Sop p180 Avanti II

P 180 AVANTI II WINDJET 1 of 2
STANDARD OPERATING
PROCEDURES ED 01 REV 00
R.R.
S.O.P. MAY 10 MAY 10
P 180 AVANTI II SOP RECORD OF REVISION

(First Issue 09/2009)
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P 180 AVANTI II SOP RECORD OF TEMPORARY

REVISION
(First Issue 09/2009)
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P 180 AVANTI II SOP

LIST OF EFFECTIVE PAGES
Section Page Issue Revision

Record of Revision 1 15/MAY/10
Record of Revision 2 15/MAY/10
Record of Temporary Revisions 1 15/MAY/10
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STANDARD OPERATING
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STANDARD OPERATING
PREAMBLE
PREAMBLE
The following contains expanded information on normal procedures.

SOP consists of inspections, preparations and normal procedures.
All items on a procedure are listed in a sequence that follows standardized scan of cockpit
panel, to ensure that all actions are performed the most efficient way. Procedures assume that
all systems are operating normally, and that all automatic functions are normally used.
NORMAL CHECK LIST

Normal Check List is NOT a DO LIST. Crew should have performed actions or checks before
going to read the Check List and only then call for normal checklist. PNF should not start
reading a checklist if not so required by PF.
After completing a given procedure crew uses related normal CL to ascertain that they have
checked the safety points. All Normal CL are called by PF and read by PNF.
CM that reads the CL should announce completion of the CL. Example LANDING CL
COMPLETED. Normal Check List is CHALLENGE/RESPONSE TYPE and not SILENT. The only
silent Check List is the AFTER LANDING Check List.
Responding CM responds to challenge only after having checked the correct configuration. If
configuration does not agree with check list response he must correct it before answering. If
corrective action is not possible, he modifies response in order to reflect actual situation.
Challenger cross checks validity of response before proceeding further ahead.
CROSS COCKPIT COMMUNICATIONS

Cross cockpit communication is vital for a multi pilot crew. Any doubt must be addressed,
questions must be asked. Whenever a CM makes any adjustment or changes to any information
or equipment on the flight deck, he must clearly advise the other CM, and obtain a confirmation.
This includes any FMS modification, changes in Speed or Mach, tuning of navigation aids, and
the selection of all systems.
Crew must use headsets from engine start up to FL 100 and from FL 100 until a/c is parked if
not otherwise required.
GOLDEN RULES
Fly, Navigate, Communicate
One head-up at all times .
Use the correct level of automation for the task.
STERILE COCKPIT RULES

Below 10000 ft any non essential conversation within the cockpit and between the cabin and the
cockpit should be avoided. Adherence to this policy facilitates effective crew communications.
STANDARD OPERATING
PREAMBLE
USE OF FLIGHT MANAGEMENT SYSTEM, FLIGHT CONTROL PANEL AND SYSTEMS

SWITCHES
FMS entries should not distract crew from the general flight conduct and duties. The PF must
monitor the FMS performance using raw data from the navigation aids available. The PF must
be able to revert to raw data navigation at any time. Constant attention: is the a/c flying as
expected now? What is the a/c expected to fly next?
If A/P is ON PF will perform selections on the FGP. He will also select frequencies and radials,
both on left and right side of instrument panel, and make simple selections on FMS above 10000
ft. If workload is high or during late stages of descent, PF should delegate PNF approach
preparation duties. If the A/P is OFF and the F/D is used PF will ask PNF to select intended
modes and targets on FGP except turning the A/P on.
PNF will handle all systems actions, normal and abnormal, under command or control of PF,
except those that are hard to reach on other CM side.
ARMED and ENGAGED MODES are showed on PFDs. Crew must monitor the engaged/armed
modes on PFD and announce any changes. Crew must check on PFD after any selection on FGP.
A/P use is recommended from 200ft after takeoff down to a late state of the approach but not
below 200ft for CAT I approaches and 100ft for CAT2. A/P may be used in most failure cases. In
case of engine failure disengage the A/P pushing the MSW button and accomplish the engine
securing procedure. Following the engine securing aileron and rudder trim should be manually
re-adjusted and A/P may be re-engaged. When PF flies the A/C using F/D he must obey to F/D
orders; F/D bar must be always centred to fly according to selected modes and targets. If PF
does not wish to fly the F/D orders both CM must delete F/D symbols. During final approach
following a Visual or Non precision approach both F/D bars should be deselected.
TECHNICAL CONDITIONS OF THE AIRCRAFT

Check Tech-log (QTB) and HIL.
WEATHER BRIEFING & NOTAMS

Crew will get a complete weather briefing including actual and expected weather conditions for
takeoff, climb out, cruise, landing and fly to alternates, significant weather en route, winds and
temperature, and forecast for en route alternates.
Weather can affect the choice of routing and/or of the flight level. Crew must consider also the
possibility of contaminated runways, ISA deviation, en route icing conditions and the possibility
of holding due to weather to destination.
NOTAMS
Crew must examine NOTAMs for any information that can affect the entire flight, such us
unserviceable navaids, availability of runways and services.
To prevent risk of projection of debris towards the trimmable horizontal stabilizer and the
elevator, IT IS NOT RECOMMENDED TO TAKE OFF FROM RUNWAYS IN BAD CONDITIONS
(loose surface, under repair, covered with debris, etc).
STANDARD OPERATING
PREAMBLE
FLIGHT PLAN & OPERATIONAL REQUIREMENTS

Crew must check:
1) ATC FPLN is correctly filed;

2) ATC FPLN agrees with fuel available for the flight;
3) Estimated load figures and Maximum Allowable Take Off Weight.
OPTIMUM FLIGHT LEVEL

