indication
Fire extinguisher bottle weight check.
Location: Front spar.
Access: Panel 291 CL or panel 291 DR
Do this check if the LOW PRESS light will not come on or is on
continuously:
- Trip and tag the circuit breaker for the applicable fire
extinguisher bottle
- Gain access to the applicable bottle on the wing front spar.
- Perform a continuity check of the bottle TCPS.
- If there is no continuity: - Tape and stow the connector and
close up
- Install a placard at the affected
light.
- If there is continuity: - Remove the fire extinguisher bottle
for a weight check and re-install a
serviceable bottle.
- Tape and stow the connector.
- Install a placard at the affected
light.
NOTE: The weight is indicated on the unit.
- Perform a continuity check of the bottle squib after replacement
of the bottle using the test points on the MTP.
- Close the applicable circuit breaker.
01.07.2002 B-9-3-26-1
Rev.: 007
-24-2 Toilet fire extinguishing system
Toilet de-activation procedure.
Location: Cabin
- Empty the toilet waste bin.
- Lock the toilet from the outside.
- Install a sign: INOPERATIVE - DO NOT USE or equivalent on
the toilet door.
NOTE: The toilet may not be used for any purpose.
B-9-3-26-2 01.07.2002
Rev.: 007

-31-1 Elevator feel control system
Fault clear-up procedure of the elevator feel control system.
Location: General switching panel, MTP.
If an elevator feel control failure has occurred during the power-up
of the system, first proceed as follows:
- Make sure electrical power is available.
- Flight control lock lever is set to ON.
- Check the AUTO EL FEEL CTL push button on the general
switching panel is pushed in and the OFF light is not on.
- Switch MTP panel power to ON.
- Set the ELEVATOR FEEL CONTROL toggle switch on the
MTP to TEST and release.
- Check TIP magnetic indicator shows white.
- Wait at least 40 seconds and check TIP magnetic indicator
shows black.
- Switch MTP power OFF.
If the fault cannot be reset, the following has to be accomplished:
Elevator feel control system de-activation procedure.

Location: Rear fuselage; general switching panel.
Access: 311 AB.
- Select the AUTO EL FEEL CTL push button on the general
switching panel to OFF and check that the OFF light
illuminates.
- Pull and tag the applicable circuit breaker.
- Remove the actuator of the elevator feel control assembly in
the rear fuselage.
- Ensure that the cable and connectors are suitably restrained
(e.g. by Tiewraps), and that they cannot interfere with the
mechanism.
- Rig the lever assembly in the dispatch position with a bolt.
01.07.2002 B-9-3-27-1
Rev.: 007
-71-1 Flight Control Lock System

Mechanical interface check.
Location: Rear fuselage, centre wing and ailerons.
Access: 311 AB, 931 AC,535 AB, 635 AB.
- Set the flight control lock lever in the flight deck in the
UNLOCKED position (down).
- Make sure that the power levers can travel unobstructed over
their complete range.
- Make sure that the flight controls are disengaged:
Rudder and elevator

- Open access panel 311 AB
- Visually check that the rudder and elevator flight control locks
are fully retracted, i.e. fully disengaged from the respective
tension regulators.
- Inspect the retraction mechanisms of the lock pins for
irregularities.
- Close access panel.
Ailerons
- Open access panel 931 AC.
- Visually check that the aileron flight control lock is fully
retracted, i.e. fully disengaged from the aileron cross wheel.
- Inspect the retraction mechanism of the lock pin for
irregularities.
Aileron spring tabs

- Open access panel 535 AB and 635 AB.
- Visually check that the two rollers of the pulley and roller
assembly in the spring tab balance levers are held vertically.
- Inspect the pulley and roller assembly for irregularities.
B-9-3-27-2 01.07.2002
Rev.: 007
FUEL SYSTEM ATA 28

-22-2 Fuel pump FAULT indication
Fuel pump operation check.
Location: Collector tank; nacelle.
- Switch no. 1 fuel pump on the affected side on.
- Listen at the pump location if the pump is running.
- Switch no. 1 fuel pump OFF
- Switch no.2 fuel pump on the affected side on.
- Listen at the pump location if the pump is running.
- Switch no. 2 fuel pump OFF.
-22-3 System shutoff SHUT indication
System shutoff valve operation check.
Location: Flight deck; wheel bay.
- Open and tag the circuit breakers for the engine fire
extinguishing system.
- Pull fire handle on the affected side, using override.
CAUTION: DO NOT TURN THE FIRE HANDLE
- Check at the applicable fire shutoff valve installation that the
valve is closed.
- Reset the fire handle.
- Close the circuit breakers.
-22-4 System shutoff flowbar indication
System shutoff valve operation check.
Location: Flight deck
- Open and tag the circuit breakers for the engine fire
extinguishing system.
- - Pull fire handle on the affected side, using override.
CAUTION: DO NOT TURN THE FIRE HANDLE
- - Check whether the system shutoff SHUT light on the fuel
panel comes on.
- - Reset the fire handle
- - Close the circuit breakers.
- - Install a placard.
01.07.2002 B-9-3-28-1
Rev.: 007
-23-1 Crossfeed valve

Fuel crossfeed valve de-activation procedure.
Location: Nacelle.
Access: 431 BB or 441 BB
- Open and tag the appropriate circuit breaker.
- Observe that the position indicator indicates the open position
of the valve. If the valve is in another than the open position,
open the valve manually.
- Remove the electrical connector from the valve.
- Install an appropriate test connector to the electrical
connector. Tape and stow the wiring.
- Close the circuit breaker.
- Verify that the operative valve moves to the open (O) position
if the X-FEED push button is depressed to ON and to the shut
(S) position if X-FEED is switched off.
-23-3 Crossfeed flowbar indication

Fuel crossfeed valve operation check.
Location: Nacelle
Access: 431 BB or 441 BB.
- Observe that the position indicators on the crossfeed valves
indicate the proper position as crossfeed is switched on and
off.
B-9-3-28-2 01.07.2002
Rev.: 007
HYDRAULIC POWER ATA 29

-31-1 Fluid quantity indicating system
Hydraulic oil level check.
Location: LH engine nacelle
Access: Panel 451 BB and/or 451 AT
- Check that the system is depressurized.

- Operate the check switch on the ground service panel
(access 451 BB).
- Check the fluid quantity on the hydraulic fluid quantity indicator
on the ground service panel. The indications must be between
FULL and REFILL.
- Release the check switch.
- In case of doubt or if no indication is available, check the fluid
level on the sight glass of the hydraulic reservoir
(access 451 AT).
- Placard the affected quantity indicator.
01.07.2002 B-9-3-29-1
Rev.: 007
B-9-3-29-2 01.07.2002
Rev.: 007
ICE & RAIN PROTECTION ATA 30

-11-5 Tail de-icing distributor valve heater muffs
Location: Rear fuselage
Access: 391 AL, 392 AR
- Trip the appropriate circuit braker;
- Interrupt the wiring at the splices between the heater(s) and
the thermo switch and between the heater(s) and the ground
stud.
- End cap the power supply wire coming from the thermo
switch.
- Reset a placard in flight deck.
Install a placerd in the flight deck.
-21-3 Propeller blade de-icing boot

Inspection/deactivation of propeller blade de-icing boot.
Location: Propeller
- Check if the primary blade structure is damaged at the position
of the scorch mark.
- Small nicks in the blade surface can remain untreated until a
convenient opportunity occurs for an Araldite fill.
When the surface damage is 1,0 cm2 (0,155 in2) in size or
greater, it is recommended that on wing repair is carried out at the
earliest opportunity.
- At the first suitable maintenance opportunity:
1) Remove spinner.
2) Disconnect the three applicable blade de-icer boot wires from
the terminal block on the backplate.
3) Make use of the cable clamp close to the terminal block to
stow the three wires.
4) Close up.
01.07.2002 B-9-3-30-1
Rev.: 007
-31-1 Pitot heating

Isolation of unheated static ports.
Location: Flight deck; aircraft nose.
- Cap the affected static ports by wrapping with high speed tape
to ensure that the ports are completely covered.
- Add placard(s) as required.
NOTE: Make sure that the drain hole is not covered with high speed
tape.
-31-2 Pitot INOP light

Pitot head heating operating check.
- Switch the applicable pitot heat on.
- Check at the pitot installation that the pitot tube is warming up.
CAUTION: DO NOT LEAVE THE PITOT HEATING ON

LONGER THAN NECESSARY TO PREVENT OVERHEATING
- Switch the Pitot heat off.
-32-2 Vane FAULT light

Vane heating operating check.
- At MTP set STALL TEST switch to TEST and hold switch.
- Push VANE heating switch.
- Check VANE OFF light goes off.
- Check vane is warming up.
- Release STALL TEST switch.
CAUTION: VANE SHELL BECOME EXTREMELY HOT IF
THE VANE HEATING IS SELECTED ON FOR A
LONG PERIOD OF TIME.
- Push VANE heating switch.
- Check VANE OFF light comes on.
B-9-3-30-2 01.07.2002
Rev.: 007
INDICATING & RECORDING ATA 31

-31-1 Flight data recording
FLT REC FAULT light.
Check to ensure that the Flight Data Recorder is operative.
Location: MTP and flight deck.
On the pedestal:
- set the LH fuel lever to OPEN.
On the MTP:
- make sure the DFDR FAULT OFF annunciator, and the
DFDAU FAULT OFF annunciator are BLACK.
-51-2 ALERT SYS CHAN FAIL light

Check to ensure that both IAU channels are operative.
Location: Front fuselage.
Access: Radio rack.
Examine CHAN STATUS A B led display on the IAU front panel.