Crew should choose a FL that is as close to the optimum as possible.
OFP (Operator Flight Plan) CHECK

Crew must check OFP for correct fuel figures, and to do this, refer to POH Section 5,
performance, flight planning.
As a rule of thumb fuel consumption should not exceed 800 LBS for the first flight hour, 600 LBS
for the second, 500 LBS from the third on.
Workload related to flight permitting and at high altitude only. OFP and Journey Flight Log
should be filled and completed in each section by the PNF, and required fuel checks must be
performed.
STABILIZED APPROACH
An approach is defined stabilized when the airplane intercepts and captures the FAF in landing
configuration at Vapp, before commencing the descent towards MDA.
Recommended for Non Precision Approach and LVO (low visibility operations).
DECELERATED APPROACH
An approach is defined decelerated when the airplane is configured during final approach.
Select progressively, Gear Down, Flaps MID Flaps DN, to achieve stabilization at Vapp by 1000
ft AGL.
FUEL TRANSPORTATION
Crew must check the policy covering the tankering of fuel on sectors where there is a favourable
fuel price differential or operational requirements.
Remember that carrying unnecessary extra fuel increases the fuel consumption for that sector
and therefore reduces the economy of operations. Flying at optimum flight level allows to save
fuel.
REFUELLING
Crew must closely follow correct operations of all systems and correct fuel balance. When
operations terminated verify fuel cap, switches and access doors in place.
LOADING
Crew is responsible for correct aircraft loading and balancing. Baggage in rear baggage
compartment must properly stowed and secured by crewmembers. During this operation
particular attention must be given to the vicinity of the left propeller.
STANDARD OPERATING
EXTERIOR SAFETY
S.O.P. INSPECTION MAY 10 MAY 10
EXTERIOR SAFETY INSPECTION
NOTE: This inspection ensures that the a/c and its surrounding are safe for
operations. On arriving at the a/c, check for obstructions in the vicinity,
engineering activity, refuelling or anything relevant.
WHEEL CHOCKS CHECK IN PLACE
AREA SURROUNDING AIRCRAFT CLEAR

STANDARD OPERATING
PRELIMINARY COCKPIT
S.O.P. PREPARATION MAY 10 MAY 10
PRELIMINARY COCKPIT PREPARATION

Prior to exterior inspection
The airplane should be given a thorough cockpit preparation and walk-around check. To
expedite certain checks, a person in the cockpit may operate certain controls and switches,
which are observed by a ground observer. The cockpit preparation should include a
determination of airplanes operational status, a check that necessary papers are on board and
in order, and a computation of weight and center of gravity limits, take-off and landing
distances and inflight performance. Baggage should be weighed, stowed and tied down.
NOTE: items preceded by asterisk: * are to be tested only on the first flight of the day.
EMERGENCY EQUIPMENT CHECK

Check life vests, smoke goggles, torch light and fire extinguisher is airworthy and properly
stowed. Also check equipment stowed in aft cabinet as reported in emergency equipment list.
EMERGENCY EXIT HANDLE PROPERLY POSITIONED

Handle lock pin - REMOVED (If installed) Ensure that the emergency exit handle is in the correct
position. If installed, ensure that the red flagged emergency exit handle lock pin is removed.
AIRPLANE RECORDS CHECK

Check that necessary papers are on board and in order
*
OXYGEN PRESSURE CHECK
Check the oxygen pressure gauge on the left side of the cockpit to ascertain that there is
sufficient oxygen for the intended flight. (Full service is 1850 PSI at 70 F). Refer to graph
below for other temperatures.
STANDARD OPERATING
PRELIMINARY COCKPIT
*OXYGEN MASKS CHECK AND SET

The pilot/passenger oxygen system control should be in the AUTO-NORMAL position. Check for
oxygen flow to the pilot and copilot oxygen masks by placing masks on face and breathing.
PARKING BRAKE SET LOCKED

Set the parking brake, pressing on the pedals while pulling out and rotating in vertical position
the PARKING BRAKE handle. This also constitutes a check of emergency brakes.
GEAR HANDLE DN
Ensure that the gear selector handle is in the DN position, Check proper position of the
Emergency gear selector.
FLAPS UP
Ensure flaps lever is in the up position to avoid unwanted deployment.
CONTROL LOCKS REMOVE

After entering the cockpit, remove the control locks
FLIGHT CONTROLS CHECK FREE

if installed, and check flight controls for proper movement
CIRCUIT BREAKERS IN
circuit breakers should be in.
STANDARD OPERATING
PRELIMINARY COCKPIT
ELECTRICAL SWITCHES CHECK OFF OR NORMAL POSITION

Check that all electrical switches and bleeds are OFF
STATIC PRESSURE SELECTOR NORMAL

Ensure that the Static Pressure Selector Valve handle, of the alternate static air source, is held
in the normal (STATIC TUBE) position by the spring-clip retainer.
*ENGINE CONTROL LEVER FRICTION ADJUST

Adjust the engine control lever friction.
POWER LEVERS IDLE
CONDITION LEVERS CUT OFF
SEAT BELTS AND NO SMOKING SIGNS ON
BATTERY SWITCH BAT

Turn the battery switch to BAT and check the MFD is on. Select the System Page
on the MFD and check the bus voltage.
BUS VOLTAGE CHECK

Check the bus voltage on MFD systems.
CAUTION
If bus voltage is less than 21.5 VDC, the battery must be serviced or replaced before flight.
If bus voltage is between 21.5 and 23.0 VDC, allow 15 minutes of ground power unit battery
recharging.
If bus voltage is between 23.0 and 23.5 VDC it is recommended to connect the GPU before
engine start.
*CAB DOOR WARNING LIGHT CHECK ON (WITH DOOR OPEN)

With the door open check that the CAB DOOR warning light is illuminated.
The tests of certain system essential to safe operation of the airplane should be performed
selecting the proper function on the SYS TEST panel and momentarily pressing the button
located in the center of the rotary selector switch.
NOTE: reset master warning caution lights after each test
*ENGINE EXCEEDANCE TEST

Set the rotary switch of the SYS TEST panel to ENG EXCEED, press and hold the central
pushbutton: this activates the aural warning associated to the engine torque or ITT warning
threshold exceedance.
STANDARD OPERATING
PRELIMINARY COCKPIT
*BATTERY TEMPERATURE TEST

The battery temperature test is performed selecting ANN on the SYS TEST panel and pressing
the pushbutton located in the center of the selector knob. This activates the illumination of the
amber BAT TEMP, the red BAT OVHT and the red L and R OIL TEMP lights on the annunciator
panel.
The battery temperature is displayed on the MFD System Page; check the battery temperature
value consistency in comparison with the outside air temperature.
*ANNUNCIATOR PANEL TEST

Set the rotary switch of the SYS TEST panel to LAMP, press and hold the central button: this
activates the annunciator panel and the MASTER WARNING/MASTER CAUTION lamps-test and
the cabin door annunciator circuitry. On the annunciator panel all the lights should illuminate
steady while L and R FIRE and CAB DOOR should flash; on the instrument panel the red
MASTER WARNING should flash and the amber MASTER CAUTION should light up steady.
Releasing the button on the rotary switch all the annunciator panel lights will return in the
original condition, while MASTER WARNING/MASTER CAUTION will be reset pressing on the
light itself.
*ENGINE FIRE DETECTOR TEST

Set the rotary switch of the SYS TEST panel to the FIRE DET position and press the test button:
the two red lights on the annunciator panel, labelled L FIRE/R FIRE should start to blink,
together with the L and R ENG FIRE EXT lighted pushbuttons.
*FUEL QUANTITY SYSTEM TEST

Perform the fuel quantity system test selecting on the SYS TEST panel the FUEL QTY position
and pressing the central button. On the annunciator panel the L and R LOW FUEL amber light
should be illuminated up to the end of the test. Check the fuel quantity on the MFD.
FUEL LEVEL CHECKED AND BALANCED

Maximum allowed unbalance is 200lbs.
*GEAR LIGHTS CHECK THREE GREEN AND TEST

The three green landing gear lights should be illuminated. The three red lights GEAR UNSAFE
can be checked setting the switch, on SYS TEST panel, to LDG GR position and pressing the test
button: this will light up the UNSAFE lamps and activate the gear warning horn.
NOTE: Setting the AVIONICS master switch to the COM1 ONLY or ON position is required for
the actuation of the warning horn.
FUEL CROSSFEED VALVE CHECK OFF

Verify fuel crossfeed valve knob off
TRIM SURFACES NEUTRAL

Set the trim surfaces to neutral.
BATTERY SWITCH OFF

Turn the battery switch OFF after these checks.
STANDARD OPERATING
PRELIMINARY COCKPIT
WINDSHIELD AND LATERAL WINDOWS CHECK FOR CLEANLINESS

Verify if the windshield and lateral windows are clean.
STANDARD OPERATING
EXSTERIOR INSPECTION
EXTERIOR INSPECTION
NOTE: Remember that the only person responsible for airplane acceptance is the
designated Commander. The Airplane External Walkaround, before each
flight, is under his direct responsibility, even when the airplane is located at
stations where a technical ground unit exists.
Commander shall personally perform, or will delegate the F/O in performing
the External Walkaround, and report it in the Airplane TLB when out of base.
A complete walk-around check should be performed before each flight. A set pattern should be
established as in following figure, starting at the cabin door and proceeding forward, completely
around the airplane, and terminating upon return to the cabin door.
STANDARD OPERATING
FORWARD WING AND NOSE SECTION
1. Windshield left side - CHECK CONDITION AND CLEANLINESS

Check the condition and cleanliness of the windshield, then proceed along the trailing edge of the
left forward wing trailing edge.
2. Flap CHECK
Visual check the wing, flap and hinges for damage.
3. Static wicks - IN PLACE, CONDITION

Static wicks should be firmly attached and in good condition.
4. Surface - CHECK CONDITION AND CLEANLINESS

Surface should be free of ice, snow, frost, debris or other extraneous substances: particular
attention must be paid on the cleanliness of the top and bottom wing surface in order to achieve
an extended laminar flow.
5. Nose gear CHECK

The nose landing gear should be examined.
The condition of the components of the strut, the gear doors, the gear micro switches etc. should
appear sound, and fittings, attachments, hoses, lines, screws, hinges etc., should be secure.
There should be no sign of hydraulic fluid leakage in the area of strut or in the wheel well.
6. Steering connecting pin - CHECK properly installed

Check if steering connecting pin is properly installed.
7. Tires - CONDITION AND SLIPPAGE

Examine the tires for cuts, bruises, cracks and excessive wear.
8. Gear doors CHECK
9. Chock WHEN AIRCRAFT READY TO START REMOVE

Leave chocks on during all preflight operations. They should be removed before starting engines
and after parking brake has been set.
10. Antenna CHECK

Check the antennas for condition.
11. LH pitot tube CHECK

If the pitot tubes covers have been installed, they must be removed and the pitot head openings
checked and ensured they are clear of any obstruction.
If the pitots and static ports heat operation is to be checked, the battery switch must be turned to
BAT and the corresponding switches, on the ANTI ICE panel to ON: use caution since pitots and
static ports can become very hot.
12. Landing lights door - CHECK CLOSED

The landing light door should be closed.
STANDARD OPERATING
13. Nose radome CHECK

Check the radome for damage.