If both are operating normally, the display will show alternating 0
and 8 for each channel.
01.07.2002 B-9-3-31-1
Rev.: 007
B-9-3-31-2 01.07.2002
Rev.: 007
LANDING GEAR ATA 32

-31-2 Nose gear isolating valve
Isolating valve de-activation procedure.
Location: Front fuselage
Access: Panel 114 AR
- Put the handle for unlocking the forward nose landing gear
doors in the LOCK position (access 114 AR) and close the
doors by hand.
- Pressurize the hydraulic system by using the electric pump.
- Check that the green light on the landing gear position
indicator in the flight deck comes on and that the nose landing
gear forward doors are flush.
- Close access panel 114 AR.
-42-1 Nose-wheel braking pads

Nose-wheel brake check.
Location: Nose-wheel bay.
- Install the landing gear ground safety pins and open the
forward nose landing gear doors (if applicable).
- Check the nose-wheel braking pads for damage.
- Perform the following tasks if an incorrect interference with the
wheels can be expected:
1. Remove and retain the attaching bolts (8) of the two nose-
wheel braking pads.
2. Remove the nose-wheel braking pads.
3. Re-install and secure the bolts in the nose-wheel bay upper
panel.
For aircraft equipped with a wheel stop assy mounted with the
same bolts as the LH braking pad:
1. Remove and retain the attaching bolts (4) of the RH nose-
wheel braking pad.
2. Remove the RH nose-wheel braking pad.
3. Reinstall and secure bolts in nose-wheel bay upper panel.
4. Remove the damaged part of the LH nose-wheel braking
pad by sawing preferably close to its mounting.
- Close the forward nose landing gear doors.
01.07.2002 B-9-3-32-1
Rev.: 007
-45-1 Anti-skid system

Electrical isolation of the anti-skid system.
Location: flight deck.
Trip and tag the circuit breakers for Anti-skid inboard and Anti-
skid Outboard.
-45-2 A-SKID light on overhead test panel

Skid control test from the skid control box.
Location: RH radio rack.
Access: zone 241.
Perform the system test by operating the test button on the skid
control box in the RH radio rack (access zone 241).
- If the light response is correct, no system failure is detected
and the skid control system is still operative. Placard the skid
control test light on the test panel in the flight deck.
- If the light response is incorrect, refer to item 32-45-1.
B-9-3-32-2 01.07.2002
Rev12
NAVIGATION ATA 34
-11-1 Pitot-static heads
Isolation of inoperative pitot-static heads.
Location: Front fuselage.
Access: Aircraft nose, flight deck.
- Cap the affected pitot-static head(s) by wrapping with high
speed tape to ensure that all pressure ports are covered.
- Switch the heater of the affected pitot head OFF and trip the
circuit breaker.
- Placard as required.
-43-1 TAWS Terrain Awareness Function
Terrain Awareness function failure:

- Perform operational GPWS test, check PASSED.
- Deactivate Terrain Awareness Function, by pushing amber
“TERR” switch to “Terrain INHIB” position.
-46-1 Traffic Collision Avoidance System (TCAS)

Deactivation of Traffic Collision Avoidance System.
Location: Panel P1
Access: N/A
Open, tag and safety the following circuit breaker:
TCAS COMP EPC1 CB 6072A
15.02.2005 airBaltic B-9-3-34-1

Rev.: 012
B-9-3-34-2 airBaltic 15.02.2005

Rev.: 007
PNEUMATIC & BLEED AIR ATA 36

-11-1 Bleed-air supply and control system
Operational check of fresh-air scoops.
Location: Flight deck.
- Pull the handle to release the handle lock pressure.
- Push the button to unlock the handle and move it forward.
- Check that the fresh-air scoops open.
- Install a placard on the air conditioning panel to remind the
flight crew that the bleed-air supply is inoperative.
-11-2 High pressure bleed valve
One or both valve(s) inoperative and closed:
High pressure bleed valve de-activation procedure.
Location: Flight deck; MTP.
Access: -
- Trip the circuit breaker of the affected HP bleed valve.
- Start affected engine(s).
- Set a minimum of 30% TRQ on the affected engine(s).
- Open MTP and switch the panel power on.
- Check if the affected HP bleed valve indicator(s) (row 11) is
(are) black (i.e. valves are closed)
- Shut down the engine(s) and close up.
One valve inoperative (failed in open position)
Blocking procedure high pressure valve ducting.
Location: MTP; engine
Access: Hinged cowl door 415AL (425AL)
- Start affected engine(s).
- Set a minimum of30 per cent TRQ on the affected engine(s).
- Open MTP and switch panel power to ON.
- Check if the affected HP bleed valve indicator(s) (row 11) is
(are) black (i.e. valve is closed)
01.07.2002 B-9-3-36-1
Rev.: 007
- If the affected HP bleed valve indicator is black, continue with
the maintenance procedure for "one or both valve(s)
inoperative and closed".
- If the affected HP bleed valve indicator is white, continue with
the blocking procedure of bleed air ducting.
- Shut down the engine(s) and close up.
- Switch the panel power to OFF and close MTP.
1. Open, tag and safety these circuit breakers:
CONTROL START POWER LH EPC2 CB0332A
(CONTROL START POWER RH) (EPC2)
(CB0333A)
2. Put the access platform in position.
3. Open the hinged cowl door 415AL (425AL).
4. Remove and keep the -V- clamp which attaches the bleed air
ducting to the inlet of the high pressure valve.
5. Remove and keep the -E- seal.
6. Use or manufacture a plate of corrosion resistant steel with a
thickness of 2 mm and a diameter of 48.5 mm. (Corrosion
resistant steel Fokker material code TH 5.141)
7. Position this plate together with the -E- seal you kept at step
5 between the inlet of the high pressure bleed valve and the
bleed air ducting.
8. Install the -V- clamp you kept at step 14 and torque the nuts
of the -V- clamp 7.8 to 9.5 Nm (70 to 85 lbs.in).
9. Remove all tools, materials and equipment from the area.
Make sure the area is clean.
10. Close the hinged cowl door 415AL (425AL).
11. Remove the access platform.
12. Remove the safety tags and close these circuit breakers:
CONTROL START POWER LH EPC2 CB0332A
(CONTROL START POWER LH) (EPC2) (CB0333A)
B-9-3-36-2 01.07.2002
Rev.: 007
DOORS ATA 52
-10-1 Passenger door actuator
- Remove and keep panel 812BL.
- Put special tool p/n F5106-308-401, together with a 3/8"
cranking handle, in place on the door actuator.
- Slowly lift the door with two persons while simultaneously the
cables will be kept tight by turning the door actuator.
- After the door is closed, lock the door.
- Remove the special tool and temporarily stow in the landing
gear ground lock box.
- Fit panel 812 BL.
After the door actuator system is repaired and working
satisfactory again put the special tool in its original place (refer to
Service Bulletin F50-52-010).
01.07.2002 B-9-3-52-1
Rev.: 007
B-9-3-52-2 01.07.2002
Rev.: 007
WINDOWS ATA 56
-10-2 Sliding Windows

Demisting shield removal Procedure.
Location: Flight deck.
- Carefully pull away the demisting shield along the edges.
- Remove the remaining glue stains with a suitable cleaning
agent.
01.07.2002 B-9-3-56-1
Rev.: 007
B-9-3-56-2 01.07.2002
Rev.: 007
PROPELLERS ATA 61
-23-1 Feathering pump
Trip and tag the 50 Amp circuit breaker of the affected feathering
pump; the circuit breaker is located on the left-hand side of the
flight deck entrance. This is CB 0162A if the LH feathering pump
is inoperative, and CB 0171 A if the RH feathering pump is
inoperative.
-23-2 Feather pump ON light

Feather pump operation check.
Location: flight deck.
- Move the applicable fuel lever to OPEN.
- Activate the FEATHER PUMP TEST switch on the MTP.
- Check that the propeller blades are moving.
- Close the fuel lever.
01.07.2002 B-9-3-61-1
Rev.: 007
B-9-3-61-2 01.07.2002
Rev.: 007
POWER PLANT ATA 71

-63-1 Oil cooler door actuating system
Securing of door.
Access: Bottom cowling.
- If door failed in fully open position:
- Open and tag appropriate circuit breaker.
- If door failed in intermediate or closed position:
A. For aircraft having 2 connecting rod assemblies:

- Remove the actuator.
- Tape and stow connector.
- Open oil cooler door.
- Lock wire door in open position.
- Check that door is properly secured.
B. For aircraft having one door actuating lever.