Surface should be free of ice, snow, frost, debris or other extraneous substances: particular
attention must be paid on the cleanliness of the top and bottom wing surface in order to achieve
an extended laminar flow.
15. OAT sensor CHECK

OAT sensor checked for condition
16. RH pitot tube CHECK

If the pitot tubes covers have been installed, they must be removed and the pitot head openings
checked and ensured they are clear of any obstruction.
If the pitots and static ports heat operation is to be checked, the battery switch must be turned to
BAT and the corresponding switches, on the ANTI ICE panel to ON: use caution since pitots and
static ports can become very hot.
17. Flap CHECK

Visual check the wing, flap and hinges for damage.

19. Ice detector CHECK
20. Antennas CHECK

Check the antennas for condition.
21. Windshield right side - CHECK CONDITION AND CLEANLINESS

Check the condition and cleanliness of the windshield, then proceed along the trailing edge of the
left forward wing trailing edge.
A. FUSELAGE (RIGHT SIDE)
1. General condition CHECK

Check the general condition of the right side of the fuselage.
2. Emergency exit - CHECK LOCKED

The emergency exit window should be secure and flush with the fuselage skin. All side windows
should be clean and without defects.
3. Antennas CHECK
Check the conditions of DME and transponder antennas.
4. Static ports CLEAR

The openings in the static port should be clean and unobstructed.
STANDARD OPERATING
5. Stall warning cone CHECK

The stall warning transducer should be checked for security and freedom of movement.
6. Windows CHECK
7. Landing gear CHECK

The landing gear should be examined with care. Refer to placard for correct servicing instruction
and tire pressure.
The condition of the components of the strut, the gear doors, the brakes, the gear microswitches
etc., should appear sound, and fittings, attachments, hoses, lines, screws, hinges etc. should be
secure. There should be no sign of hydraulic fluid leakage in the wheel well, nor in the area of
strut and brake.
8. Tire - CONDITION AND SLIPPAGE

The tire should be examined for cuts, bruises, cracks and excessive wear.
9. Brake lining wear indicators - CHECK FOR MINIMUM

Check the brake lining wear indicator: they must protrude from their housing.
10. Ventral strobe light CHECK

Check the integrity of the ventral strobe light.
11. Antennas CHECK
12. Chock REMOVE

Remove wheel chock, if employed.
13. Gear doors CHECK

Check gear doors and actuating mechanism for excessive play.
14. Fuel vent CLEAR

Fuel vent, located on the bottom-side of the fuselage should be clear of obstruction.
15. Fuel tank sump DRAIN

Drain the fuel tank sump, operating the relative valve located in the wheel well: it is
recommended, as a general rule, that at each fuel drain, fuel be collected and examined in a clear
container so that it can be visually checked for water and sediment: use the draining tool P/N 80-
909172-801 or equivalent.
16. Fuel vent system - DRAIN (before first flight of the day)
Before the first flight of the day, drain the fuel vent system operating the drain valve through the
hole located on the side of the fuselage close to the gear doors: the outlet is located inside the
wheel well.
17. Battery vent CLEAR

Battery vent outlet should be clear.
STANDARD OPERATING
18. Ground test/refuelling panel TEST

Open the ground test/refuelling panel door and perform the hydraulic and engine oil system
test.
NOTE
If any annunciator light is already illuminated before the test or remains illuminated after the test,
refer to Section 8 of POH Manual.
Turn and hold the momentary GROUND TEST switch to the LAMP position checking the following:
all the four red and the two amber annunciator lights will come on: failed lights should be
replaced and re-tested before flight;
on the airplanes equipped with the upgraded ground test/refuel panel, P/N 727-0439/02
(embodied with Mod. No. 80-0467 or SB No. 80-0194), the L and R ENG OIL annunciator lights
should flash with a rate of 3 Hz (40% on and 60% off) showing the proper operation of the panel
chip detection monitoring circuitry: a simulated chip detection condition is generated allowing the
warning system test.
Turn and hold the momentary GROUND TEST switch to the SYST position checking the following:
L and R ENG OIL, HYD FILTER and, after a few seconds, HYD LEVEL red lights should illuminate
and then extinguish releasing the switch.
CAUTION
On the airplanes equipped with the upgraded ground test/refuel panel, P/N 727-0439/02
(installed with Mod. No. 80-0467 or SB No. 80-0194), a real chip detection condition occurs, in the
related engine oil, if the L ENG OIL or R ENG OIL annunciator light is flashing (3 Hz rate, 40% on
and 60% off) while the GROUND TEST switch is held in the SYST position. Have an immediate
maintenance check as per the applicable Engine Manual.
NOTE
The "Low Engine Oil Level Condition" is automatically displayed by the steady illumination of the
related L or R ENG OIL light, a "Chip Detection Condition", if any, is displayed by the flashing of
the related L or R ENG OIL light only after moving and holding the GROUND TEST switch to the
SYST position.
19. Ground test/refuelling panel door CLOSE

After the test, close the panel door.
20. Single point refuelling port cap - CHECK INSTALLED AND SECURED
Pilot must check that the single point refuelling port cap is installed and properly secured, then
close the single point refuelling access door.
21. Single point refuelling panel door CLOSE
B. RIGHT (LEFT) WING

Check the general condition of the right wing and make the same checks and procedures as
performed on the forward wing.
STANDARD OPERATING
2. Generator cooling intake CHECK

Should be checked for obstruction
3. Air intake and de-ice boot CHECK

If the protective caps were installed in the air inlet and in the exausts openings, they should be
removed. Inlet and exhaust openings should be checked for obstruction.
Check the condition of inlet pneumatic de-icer boots: it should be free from defects and flat
against the inlet cowling
4. Oil cooler intake CHECK

Oil cooler, generator and precooler air inlet should be free of obstructions.
5. Nacelle - CHECK CONDITION

At the nacelle, check the condition of the surface
6. Ice bypass vane CHECK

Check the ice bypass vane for correct alignment and clear of obstruction.
7. Engine oil vent CLEAR

Oil vent, engine fuel pump drain and starter generator pad drain should be clear of obstruction.
8. Engine fuel pump drain - CHECK FOR LEAKAGE
9. Starter generator pad drain - CHECK FOR LEAKAGE
10. Stall strip CHECK

Stall strip on the leading edge and position lights at the tip of the wing should be intact.
11. Position light CHECK

13. Aileron CHECK

Check the aileron gap seal for integrity.
14. Aileron trim tab CHECK

The right aileron includes a trim tab which must be checked for neutral position, proper
movement, excessive free play and security. Tab neutral position corresponds, when the aileron is
aligned with the wing, to a downward setting of approximately 3/8" (10 mm.).
15. Outboard flap and flap track fairings CHECK

Check outboard and inboard flaps for correct alignment and free play: check also the flap track
fairings.
16. Nacelle cowling CHECK

STANDARD OPERATING
Check the rear cowling of the nacelle for integrity. There should be no indication of leakage of
fluid in the area of hub or on the engine nacelle.
17. Fire extinguisher pressure gauge - CHECK (if installed)
Check the pressure of the fire extinguisher bottle: nominal value at 21C (70F) ambient
temperature is 360 25 psig.
18. Air conditioning precooler intake CHECK

Check precooler intake for obstruction
19. Propeller bearing vent CHECK

Propeller bearing vent should be checked for obstruction.
20. Combustion chamber drain - CHECK FOR LEAKAGE
21. Engine exhaust ducts CHECK

Exhaust-stubs should be secure
22. Propeller blades and spinner - CHECK CONDITION AND FREE MOVEMENT
The propeller blades and spinner should be free of cracks, nicks, dents and other defect and
should spin freely.
23. Inboard flap - CHECK
C. REAR FUSELAGE (RIGHT SIDE)

Check the general condition of the fuselage surface.
2. Gravity fuel filler cap - CHECK CLOSED

Check on top of the fuselage if the gravity fuel filler cap is properly closed.
3. Air conditioning intake CLEAR

Verify if the air conditioning air intake and outlet are free from obstructions.
4. Air conditioning outlet CLEAR
5. Ventral fin and Tail cone area CHECK CONDITION

Verify the condition of tail cone and ventral fin.
D. EMPENNAGE
1. Surface - CHECK CONDITION

All surfaces of the empennage should be examined for damage, cleanliness and operational
interference.
2. VHF/NAV antennas CHECK

STANDARD OPERATING
3. Rudder and Rudder trim tab CHECK

Check rudder and rudder trim tab for proper movement and excessive free play.
Tab neutral position corresponds, when the rudder is aligned with the fin, to a deflection to the
right of approximately 3/8" (10 mm.).
4. Static wick - IN PLACE, CONDITION
5. Elevator CHECK
6. Stabilizer position CHECK

Stabilizer position, when longitudinal trim indicator is 0 (neutral), is approximately horizontal and
the reference line, marked on stabilizer is aligned with 0 reference mark on vertical fin.
8. Antennas CHECK
9. Recognition and strobe lights CHECK
E. REAR FUSELAGE (LEFT SIDE)

Check the general condition of the fuselage surface.
2. Ventral fin and Tail cone CHECK CONDITION

Verify the condition of tail cone and ventral fin.
3. Main junction box (baggage comp.) - CHECK circuit breakers IN

Check IN the circuit breakers of the main junction box located inside the baggage compartment.
4. Baggage - SECURED with the restrain net

Ascertain the baggage is properly secured with the prescribed restrain net.
5. Baggage door - LOCK

Lock the baggage door.
Verify if the ground power unit (GPU) receptacle is locked.
F. LEFT WING
Repeat the same checks and procedures as already performed on right wing in the reverse order.
Plus the following check:
1. Ice inspection light - CHECK

Check the ice inspection light on the nacelle for integrity.
STANDARD OPERATING
G. FUSELAGE (LEFT SIDE)
Repeat the same checks and procedures followed during the inspection of the right side of the
forward fuselage.
Check that the battery vent is clear of obstuction.
Check that the entrance door attachments are secure and hinges operational.
Check the oxygen overpressure safety discharge disk indicator. This green disk, when missing or
ruptured, indicates bottle pressure has exceeded about 2800 psi and is empty. This overpressure
system will actuate only under the most adverse circumstances: therefore determine the cause of
the overpressure, and replenish oxygen before flight.
H. FURTHER CHECKS
Before the first flight of the day it is required that the fuel filters are drained, while the fuel
firewall shutoff valves and the crossfeed valve are checked for proper operation.
Ensure that the condition levers are set to CUT OFF.
Set the battery switch to the BAT position.
The fuel firewall shutoff valves are tested moving the corresponding switch (L or R FW VALVE)
from CLOSE to OPEN position.
The transit amber lights (L and R F/W V INTRAN) shall illuminate momentarily, while the position
amber lights (L and R F/W V CLSD) shall turn off. After the test has been performed check the
fuel firewall shutoff valves are set to OPEN position.
The crossfeed system is tested turning the crossfeed knob either left or right.
The transit amber light (XFEED INTRAN) should momentarily illuminate and the position amber
light (FUEL XFEED) should be on.
Set the knob to OFF position: again the transit light (XFEED INTRAN) should illuminate
momentarily, while the position light (FUEL XFEED) should be off.
WARNING
Take off is not authorized if during the tests of fuel firewall valves and crossfeed valve the
corresponding INTRAN lights remain illuminated.
The fuel filters are located at the bottom of each nacelle, close to the ice vane by-pass opening.
Draining operation requires that the battery and both fuel pumps are switched on: for this reason
the draining is accomplished at this step of the preflight check, in order to save the battery power
and to leave the airplane unguarded, with electrical power ON, for a minimum time.
Before finishing the ground check, and if a night flight is anticipated, ensure that all exterior lights
are operational: for this check the battery switch should be positioned to BAT and the various
systems tested one at a time.
After completed the above checks switch OFF the battery.
Check the ground in the area of the airplane for evidence of fuel, oil, or operating fluid leakage.
STANDARD OPERATING
PRELIMINARY COCKPIT
PRELIMINARY COCKPIT PREPARATION (CONTINUED)