- Remove the actuator.
- Tape and stow connector.
- Open oil cooler door.
- Install a retaining bar/rod (distance between centre of
attachment holes 170 mm) in place of the actuator.
01.07.2002 B-9-3-71-1
Rev.: 007
B-9-3-71-2 01.07.2002
Rev.: 007
IGNITION ATA 74
-00-1 Ignition
Ignition system 1 operation check.
Location: Flight deck; engine.
If an engine will not start following a normal start procedure and
the ignition system is suspected:
1. Do an operational check of ignition system 1 as follows:
- Trip and tag the circuit breaker for the starting power
control 0331 A (EPC2 D16).
- Open the cowling door on the RH side of the applicable
engine.
- Set the applicable fuel lever in the START position.
- Depress the ignition push button to ON.
- Listen at igniter 1 (RH side of the engine) if ignition
system 1 functions.
- Check the igniter lead to be sure that sparks do not
originate from the lead.
- If no sound is heard, system 1 is inoperative.
- Set the applicable fuel lever in the SHUT position.
- Depress the IGNITION push button to OFF.
WARNINGS: 1. DO NOT TOUCH THE HIGH-TENSION LEADS OR
THE IGNITER PLUGS FOR AT LEAST ONE
MINUTE AFTER THE APPLICABLE CIRCUIT
BREAKERS HAVE BEEN OPENED. THE
ELECTRICAL DISCHARGE OF THE HIGH-
ENERGY UNIT IS DANGEROUS AND CAN KILL.
2. DO NOT TOUCH THE OUTPUT CONNECTORS
OR COUPLING UNITS WITH BARE HANDS. USE
INSULATED TOOLS TO REMOVE THE CABLE
COUPLING NUTS.
2. Prior to the following steps trip and tag the circuit breakers for
power ignition 1 and power ignition 2 of the affected engine
and wait for at least one minute before continuing the work.
a. If igniter unit 1 (installed most rearward) is suspected:
- Interchange igniter units 1 and 2.
b. If igniter 1 is suspected:
- Interchange igniters 1 and 2.
01.07.2002 B-9-3-74-1
Rev.: 007
c. If igniter lead 1 is suspected:
- Losen the clamps which support igniter leads 1 and 2.
- Interchange the igniter lead connections to the igniter
units
(i.e.install igniter lead 1 to igniter unit 2 and igniter lead
2 to igniter unit 1).
- Re-arrange igniter leads 1 and 2 in such a way that they
do not interfere with their surroundings and fasten the
clamps which support them.
3. After step 2a, 2b, or 2c, reset the circuit breakers for power
ignition 1 and power ignition 2 of the affected engine.
4. Do an operational check of ignition system 1 (refer to step 2).
5. If ignition system 1 is operative: close up. If ignition system 1
does not function:
Try another step 2a, 2b, or 2c.
6. Install a placard on the flight deck that ignition system 2 of
applicable engine is inoperative.
7. Reset the circuit breaker for the starting power control 0331A
(EPC2 D16).
B-9-3-74-2 01.07.2002
OM – Part B Survival and Emergency Equipment Fokker 50
Rev.: 014
TABLE OF CONTENTS
Contents
Chapter Page
10 SURVIVAL AND EMERGENCY EQUIPMENT
10.1 Emergency Equipment Location and Quantity 1
10.1.1 YL-BAR 1
10.1.2 YL-BAS,BAT 2
10.1.3 YL-BAU,BAW, BAZ 3
10.1.4 SE-LJI 4
10.1.5 YL-BAO, BAV
10.2 Emergency Exits 1
10.3 Emergency Lighting 1
10.4 Emergency Locator Transmitter 1
10.5 Instructions for use of Emergency Equipment 1
10.5.1 General 1
10.5.2 Flight Deck 1
10.5.3 Life Vests 2
10.5.4 Flight Crew Oxygen System 3
10.5.5 Portable Fire Extinguishers 6
10.5.6 Escape Ropes 7
10.5.7 Sill Raiser 8
30.01.2006 B-10-TOC1
Fokker 50 Survival and Emergency Equipment OM – Part B
Rev.: 014
B-10-TOC2 30.01.2006
Rev.: 014
10.1 EMERGENCY EQUIPMENT
LOCATION AND QUANTITY
10.1.1 YL-BAR
LOCATION EQUIPMENT QUANTITY
Smoke hood 1
Life Vests 3
Smoke Goggles 3
Oxygen Masks 3
FLIGHT DECK Emergency Flashlights 2
Fire Extinguisher 1
Fire Protection Gloves 1
Crash Axe 1
Crew Jacket 3
Sill Raisers Exit Front R/H 2
Life Vest 1
Emergency Flashlight 1
FWD VESTIBULE
Flashlight 1
EXIT FRONT R/H
BCF Fire Extinguisher 1
C/C FRONT SEAT
Crew Jacket 1
Protection Gloves 1
Smoke hood 1
Adult Life Vest 3
Infant Life Vest 3
FWD Portable Oxygen Bottle 2
PASSENGER CABIN Oxygen Mask 2
Child Belt 3
Extension Belt 3
UNDER PAX SEATS Life Vests 46
Smoke hood 1
First Aid Kit 1
AFT
PASSENGER CABIN
Water Fire Extinguisher 1
Portable Oxygen Bottle 2
Oxygen Mask 2
LH LAST ROW Hazardous Infection Kit 1
Life Vest 1
REAR VESTIBULE
Flashlight 1
AFT C/C SEAT
Crew Jacket 1
Sill Raisers L/H Exit AFT 2
30.01.2006 B-10.1-1
Rev.: 014
10.1.2 YL-BAS, -BAT
Smoke hood 1
Life Vests 3
Smoke Goggles 3
Oxygen Masks 3
Fire Extinguisher 1
Crash Axe 1
Crew Jacket 3
Life Vest 1
FWD VESTIBULE
Flashlight 1
EXIT FRONT R/H
C/C FRONT SEAT
Crew Jacket 1
Protection Gloves 1
Smoke hood 1
Adult Life Vest 3
Infant Life Vest 3
First Aid Kit 1
FWD
PASSENGER CABIN
Oxygen Mask 4
Child Belt 3
Extension Belt 3
Sill Raisers 2
Smoke hood 1
AFT
PASSENGER CABIN
Water Fire Extinguisher 1
Oxygen Mask 4
LH LAST ROW Hazardous Infection Kit 1
Life Vest 1
REAR VESTIBULE Emergency Flashlight 1
AFT C/C SEAT Flashlight 1
Crew Jacket 1
B-10.1-2 30.01.2006
Rev.: 014
10.1.3 YL-BAU, BAW, BAZ
Smoke hood 1
Life Vests 3
Smoke Goggles 3
Oxygen Masks 3
Crash Axe 1
Crew Jacket 3
Life Vest 1
FWD VESTIBULE
Flashlight 1
EXIT FRONT R/H
C/C FRONT SEAT
Crew Jacket 1
Protection Gloves 1
Smoke hood 1
Adult Life Vest 3
Infant Life Vest 3
First Aid Kit 1
FWD Portable Oxygen Bottle (120L) 1
PASSENGER CABIN Portable Oxygen Bottle (310L) 1
Oxygen Mask 4
Child Belt 3
Extension Belt 3
AFT OVERHEAD
Smoke hood 1
BIN
First Aid Kit 1
BEHIND SEAT 15AB
Oxygen Masks 2
SEAT POCKET 12C Protective Gloves 1
AFT LH FLOOR-LEVEL
Hazardous Infection Kit
BIN 1
Life Vest 1
REAR VESTIBULE
Flashlight 1
AFT C/C SEAT
Crew Jacket 1
Sill Raisers L/H Exit AFT 2
30.01.2006 B-10.1-3
Rev.: 014
10.1.4 SE-LJI
Crew Life Vest 3
Crew Jacket 3
Oxygen Mask 3
Smoke Goggles 3
Emergency Rope 2
FLIGHT DECK Emergency Flashlight 2
Halon Fire Extinguisher 1
Smoke Hood 1
Fire Proof Gloves 1
Crash Axe 1
Observer Safety Card 1
Crew Life Vest 1
Smoke Hood 1
Fire Proof Gloves 1
C/C SEAT FWD
Crew Jacket 1
Cockpit Door Lock Key 1
Emergency Checklist 1
Headset Microphone 1
LH PAX STAIRS Halon Fire Extinguisher 1
RH ENTRANCE FWD Sill Raisers 2
Lavatory Door Lock Key 1
LH SMALL LOCKER PAX Warning Card Set 1
FWD Cabin Log 1
CCH (C/C Handbook) 1
Infant Life Vest 3
Adult life Vest 3
Infant Belt 6
LH OVERHEAD BIN FWD Portable Oxygen 120L 2
Oxygen Mask 4
Dangerous Goods Kit 1
Demo Bag 1
Halon Fire Extinguishers 1
Smoke Hood 1
RH BEHIND LAST ROW Fire Proof Gloves 1
AFT Fire Bag 1
Portable Oxygen 310L 1
Oxygen Mask 2
Sill Raisers 2
LH PAX CABIN AFT
Hazardous Infection Kit 1
Crew Life Vest 1
Crew Jacket 1
C/C SEAT AFT First Aid Kit 1
Emergency Light Switch 1
Emergency Checklist 1
Announcement Set 2
B-10.1-4 30.01.2006
Rev.: 014
10.1.5 YL-BAO, BAV
CREW LIFE VEST 3
CREW JACKET 3
OXYGEN MASK 3
SMOKE GOGGLES 3
EMERGENCY ROPE 2
FLIGHT DECK EM. FLASHLIGHT 2
HALON FIRE EXTINGUISHER 1
SMOKE HOOD 1
FIRE PROOF GLOVES 1
CRASH AXE 1
OBSERVER SAFETY CARD 1
CREW LIFE VEST 1
EM. FLASHLIGHT 1
FLASHLIGHT 1
C/C SEAT FWD
SMOKE HOOD 1
CREW JACKET 1
PERSONAL LOC. BEACON 1
LH PAX STAIRS HALON FIRE EXTINGUISHER 1
RH ENTRANCE FWD SILL RAISERS 2
LAVATORY DOOR LOCK KEY 1
LH SMALL LOCKER FWD FIRE PROOF GLOVES 1
EMERGENCY CHECKLIST 1
INFANT LIFE VEST 3
ADULT LIFE VEST 3
INFANT BELT 6
PORTABLE OXYGEN 120L 1
LH OVERHEAD BIN FWD
OXYGEN MASK 4
DANGEROUS GOODS KIT 1
DEMO BAG 1
SMOKE HOOD 1
C/C HANDBOOK 1
PAX WORNING CARDS 1
LH OVERHEAD BIN AFT
EMERGENCY CHECKLIST 1
CABIN LOG 1
ANNOUNCEMENT BOOK 2
HALON FIRE EXTINGUISHER 1
RH BEHIND LAST ROW AFT FIRE PROOF GLOVES 1
FIRE BAG 1
SILL RAISERS 2
LH PAX CABIN AFT
OXYGEN MASK 2
HAZARDOUS INFECTION KIT 1
C/C SEAT AFT CREW LIFE VEST 1
EMERGENCY FLASHLIGHT 1
FLASHLIGHT 1
CREW JACKET 1
FIRST AID KIT 1
30.01.2006 B-10.1-5
Rev.: 014
EM. LIGHT SWITCH 1
ALL PASSENGER SEATS LIFE VEST 50
SAFETY CARD 50
B-10.1-6 30.01.2006
OM – Part B Emergency Exits Fokker 50
Rev.: 007
10.2 EMERGENCY EXITS

Description and operation
1. Flight Deck Sliding Windows

The sliding windows serve as emergency exits for the pilots. Two
escape ropes are stowed in the flight deck ceiling; one above each
sliding window.
2. Flight Deck Door

The flight deck door has a combined latch lock; the door can be locked
from the cabin side with a key and from the flight deck side with a
locking knop. If jammed, the door can be kicked open from the flight
deck side. A red, hatched placard indicates the aiming point.
If the observer seat obstructs the passage in an emergency, the seat-
back can be reclined flat and the whole assembly folded down.
3. Cabin Doors
The aircraft is fitted with four doors which serve as emergency exits:
- A passenger door on the forward LH side.
- A cargo door on the forward RH side.
- A cargo door on the aft RH side.
- A galley service door on the aft LH side.
01.07.2002 B-10.2-1
Fokker 50 Emergency Exits OM – Part B
Rev.: 007
B-10.2-2 01.07.2002
OM – Part B Emergency Lighting Fokker 50
Rev.: 007
10.3 EMERGENCY LIGHTING

General
The emergency lights consist of 7 emergency lights, 4 in the cabin ceiling,
1 in the entrance, 1 in the toilet and 1 in the flight deck.
6 exit signs are installed in the front and the rear of the cabin and near
each exit door.
Floor proximity emergency lights are incorporated in the cabin floor. 4
exterior lights are positioned on the outside near the exits.
The emergency lighting comes on automatically when normal electrical
power supply fails, provided the emergency light switch in the flight deck
is in the armed position.
The emergency lights can also be manually switched on from the flight
deck or by the guarded emergency light switch at the aft attendant panel
Cabin Light Selection

To improve vision during take-off and landing in dark conditions:
Ceiling light................. OFF
Side panel light.............ON
Entrance light, Pantry light and luggage compartment Front light must be
selected OFF.
01.07.2002 B-10.3-1
Fokker 50 Emergency Lighting OM – Part B
Rev.: 007
B-10.3-2 01.07.2002
OM – Part B Emergency Locator Transmitter Fokker 50
Rev.: 014
10.4 EMERGENCY LOCATOR

TRANSMITTERS (ELT)
10.4.1 A/C: YL-BAR, BAS, BAT, BAU, BAW, and BAZ
General
Fokker’s build-in ELT is deactivated (see A/C tech log’s briefing card) due
to lack of 406MHz signal and the following ELT is installed (see picture).
The ELT facilitates search and rescue in case of a crash landing. Working
independent of the aircraft batteries it can be activated manually or
automatically on impact, transmitting a distress signal on 121.5 and 243
MHz aeronautical distress frequencies and transmitting a digital 406 MHz
signal to COSPAS/SARSAT system’s satellites.
It is located in the forward right hand overhead bin in cabin and can
be removed from the aircraft, if the case dictates so.
The self-contained battery has a minimum capacity of 48 hours
transmission.
If the decision is taken to activate ELT, then follow Manual activation
procedure, see bellow.
Automatic activation
The acceleration sensor has detected an impact. The beacon starts to
transmit automatically. The indicator light (10) is flashing and the aural
sound is present.
Manual activation
Remove the beacon from its bracket assy.
Check that antenna is connected to ANT (11) fitting.
Place the AUTO/OFF/ON switch (9) to ON.
30.01.2006 B-10.4-1
Fokker 50 Emergency Locator Transmitter OM – Part B
Rev.: 014
The beacon starts to transmit in 150 seconds. The indicator light is flashing
and the aural sound is present.
On ground, place the beacon upright in an obstacle free area
On water, allow the beacon to float attached by the lanyard.
CAUTION: To prevent unnecessary search and rescue actions, shut

down the beacon (place the AUTO/OFF/ON switch (9) to
OFF) immediately and inform ATC, if the ELT has been
switched on inadvertently.
10.4.2 A/C: SE-LJI

General
Waterproof, crash resistant, operateing independent of the aircraft
batteries (min 48 hours), the ELT facilitates search and rescue in
case of a crash landing. It activates automatically on impact (+5 or -
7G), transmitting on 121.5 / 243 MHz and on 406 MHz to
COSPAS/SARSAT satellites. It is located in the dorsal fin, and it is
NOT removable from the aircraft. Remote control of the ELT is
possible by a guarded ON-AUTO pushbutton and TEST/RESET
switch on the overhead panel in cockpit.
Automatic activation
For normal operation, the ELT switch in cockpit shall be guarded in AUTO
position. The ELT will then activate automatically upon impact.
Manual activation
The ELT can be purposely activated by setting the ELT pushbutton in
cockpit to ON.
Deactivation
Set the ELT pushbutton to AUTO position. Push momentarily the ELT’s
spring-loaded TEST/RESET switch.
NOTE: To prevent unnecessary search and rescue actions, inform
ATC immediately if the ELT has been switched on
inadvertently.
Activation
Indicator
ON/AUTO
pushbutton TEST/RESET
(guarded) Switch
B-10.4-2 30.01.2006
OM – Part B Emergency Locator Transmitter Fokker 50
Rev.: 014
10.4.3 A/C: YL-BAO, BAV
Portable multi function Personal Locator Beacon (PLB)
PLB is attached to panel next to forward CA’s seat and it has its own power
supply. The PLB transmits on 121,5/243/406 MHz.
Automatic operation
No means of automatic activation provided
Manual operation
It is necessary to slide the power switch to ON or pull the lanyard to activate
the PBL. In addition 121.5/243 MHz transceiver provided to communicate
with rescuers (range 3-5 miles).
1. Power switch. Place ON to activate the PLB.