Following exterior inspection
NOTE: Normally on the ground PF is CM1. At commanders discretion CM2 is allowed to the
duties of PF. Power levers during takeoff, after initial spool up performed by CM2, are handled by
commander except when CM1 is first officer and receiving training for upgrading.
Switches that are located to the extreme left or right of the instrument panel will be handled
respectively by CM1 and CM2 and crosschecked by other crew.
During the start sequence PF will handle all actions related. At engines started he/she will make a
complete flow from left to right and down to FMS starting.
Rotary and system tests should be performed by PF, if not uncomfortable.
EXTERIORS COVERS REMOVED

Check they are on board and stowed
SEATS ADJUST
RUDDER PEDAL ADJUST
AUDIO SWITCHING PANEL NORM
LOUDSPEAKER SET
IF GPU IS CONNECTED CONTINUE WITH COCKPIT PREPARATION
AVIONICS MASTER SWITCH COM1 ONLY IF ENGINE START UP

CLEARANCE IS REQUIRED
NOTE: If engine start up clearance requires prolonged time, battery
charge can be saved switching the MASTER switch from NORMAL to BUS DISC.
Select NORMAL just before engine start.
BATTERY SWITCH BAT
EPU TEST AND ARM

Perform the Emergency Power Unit test.
The EPU DRAIN caution light should be ON (EPU switch set to OFF). Set the
EPU switch to the TEST position and hold for at least 5 seconds: check that the
EPU DRAIN light is OFF while holding the switch in the TEST position.
Set the EPU switch to ARM: check the EPU DRAIN amber light is OFF
FUEL QUANTITY CHECK
PRELIMINARY COCKPIT PREPARATION IS NOW COMPLETE. PREPARE TO START.

STANDARD OPERATING
BEFORE START
BEFORE START
CHOCKS REMOVED
PASSENGER BRIEFING COMPLETE

Passengers should be briefed on the use and position of seat belts, emergency exits, emergency
oxygen and life vests and emergency equipment.
PASSENGER BRIEFING COMPLETE
ENTRANCE DOOR SECURE HANDLES AND CHECK

INDICATORS
The entrance door should be secured and all occupants seated. When all occupants are boarded,
the pilot should check that the cabin door is properly closed and latched. The lower door support
cables should be held in position, if necessary, so that they will not interfere with the closing of
the door.
Insert the locking pin in the lower door handle and ensure the correct alignment of the two
overcentre indicators, observing through the inspection windows. Close the upper passenger door
rotating the handle anticlockwise then clockwise to the STOW position and secure the
handle with the spring loaded guard. Ensure the correct alignment of the two overcentre
indicators and of the pin position indicator, observing through the inspection windows.
WARNING
Assurance that the door is locked is by correct alignment of all visual
indicator marks. Also check annunciator cabin door light extinguished.
BAG DOOR + CAB DOOR WARN. LIGHTS CHECK OFF
ANTI COLLISION GROUND

Anticollision should be set to ground immediately before starting engine, when all stairs and
bridges are removed from a/c and all passengers and cargo doors are closed, to warn ground
personnel that a/c is ready to start engines.
NAV LIGHTS ON
PARKING BRAKE CHECK LOCKED
PF will call the BEFORE START CHECK-LIST; PNF will read it and challenge CM1.
BEFORE START CHECKLIST COMPLETE
STANDARD OPERATING
ENGINE START
ENGINE START
Communication with ground crew has to be established only visually, use ICAO standard hand
signals, making reference to LIDO General Part, [Rules and Regulation].
If ground crew not available both crewmembers check opposite side cabin windows to verify
propeller area clear, as well as engine intake through respective windshield side.
WARNING
During ground operation with engine at low NG, depending on ambient temperature and/or
altitude, check ITT and advance condition lever to maintain ITT under 750C.
First engine start may be made using either the aircraft battery or the ground power unit. GPU
start is made with the battery switch set to BAT.
CAUTION
Whenever the gas generator fails to light up within 10 sec. after moving the condition lever, shut
fuel off by retarding the condition lever and setting the starter switch to OFF. Allow a 30 sec. fuel
draining period followed by a 15 sec. dry motoring run before attempting another start.
If, for any reason, a starting attempt is discontinued, allow the engine to come to a complete stop
and then accomplish a dry motoring run.
*FUEL PUMPS AND SHUT OFF VALVES CHECK AND SET

Fuel pumps and shut off valves should be checked for proper operation. Open both Shut off
valves. Set right pump switch to STBY position: amber R FUEL PRESS light should be off and
amber R FUEL PUMP light should be on: set the switch to MAIN position, both lights should be off.
FUEL PUMP MAIN
START SWITCH START

CM1 starts time when start is selected.
WHEN ENGINE SPEED REACHES 13%
CONDITION LEVERS GROUND IDLE