2. Beacon Active indicator flashes to indicate transmitting.
3. PRESS TO TALK key. Allows responding to rescuers once the
signal is received by build in transceiver.
4. HI/LO volume switch.
5. Telescopic antenna. Used to ensure best propagation.
7. Microphone, loudspeaker.
30.01.2006 B-10.4-3
Fokker 50 Emergency Locator Transmitter OM – Part B
Rev.: 014
B-10.4-4 30.01.2006
OM - Part B Survival and Emergency Equipment Fokker 50
Rev.: 014
10.5 INSTRUCTION FOR USE OF

EMERGENCY EQUIPMENT
10.5.1 General
The aircraft is equipped with fire-fighting, oxygen, first aid, emergency
evacuation and emergency lightning equipment. All these items are placed
throughout the cabin, readily available for use in case of emergency.
The emergency lightning system provides aircraft illumination, when all
other electrical power sources have failed.
10.5.2 Flight deck

Each flight crew member’s station is provided with a Life Vest, smoke
goggles, torch, and quick-donning oxygen mask supplied with gaseous
oxygen from the main oxygen system storage bottle.
A smoke hood is stowed behind the Captain’s seat.
A fire axe is stowed on the RH side of Flight deck entrance.
Sliding Window
There are two sliding windows
located in the flight deck each side
of the aircraft Each window is
equipped with escape rope
located above the window.
Cockpit sliding windows can be
used as a secondary evacuation
routes from aircraft in emergency
situation. The primary exits are
emergency exits located in cabin.
30.01.2006 B-10.5-1
Fokker 50 Survival and Emergency Equipment OM - Part B
Rev.: 014
10.5.3 Life Vests
Crew Life Vests

The Crew Life Vest is two chamber configuration Life Vest equipped with:
Two (2) CO2 inflation cylinders, inflation/deflation tubes (2), battery
powered water activated light (duration: 12 hours), and easy, single strap
donning, quick fit buckle.
To inflate the jacket, pull the red knob or beads hanging from the operating
head of the CO2 bottle sharply down; if the bottle fails to fully inflate the Life
Vest, use the mouth inflation tube.
When the tapes are pulled firmly around the body, plastic plugs are
removed from survival light battery: when the battery is immersed in water
it will commence producing an electrical current, and the light will come on.
Crew Life Vest Adult life vest
B-10.5-2 30.01.2006
Rev.: 014
10.5.4 Flight Crew Oxygen System

The flight deck oxygen system is a gaseous, diluter demand system with
individual masks and regulators for each flight deck crewmember. Next to
each mask is a pair of smoke goggles to prevent intrusion of smoke.
The oxygen bottle is located next to the first officer’s seat, and it is
equipped with
ON-OFF valve located on the top of the bottle.
30.01.2006 B-10.5-3
Rev.: 014
Cabin oxygen system
The Fokker-50 aircraft is not equipped with drop out oxygen masks.
There are 4 portable 120L oxygen bottles with masks located in cabin.
A portable oxygen unit comprises a portable oxygen bottle and one or
Two oxygen masks are attached/connected to the bottle.
Portable oxygen bottles with 120l oxygen capacity are used.
Each bottle is equipped with:

Pressure reducers (Red and Blue)
A pressure indicator
An ON-OFF valve
Two outlets for oxygen mask connection
The bottles outlets are marked as- 4-LPM and- 2-LPM,or HI and LO.
Portable oxygen bottles with masks (POBs)
The 120 l bottle is intended for dispensing first aid oxygen. The bottle has
two constant flow outlets, 4L/min and 2L/min; also called HI and LO.
The 4L/min outlet is used for first aid, and the 2L/min outlet to give
supplemental oxygen.
Operation:
- Check bottle pressure;
- Connect mask;
- Turn valve fully open;
- Check flow by squeezing reservoir bag and secure bottle;
- Put mask on;
- Ask the passenger to breathe normally.
Min. pressure for take off: 1500 psi

Min. pressure for use: 50 psi
Normal: 1800 psi
B-10.5-4 30.01.2006
Rev.: 014
Smoke Hoods (PBE)

Puritan-Bennet Aero Systems Co. (PBE)
Description
Protective breathing smoke hoods are provided for use by the flight crew
and cabin attendants in a flame or smoke laden atmosphere. The smoke
hood is constructed from flame and heat retardent material. It has an
integral speech transmitter and a manually activated self-generating
oxygen supply, adequate for approximately 15 minutes breathing.
Operating Instructions
Fit smoke hood

(a) Remove container from stowage position.
(b) Break container seal, open container and remove vacuum foil.
(c) Remove hood container and pull hood harness over the head. The
head harness is not adjusted.
(d) Operate the chemical oxygen generator by pulling the lanyard.
(e) If required secure tapes around the waist.
NOTE: The duration of the breathing system is a minimum of 15 minutes.
Smoke Hood (PBE)
30.01.2006 B-10.5-5
Rev.: 014
Dräger Smoke Hood (PBE)

General information:
Smoke Hood OXYCREW is a self-contained Protective Breathing
Equipment (PBE) for use on aircraft board by the flight and cabin crew in
the scenario of smoke, in-flight fire. The independence of a portable
(chemical oxygen) breathing system offers maximum freedom to combat
smaller fires on board.
The smoke hood (OXYCREW) consist of heat protecting hood with a
closed-circuit breathing system which compromises a chemical oxygen
generator and an oral-nasal mask with integrated speech transmitter. All of
which are stored in a vacuum package and box.
Start-up:
The smoke hood is equipped with a starter cartridge, which supplies
oxygen for about 1 min immediately and independent of respiration as soon
as the user activates the starter cartridge. During the commencement of
respiration the carbon dioxide used with the smoke hood is a highly
reactive substance for producing oxygen through the duration of use within
few exhalations into mask.
Communication:
The wearer of the smoke hood can communicate with an unprotected
person at a distance of 4 m. Intercom and megaphone also can be used.
This is made possible by a speech transmitter, which is fitted to the mask.
Vision:
To provide a large field of vision to the user the design of the hood includes
a large visor. Additional ventilation tube prevents the visor and glasses
from fogging. The hood ventilation provides a small over-pressure in the
hood to avoid harmful smoke entering the hood.
Duration:
The duration is a minimum of
20 min, according to the 2.6
workload profile. If necessary, it
is possible to restart an already
doffed unit. 2-3 exhalations into
the breathing mask commence
the re-activation.
End of use:
The use of the smoke hood can
be terminated any time within
duration time by doffing the
hood. After doffing the
generation of oxygen will slow
down rapidly. The end of duration is recognizable by increasing breathing
B-10.5-6 30.01.2006
Rev.: 014
resistance, visor misting and hood collapsing.
CHECK:
Presence.
Seal at the locking clamp without damages.
Box is closed not damaged and the indicator is yellow and not broken.
4.6
4.6
2.1 Serviceability 2.4 Handle 4.1 Hood 4.4 Breathing bag

indicator protection
2.2 Box 2.5 Box 4.2 Neck seal 4.5 Belt
2.3 Locking clamp 2.6 Seal 4.3 Opening for 4.6 Lanyard for
the neck activation
OPERATION:
Open the locking clamp.
Open the box.
Take the OXYCREW out of its box.
The OXYCREW is stowed in a sealed bag, which has to be opened by the
red tear strap of the bag. After opening the bag, the folded OXYCREW has
to be pulled out, unfolded and donned.
Don the OXYCREW.
- Put both hands into the hood and widen the elastic bands and the
neck seal with the back of your hands.
- Pull the hood over your head from behind. Keep your hands
between head and elastic straps until the mask covers your mouth
and nose.
- Pull down the lanyard to activate the starter candle.
- Fasten the equipment around your hip with the belt that has been
attached to the breathing bag protection.
Check the fit of the inner mask.
Move the mask until a suitable position has been found.
End of the operating time.
30.01.2006 B-10.5-7
Rev.: 014
- Increased inspiration resistance.
- The anti-suffocation valve opens and the user inhales the air from
hood.
- Go to safe place and take off the equipment.
Hood
Visor
Straps
Inner Mask (hard shell)
Speech Transmitter
Anti-suffocation Valve
Relief Valve in the Hood
Neck seal
Visor ventilation
Fold Tube (breathing house)
Belt
KO2 Cartridge
Breathing Bag
Starter
Relief Valve
Body Belt
B-10.5-8 30.01.2006
Rev.: 014
CAUTION:
The neck seal must not be damaged when putting on the mask. Be
careful with sharp objects.
Plait-like hairstyles and neck-places must not be placed in the sealing
area they have to be positioned above the neck seal.
Avoid physical effort. With a lower respiration frequency the OXYCREW
protection will last longer.
During the operation the air will be warmed up. This is due to chemical
reaction.
A slightly salty or dusty taste may occur which may derive from particles in
the cartridge and which will not impair the performance of the
OXYCREW.
30.01.2006 B-10.5-9
Rev.: 014
10.5.5 Portable Fire Extinguishers

A portable fire extinguisher is attached to the wall behind the Captain’s
seat.
Operation - remove the extinguisher from its mounting, release safety
catch and press (squeeze) the handle.
HALON Fire extinguisher (RED)

Contains bromohloridi fluorometane
chemical liquid.
Used for all classes of fire.
Fire fighting distance- 1-3 m.
WATER – Glycol Extinguisher

Contains 1,3l water with antifreeze
For “ A” class type fires only
Fire fighting distance 1-2 m.
B-10.5-10 30.01.2006
Rev.: 014
10.5.6 Escape Ropes

Two escape ropes are installed to assist flight crew emergency evacuation.
Each is located in an ESCAPE ROPE – PULL stowage installed in the flight
deck, immediately above each window-exit.
Each rope is anchored to the airframe. Hand hold knots are located along
the rope to facilitate climbing down the fuselage side.
Operation
Before deployment, ensure that the appropriate window-exit is fully open

and latched back. Open the stowage and deploy the escape rope.
Escape rope storage
30.01.2006 B-10.5-11
Rev.: 014
10.5.7 Sill Raisers

Sill raisers should be installed during planned ditching only to prevent from
rapid water entrance.
B-10.5-12 30.01.2006
OM – Part B Emergency Evacuation Procedures Fokker 50
Rev.: 007
TABLE OF CONTENTS
11 EMERGENCY PROCEDURES 1
11.1 General 1
11.1.1 Types of Emergency Situations 2
11.1.2 Preferred Use of Exits 2
11.2 Duties Of All Crew Members 1

11.2.1 General 1
11.2.2 After Landing / Ditching 3
11.2.3 After Evacuation 4
11.2.4 Authority of the Commander 5
11.3 Orders at Emergency Situation 1
11.4 Cabin Preparation for Emergency Situation 1

11.4.1 Passenger Behaviour 1
11.4.2 Emergency Exit Seating 1
11.4.3 Brace Positions 2
11.5 Emergency Landing 1

11.5.1 Planned Emergency Landing 1
11.5.2 Planned Ditching 2
11.5.3 Before Landing / Ditching 2
11.5.4 Unprepared Landing / Ditching 3
01.07.2002 B-11-TOC 1
Fokker 50 Emergency Evacuation Procedures OM – Part B
Rev.: 007
B-11-TOC 2 01.07.2002
Rev.: 007
11 EMERGENCY EVACUATION
PROCEDURES
11.1 GENERAL
This section outlines both general and specified emergency procedures for
Flight crews on all aircraft operated by airBaltic.
The procedures are of vital importance and were developed as a result of
valuable knowledge obtained from actual emergencies. They minimise
motion, reduce injuries, and save lives.
No one set of procedures can be written to cover all emergencies, and
emergency landings are never the same. Each crewmember is trained in
emergency procedures and should be responsible for assessing conditions
and acting accordingly. Swift and intelligent action is based on the Flight
crews knowledge of cabin safety procedures and use of emergency
equipment. The ability to think clearly and operate calmly requires
knowledge of what to do. There is no substitute for good judgement and
common sense.
Emergency situations are relatively infrequent but since they happen
quickly there is no time for reading directions on equipment or reviewing
the manual. If the Flight crews know procedures and apply them with
intelligent thought and quick action in a calm, authoritative manner,
chances for survival for all passengers onboard are greatly increased. Your
appearance, attitude, and degree of outward composure before, during,
and after an emergency is of extreme importance in averting passenger
anxiety and/or panic.
01.07.2002 B-11.1-1
Rev.: 007
11.1.1 Types of Emergency Situations

Emergency situations that may necessitate evacuations have been divided
into two categories:
Planned: Commander tells the crew the nature of the emergency.

The crew has time to clearly and positively brief passengers on the
situation and what the passengers are expected to do for their own
safety and that of their fellow travellers.
Unplanned: Situation happens during taxi, take-off, or landing. The

crew has no time to co-ordinate a course of action with the
Commander. Cabin Crew Members cannot count on the pilots for
instructions and assistance in passenger evacuation. Remember: 80
% of emergency landings are unplanned!
11.1.2 Preferred Use of Exits

Availability of various exits will differ from one situation to another.
Crewmembers on the scene must make the decision as to which exists will
be the most preferable under the prevailing circumstances. If ditching, use
rear exits only on crew command.
B-11.1-2 01.07.2002
Rev.: 010
11.2 DUTIES OF ALL CREW MEMBERS

Emergency evacuation procedures (Duties of all crewmembers and the
Handling of the passengers in the event of forced landing, ditching or other
emergency):
11.2.1 General
This emergency evacuation instruction explains the vital actions which
have to be taken in connection with take-off, landing, emergency landing
on land or on water (ditching), taxiing or when stationary on the apron, e.g.
during refuelling, as well as unprepared evacuation and whenever a
situation with risk of fire occurs.
Since it is a well-established fact that it is the unexpected emergencies that
cause most of the injuries to passengers and crew, it is of utmost
importance that the crewmembers know the evacuation duties by heart.
The Commander shall give a clear order when he wants the aircraft
evacuated and should always order such an evacuation if doubts exist
regarding the presence of a fire.
However, if no order is received from the flight deck (pilots might be
injured) and the necessity of an immediate evacuation is evident, the Cabin
Crew shall initiate the evacuation and proceed in accordance with the
instruction in the CAH.
The safety of the occupants depends on crash protection, evacuation and,
in the case of ditching or landing in remote areas on survival. The most
important duties of the crew will therefore be:
- To provide the best possible crash protection for all passengers.
- To have the passengers well prepared for a quick evacuation.
- To execute a quick evacuation of the passengers.
- To assist the passengers as required after the evacuation.
NOTE. Whenever smoke, fire or other abnormal conditions are observed, the
Commander must be informed immediately.
(a) Initiate Evacuation (in an emergency) - The Commander must be
consulted prior to executing any evacuation; however, an evacuation
may be initiated by a Cabin Crew Member if his/her judgement so
dictates (i.e., in case of fire, serious structural damage, or no
response from cockpit, ditching).
01.02.2004 B-11.2-1
Rev.: 010
(b) Assess Conditions - Try to ascertain what type of emergency you are
having and what exits may or may not be usable. It is important to
consider the possibility that the aircraft will shift after landing.
Continue to assess conditions throughout the evacuation, both inside
and outside the aircraft. It may be necessary to temporarily halt an
evacuation, if passengers are piling up outside, to give assistants
time to get these people away. Also, an exit that is initially usable
may become unusable as the evacuation proceeds (i.e., shift in wind
direction with fire evacuation or shifting of aircraft after landing due to
gravity).
(c) Activate Exit - Check for fire/obstructions before opening exit.
activate the exit, and call passengers in your direction.
(d) Evacuation Commands - Try to use positive commands. These are
easier to understand and - easier to accept, psychologically.
It is advantageous to use a cadenced voice to shout commands.
This will prevent the otherwise natural tendency of the voice to rise
and thereby connote panic. Do not touch passengers during an
evacuation. Touching passengers as they leave causes each
passenger to pause for your "permission to go" and delays the
evacuation.
GET PASSENGERS OUT ANY WAY YOU CAN! If a passenger
should freeze in the doorway, get passengers behind to help by
buckling knees of first passenger, etc.
(e) Incapacitated Passengers - Passengers who would difficulty
evacuating an A/C in an emergency should be seated as near as
possible to floor level exists but not in an emergency exit row.
(f) Unusable Exits - You must do two things in case of unusable exit:
(g) Redirect, and tell why you are redirecting. This will avoid confusion
and facilitate the evacuation. FOR EXAMPLE; "GO BACK, FIRE!",
“EXIT BLOCCED!”.
(h) Redirect Passengers - When only a few passengers are left at your
exit, look around to determine if you should redirect passengers from
another exit to your exit. When making this judgement, take into
consideration the time it takes to get their attention and to tell them
what you want them to do and the time it takes for them to move to
your exit. It may be quicker for them to remain at their exit.
B-11.2-2 01.02.2004
Rev.: 010
(i) Crew Evacuation.