CM2 starts time. Engine temperature ITT must not exceed a maximum of 1000C for more than 5
seconds. Observe NG and oil pressure rise; at about 40% NG, the engine start switch will
automatically disengage.
NOTE
At first starting of the day a starting cycle time exceeding 30 seconds may be observed on some
engines. In this event, an alternate ground starting procedure is suggested, rearranging the
above steps as follows:
Set the start switch to START; when engine speed reaches 13% NG advance the condition lever
to FLIGHT IDLE.
Engine temperature ITT must not exceed a maximum of 1000C for more than 5 seconds;
observe NG and oil pressure rise; at about 40% NG, the engine start switch will automatically
disengage.
Retard the condition lever to GROUND IDLE.
STANDARD OPERATING
ENGINE START
With the engine at ground idle setting, the following indications should be read on the MFD:
engine temperature (ITT) 750C maximum, oil pressure minimum 60 psi, oil temperature
110C maximum, engine speed 54% NG minimum, propeller speed 900 RPM minimum.
GPU DISCONNECT
Check EXT POWER indication on MFD extinguished and check voltage has decreased to battery
only level. Confirm with the ground crew it is positioned safely away from aircraft.
Turn ON the generator: the corresponding amber light on the annunciator panel will extinguish.
Check for a positive ammeter reading and a voltmeter of 27.5 to 28 volts on MFD.
GENERATOR ON
HYDRAULIC PUMP SWITCH HYD

Observe a reading of about 1000 PSI; check off the amber HYD PRESS light on the annunciator
panel.
ENGINE DRY RUN (MOTORING)

To perform an engine dry run, set the power lever to IDLE and condition lever to CUT OFF; pull
out the ignition breaker (IGN SYS). Fuel pump switch should be set to OFF. Turn the start switch
to START and after 15 seconds to OFF. Observe the starter operating limits set forth in Paragraph
2.4 of this Manual.
CROSS START PROCEDURE (ONE ENGINE OPERATING)
OPERATING ENGINE CONDITION LEVER FLIGHT IDLE

Before starting the second engine, allow one or two minutes for battery recharging: observe on
the ammeter (MFDI) a reading of less than 160 Amp.
In the event of a first engine prolonged (more than 40 seconds) starting a longer battery
recharging time should be allowed waiting for an ammeter reading of less than 140 Amp. before
the second engine start.
*FUEL PUMP AND CROSSFEED CHECK AND SET

Crossfeed: open. Amber L FUEL PRESS light should be off and amber L FUEL PUMP light should
be on. Crossfeed: close. Set left pump switch to STBY position: amber L FUEL PRESS light should
be off and amber L FUEL PUMP light should be on: set the switch to MAIN position, both lights
should be off.
Communicate to ground crew second engine is ready to be started and proceed as with the first
engine start.
FUEL PUMP MAIN
BOTH CONDITION LEVERS GROUND IDLE
GENERATORS ON
Caution: avoid ground idle with electrical loads above 200 A.
STANDARD OPERATING
ENGINE START
AVIONICS SWITCH ON
COCKPIT LIGHT AS REQUIRED
ENVIRONMENTAL TEMPERATURE AUTO AND TEMP SELECT AS NECESSARY

NOTE: On airplanes equipped with Heating Unit coupled with a Freon airconditioner as basic
installation combined operation of both the heating unit and the Freon Airconditioner up to 20,000
ft. may be required.
When on ground, during hot day operation, it may be necessary to increase NG up to 58%
maximum in order to maintain the ITT within limits or temporarily to switch the bleed air OFF (in
this case no outside air is circulating in the cabin). Set the Cooling main control switch to FAN or
COOL position, if necessary. Set the cockpit and cabin blowers operating mode to HIGH or LOW
speed as desired.
BLEED AIR SWITCHES SET TO L AND R POSITIONS

NOTE: if high OAT and engine ITT close to 750C leave bleeds off until ready for takeoff.
*PRESSURIZATION AUTO/MAN SWITCH AUTO and CHECK SELF TEST

NOTE: FAULT indication light on the control panel should momentarily illuminate (3 seconds
maximum) during self test. If FAULT indication light fails to extinguish or re-illuminate, set
AUTO/MAN switch to MAN and then back to AUTO to repeat self test.
CAUTION: no flight should be initiated in the automatic mode if the FAULT light fails to
extinguish.
AUTO SCHED/CAB SEL SWITCH AUTO SCHED
LANDING ALTITUDE SET LANDING ALTITUDE
BAROMETRIC CORRECTION SET
RATE SELECTION SET (PIP mark)
ENGINE OIL COOLERS AS REQUIRED

Evaluate HOT/COLD weather operation. Turn on engine oil coolers no later than approx. 80 C.
CLOCK ADJUST/RESET
AIR DATA COMPUTER AND ATTITUDE HEADING COMPUTERS

CHECK
Verify the Integrated Standby Instrument has succesfully completed the initialization and set the
brightness. Check Air Data Computers and Attitude Heading Computers for proper operation. The
operation of the Air Data System is automatic when the power is applied to the system and the
initialization process has been completed. Verify unflagged conditions on the PFD and MFD display
system.
STANDARD OPERATING
ENGINE START
*AVIONICS FAN TEST

Set the rotary switch of the SYS TEST panel to AVCS FAN, press and hold the central pushbutton:
after about 7 seconds the AVCS FAN FAIL amber light on the annunciator panel will illuminate.
Realising the button the light will extinguish.
*RADIO ALTIMETER TEST
To perform the Radio Altimeter test, select the RAD ALT position on the SYS TEST panel, press
and hold the central pushbutton: the PFD displays the radio altitude generated by the radio
altimeter when in self-test (50 ft.). The decision height warning flag is also displayed on the PFD
if the DH set value is greater than the test altitude.
*OVERSPEED WARNING TEST