For obvious reasons, pilots should also know the other members
duties. Normally, but not necessarily, the Commander will initiate the
evacuation. Stop the aircraft if not already stopped by itself, and set
parking brakes. When aircraft is parked Commander calls -'SHUT
DOWN ENGINES', -EVACUATION CHECKLIST, then both pilots
should perform their check items, independent of each other. It is
essential to have the engines shut down prior the evacuation starts,
therefore that vital item should be included in call. In windy
conditions and if fire outside the fuselage consider aliening the
aircraft into the wind to keep flames away from both the fuselage and
fuel vents.
11.2.2 After Landing/Ditching
Commander:
Perform duties according to emergency checklist.
EMERGENCY EVACUATION:
(a) If emergency evacuation is not necessary, inform through the PA
system:
"REMAIN SEATED".
(b) Order evacuation of the aircraft.
(c) Proceed to the cabin area, bring the axe if necessary.
(d) Assume command.
(e) Direct and assist the passengers in evacuation as condition
dictates.
(f) Check that all passengers have been evacuated.
(g) Provide first aid, arrange for passenger comfort.
Co-pilot:
Perform duties according to emergency checklist. EMERGENCY
EVACUATION • Bring the fire extinguisher if necessary and evacuate
through forward Emergency exit if possible. If suitable, evacuate through
the windows using escape rope and assist the passenger evacuation on
the light side of the aircraft and direct the passengers away from the
aircraft.
01.02.2004 B-11.2-3
Rev.: 010
11.2.3 After evacuation

Duties:
(a) Assemble passengers a safe distance away from aircraft. (Allow
no smoking)
(b) Make a head count of all passengers and crew members.
(c) Render all possible first aid.
(d) Post a guard to make sure no mail, baggage, or parts of the
aircraft are disturbed.
(e) Make sure airBaltic authorities are notified and remain available to
answer questions.
(f) Make no comment to the press. Refer them to the staff of Public
and Governmental Affairs Department.
(g) Report of Emergency - The crew must file a report within 24 hours
of the emergency.
The report should include, as a minimum:

− Time crew boarded aircraft.
− Equipment checked.
− Narrative report of every leg flown.
− Time when Cabin Crew Member first noticed emergency.
− Steps taken by Cabin Crew Member to prepare for emergency.
− Actual evacuation.
− Passenger reaction.
− Everything done for passengers by Cabin Crew Member until
released by the CAA or the Company.
− In general, everything should be included from the time the crew
boarded the aircraft until the time they were released. The report must
be given to the Chief pilot.
B-11.2-4 01.02.2004
Rev.: 010
11.2.4 Authority of Commander

Chain of Command:
- Commander
- First Officer
- Cabin Crew Member #1
During all phases of flight, the Commander is ultimately responsible for the
entire conduct of the flight, the passengers, the crew, and the ground
personnel. In the event that the Commander becomes incapacitated or is
absent, the First Officer will succeed in command.
1. The Commander of an aircraft is directly responsible for, and is the

final authority as to the operation of that aircraft.
2. In an emergency requiring immediate action, the Commander has
the authority as to the operation of that aircraft.
3. Any potential or actual emergency situation should be immediately

brought to the attention of the Commander.
NOTE: If your Commander instructs you to perform your duties by what you
believe to be in conflict with Company Policies/Procedures, you may
respectfully bring this to his attention but must abide by his instructions. If his
instructions remain unchanged, you shall submit the incident in writing to your
Chief -Pilot and Chief Cabin Attendant.
01.02.2004 B-11.2-5
Rev.: 010
B-11.2-6 01.02.2004
Rev.: 007
11.3 ORDERS AT EMERGENCY

PERFORMED
FROM TO ORDER
THROUGH
Cockpit Cabin P/A System or ‘’CABIN ATTENDANT TO
Crew 3 HI/LOW chimes COCKPIT ’’
Cockpit Cabin Flashing with ‘’BRACE,BRACE”

Crew “ Fasten Seat Belt”
sign repeatedly
Cabin Cabin Shouting ‘’BEND OVER , HEAD

Crew DOWN’’
Cockpit Cabin P/A System “EVACUATE, EVACUATE ‘’

Crew or
“REMAIN SEATED, REMAIN
SEATED’’
Cabin Cabin Shouting “ OPEN SEAT BELTS”

Crew If unplanned ditching- “PUT
ON YOUR LIFE VEST”
“OPEN EXITS”
“ COME THIS WAY”
“ GET OUT’’, “ JUMP”
( when exit unusable - “ EXIT
BLOCKED” “ GO THAT
WAY”)
01.07.2002 B-11.3-1
Rev.: 007
B-11.3-2 01.07.2002
Rev.: 007
11.4 CABIN PREPARATION FOR

EMERGENCY SITUATION
11.4.1 Passenger Behaviour
It is difficult to predict how passengers will respond to an emergency
situation. The following are a few guidelines:
Two types of behaviour problems in emergency situation:
Panic - Passengers run about with no direction, literally stampeding to find
a way out
Shock - Passangers are traumatised by what is happening: they refuse to
believe it and just sit quietly in their seats.
NOTE: The Cabin Crew Member can halt both these behaviour patterns, or
prevent them in the first place, with immediate and direct leadership.
Passenger will follow good direction. They're waiting to be told what to do
and will usually follow instructions they can understand. Your instructions
must be simple and clear.
Passengers who have responsibilities beyond themselves usually cope
better than those with only themselves to worry about. You function
because you have work to do, and it is with passengers. Involve them.
Have them look after each other and other passengers who need more
help.
11.4.2 Emergency Exit Seating

During boarding, and throughout your flight, do not allow the following to be
seated in the Emergency Exit:
− Passengers with handicaps that would interfere with the ability
to open the exit quickly or move through the exit quickly.
− Women / men with infants or children
− Prisoners
− Deportees
− Seat baggage
01.07.2002 B-11.4-1
Rev.: 007
11.4.3 Brace Positions

Brace positions are intended to give passengers some protection against
neck and spinal injuries during sudden deceleration. Brace positions should
be used any time there is the remotest possibility of sudden stops, or loss
of directional control during an emergency landing.
Cabin Crew
Check to be sure all passengers can get in a brace position. Cabin Crew
should demonstrate the brace position so passengers can see him/her
Passengers will assume the brace position approximately one minute
before Impact, upon hearing the brace signal and the command from the
Cabin Crew to "brace.1' The brace signal will be initiated by the
Commander
Passengers should remain in the "brace" position during and after landing
a. Forward Facing Passenger Seat With a Seat Immediately in Front

Instruct passengers to:
- Place feet flat on floor;
- Cross your wrists and place them on the seat back in front of you;
- Lean forward, rest your forehead on your wrists.
b. Forward Facing Passenger Seat With No Seat in Front

Instruct passengers to
- Place feet flat on floor;
- Bend over with your face in your lap;
- Clasp your elbows under your knees.
c. Small Children
A child large enough to be securely belted in a seat can use the
standard brace position with an adult seated next to them Have the
parent put one hand on the child's back, to be sure the child does not sit
up at the time of impact, and the other arm on the seat back in front with
the head resting on arm. Coats or other soft items can be padded
behind them to take up the slack of the seat belt
B-11.4-2 01.07.2002
Rev.: 007
d. Infants
The safest place for an infant to be is in an approved child restraint. If
this is not possible, give instructions as follows
- Instruct the passenger to wrap the infant in padding
- Hold the infant with arm bracing its back and head
- Place horizontally across your body
- Lean forward
e. Pregnant Women
Have pregnant women fasten seat belt tight and as low as possible
across their hips.
f. Aft Cabin Crew Jump Seat

- Sit well back in seat, rest head back and firmly against headrest
- Sit on hands, palms up, feet flat on floor
g. Forward Cabin Crew Jump Seat

- Place feet flat on floor
- Blend over with your face in your lap
- Clasp your elbows under you knees
01.07.2002 B-11.4-3
Rev.: 007
B-11.4-4 01.07.2002
Rev.: 014
11.5 EMERGENCY LANDING

11.5.1 Planned emergency landing
The Cabin Crew co-ordinates with the Commander to determine the details
of the emergency and any special instructions, such as signal for when to
assume impact position. If time is limited, condense your activities as
necessary to accomplish the more important items first and quickly. If more
extensive time is available, it is advisable to accomplish the briefing and
preparations in steps. This will enable you to make more frequent contact
with each passenger and to give them something to do periodically. Verbal
contacts exert a great influence during emergencies. However, you must
keep yourself under complete control and act and speak decisively in a
clear, calm tone of voice.
In providing initial information to passengers, they should be given general
information, such as the nature of the emergency, the system you will use in
issuing further instructions, the possibility of rearrangement of passengers
in order to properly seat assistants, and the type of landing expected.
Speak to passengers in calm, reassuring tone.
In a planned emergency the nine steps to remember are:
1. Crew Co-ordination.
During or immediately after the declaration of an emergency the Commander or
selected Cockpit Crew Member will inform C/C. Urgent call from cockpit to C/C by 3
Hi/Low chimes or by using the P/A system “CABIN CREWMEMBER TO COCKPIT”
means:
Cabin Crew Member to call the Flight Deck immediately for instructions.
The Commander advises Cabin Crew Member of an emergency:
T - Type of emergency
E - Exits to be used
S - Signal to brace/Signal to evacuate
T - Time to prepare
Synchronise watches
Repeat information back
2. Passenger briefing.
3. Passenger relocation.
4. Able-body person briefing.
5. Describe 'Brace position'.
30.01.2006 B-11.5-1
Rev.: 014
6. Inform ' Brace signal'.
7. Secure cabin and galley.
8. Report to Commander.
9. Cabin Crew preparation.
11.5.2 Planned Ditching

Prepare as for other emergency landings.
Have the Cabin Crew instruct each passenger on use of life vest.
Life vests are located under each passenger seat.
Cabin Crew life vests are located at the Cabin Crew station.
Extra life vests can be used if necessary.
CAUTION: DO NOT INFLATE LIFE VEST UNTIL CLEAR OF AIRCRAFT.
DO NOT open any exits or leave seat until aircraft has come to a
COMPLETE STOP.
NOTE: When the aircraft contacts the water, there will be two or more distinct
shocks felt. The second shock is usually the most severe. Caution the
passengers not to get up or release their seat belts after the first shock is felt.
They may be easily fooled into thinking that the aircraft has stopped when it is
actually still moving at great speed and the most severe impact is yet to be felt.
PREPARE YOURSELF - ALSO REMEMBER: The passengers will be
depending on you to help them to safety after the aircraft is stopped. You
must see to it that you are available when needed.
11.5.3 Before Landing/Ditching

Commander:
(a) Give command for crew to prepare for emergency
landing/ditching: "Emergency Station", and order distress
message to be sent.
(b) Set course for most logical point of landing under existing
circumstances.
(c) Put on the life vest if ditching.
(d) Emergency light - ON.
(e) Give signal "BRACE BRACE BRACE" 60 seconds before
touchdown or by flashing the SEAT BELT sign. if PA is
inoperative.
Co-pilot:
(a) Send distress message (MAY DAY) and send Position, Course,
Type of trouble, Intentions and assistance need.
B-11.5-2 30.01.2006
Rev.: 014
(b) Activate the ELT by moving the remote switch to on.
(c) Activate Transponder code 7700.
(d) Put on the life vest if ditching.
(e) Secure and stow loose objects in the cockpit, check the cockpit
to cabin door position as directed by Commander.
(f) Prepare to take over the Commanders duties.
Observer:
(a) Perform duties assigned by the Commander.
(b) Put on the life vest if ditching.
(c) Take seat in the cabin prior to landing, if possible.
Cabin Crew:
Perform duties according to CCH.
11.5.4 Unprepared Landing/Ditching

Commander:
Advise Cabin Crew and issue necessary orders.
Direct qualified deadheading crewmembers and /or observers as you deem
necessary to occupy available seat in cabin and assist in later action.
Determine with Cabin Crew signal for the following if necessary:
Signal indicating that a landing is imminent and the passengers and Cabin
Crew should assume the BRACE position. (Flashing cabin signs 1min
before impact if PA is inoperative.)
Signal that the evacuation should begin or not, and possible what Cabin
Crew do if this signal cannot be given.
If possible, avoid landing until emergency equipment and crew are standing
by.
Advice cabin to brace for impact 1min before impact.
In case of fire, position of aircraft to provide the greatest number of fire free
exits if possible
NOTE: Cockpit crew should be alert to signal Cabin Crew and
passengers by PA system, voice or other means to commence
evacuation or remain seated after landing when these
preparations have been, made. If evacuation has been started,
shut down all engines.
Cabin Crew:
30.01.2006 B-11.5-3
Rev.: 014
Upon impact (if you are faced with an unplanned emergency and have not
had an opportunity to brief passengers):
Remain in your jump seat; take appropriate brace position and
SHOUT: "BEND OVER, HEAD DOWN".
B-11.5-4 30.01.2006
OM – Part B Aircraft Systems Fokker 50
Rev.: 007
12 AIRCRAFT SYSTEMS
For a complete description of aeroplane systems, related controls and
indications refer to the Aircraft Operations Manual. This manual is prepared
for the Flight Crew and contains information and instruction for operating
Fokker 50 aircraft.
01.07.2002 B-12-1
Fokker 50 Aircraft Systems OM – Part B
Rev.: 007
B-12-2 01.07.2002

AirBaltic OMB F50

Uploaded by

Copyright:

Available Formats

AirBaltic OMB F50

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

AirBaltic OMB F50

Uploaded by

Copyright:

Available Formats

OM – Part B Contents Fokker 50

OPERATING 5. FLIGHT PLANNING

Chapter Contents Page

Administration and Control of Operations

0.2 List of Effective Pages 1

0.3 Revision Index 1

0.4 Distribution List 1

0.5 Aircraft General 1

0.6 Units of Measurement and Conversion Tables 1

0.7 Abbreviations and Definitions 1

0.8 Highlights of Revision 1

0.9 Manufacturers Temporary Revisions

INTENTIONALLY LEFT BLANK

0.1.4 The common language

0.1.5 Operations Manuals to be carried

0.1.6 Structure of the Manual

0.1.7 Amendments and Revisions

0.1.8 Revision System

0.1.9 Statement of Approval

0.1.10 The role of Authority

INTENTIONALLY LEFT BLANK

0.2 LIST OF EFFECTIVE PAGES

0.3 REVISION INDEX

INTENTIONALLY LEFT BLANK

0.4 DISTRIBUTION LIST

INTENTIONALLY LEFT BLANK

0.5 AIRCRAFT GENERAL

WINGS AND TAIL SECTION

Ice and Rain Protection

Antennas and Lights

Electric, Hydraulic, and Pneumatic Power

Three View Drawing with Dimensions

Ventilation and Heating

Passenger Door Stairway

Location: Next to the passanger door on the outside of the fuselage.

Location: Next to the passanger door on the outside of the fuselage.

Aircraft Lighting systems

Flight Deck Lighting

The system includes standby and emergency lights. An emergency-lights

Light Controls and Indicators

Light Controls and Indicators (cont.)

Light Controls and Indicators (cont.)

INTENTIONALLY LEFT BLANK

0.6 Units of Measurement

Weights and dimensions are given in SI (metric) units.

Weight: kilograms (kg)

Area: square meters ( m2 )

Volume: cubic meters ( m3 )

Liquid: liters (L)

Load: in kilograms per square meter (kg/m2)

Density: kilograms per liter (kg/l)

Weight pounds (lb) 0.4536 kilograms

Length inches (in) 0.0254 meter (m)

Area square feet (ft2 ) 0.0929 square meters (m2)

Volume cubic feet (ft3) 0.0283 cubic meters (m3)

Moment pounds-inches (lb in) 0.0115 kilogram meters(kg m)

Load pounds per square 4.8826 kilograms per square

Units of measurements and their abreviations

0.7 Abbreviations and Definitions

0.8 HIGHLIGHTS OF REVISION