Select on the SYS TEST panel the OVSP WRN position and press the test button: the aural
OVERSPEED WARNING tone is activated, first from the left side ADC then, after about 2 seconds,
from the right side ADC.
*HYDRAULIC SYSTEM TEST

Select on the SYS TEST panel the HYD position to perform the hydraulic system test: pushing the
button the amber HYD PRESS light will illuminate and the pressure gauge reading increases at
about 1300 PSI. Releasing the button the light will extinguish and the pressure indication will
return at the initial value.
*STEERING SYSTEM TEST

To test the steering system press momentarily the two steps control wheel button (black) to the
first step: the system is not engaged.
Press the button to the second step: the STEER T-O white message will appeare on the PFD.
Pressing again to the first step the STEER TAXI white flashing message will appeare on the PFD,
while pressing to the second step the take off position will be engaged and the PFD will show the
white STEER T-O message.
Pressing the control wheel Master Switch red button the steering will be disengaged and the
steering indications (STEER T-O or STEER TAXI, depending on the mode selected) will extinguish.
Set the knob of the SYS TEST panel to STEER position and push the central button: the STEER
FAIL red light on the annunciator panel will illuminate when the steering is engaged in either
takeoff or taxi condition and remains illuminated until the control wheel Master Switch is pressed.
After completed this procedure the steering can be set for taxiing: position to TAXI the steering
switch.
STEERING TAXI
NOTE: in windy conditions maintain rudder centred by pressing on both rudder pedals.
STANDARD OPERATING
ENGINE START
*PITOT STATIC HEAT/ STALL WARNING TEST

Verify that when the left and right PITOT/STATIC HTR switches are set to the OFF position the L
and R PITOT HTR caution lights on the annunciator panel illuminate.
Check the continuity of pitots, static ports and angle of attack transducer heating system by
operating, on the ANTI ICE panel, the PITOT/STATIC HTR switches: an appreciable electrical
current increment should be read on the MFDI display when the left switch is set to the L &
STALL position and a further increase should be observed when the right switch is set to the R
STATIC position (10 Amp. approximately total). If the angle of attack sensor heater has failed, the
STALL FAIL amber light will illuminate on the annunciator panel: verify the STALL FAIL amber
light is not illuminated, then proceed to the stall warning system test.
The stall warning test is a computer-automated sequence, initiated by closure of the test button,
after having selected the STALL position on the SYS TEST panel: a transmitter failure is simulated
and the amber STALL FAIL light on the annunciator panel will illuminate then extinguish after a
time interval between 15 and 20 seconds.
The red STALL light on the pilot instrument panel will illuminate then extinguish, after 2 4
seconds, and the aural warning horn will be activated. Thereafter the STALL FAIL amber light will
illuminate again (while CPU resets) and extinguish after one or two seconds. After the test, set to
OFF position the L & STALL switch. Leave on in icing condition.
PITOT STATIC HEATER AS REQUIRED
*ICE DETECTOR TEST

Verify the correct operation of the ice detector selecting the ICE DET position on the SYS TEST
panel and pressing momentarily the central button: the ICE amber light located in the upper
left and right side of the instrument panel will illuminate and, after a few seconds, will blink until
the ICE lighted pushbutton is not pressed: then will extinguish.
*WSHLD HEAT CHECK

To perform windshield heat test, select on the ANTI-ICE panel the WSHLD HTR PRI system to LO
position: on the MFD System Page an electrical load increment between 20 and 30 Amp. should
be read; a similar behaviour occurs when the SEC system is selected to LO position: the
increment should be between 25 35 Amp. The higher values correspond to peak condition or to
low ambient temperature, the lower to stabilized condition or high ambient temperature.
WSHLD HEAT SET AS REQUIRED
*ENGINE ICE VANE/OIL COOLER INTAKE CHECK

To perform the engine ice vane and the oil cooler intake heater test select, on the ANTI-ICE
panel, the L/R ENG ICE VANE and the L/R OIL COOL INTK positions and observe the
corresponding green ON indications are displayed on the MFD System Page (left and right side of
the ENG and OIL legends) when the vane reaches the correct position after 30 seconds
approximately and when the temperature of the oil cooler intake lip reaches the correct value:
depending on the ambient conditions the power lever should be advanced between 82 and
86% NG approximately.
STANDARD OPERATING
ENGINE START
*ENGINE INLET DE ICE BOOTS CHECK

Engine inlet de-ice boots correct operation is checked setting the BOOTS switch to TIMER
position: the white ON indications, displayed on the MFD System Page (left and right side of the
BOOTS legend), shall become green for 5 seconds to show the inflation cycle.
Depending on the ambient conditions the power levers should be advanced to Flight Idle or
above.
WARNING
Do not operate engine inlet de-ice boots below 40C. No takeoff authorized with frost, snow or
ice adhering to propellers, windshields, powerplant installation and pitot/static ports, or with snow
or ice adhering to the wings, vertical and horizontal stabilizer or control surfaces.
NOTE: Perform Main and Fwd wing anti ice tests if ice conditions are known or expected.
*ANTI ICE MAIN WING TEST

To perform the main wing anti-ice test set, on the ANTI-ICE panel, to AUTO position the L/R
MAIN WING switches and on the SYS TEST panel the MN WG A/I mark: press momentarily the
central test button.
After approximately 20 seconds both green ON indications shall be displayed on
the MFD System Page (left and right side ot the MW legend).
Should the green ON indications appear immediately after the pushbutton has been pressed, that
would indicate a control valve failure.
The ON indications and MW legend flashing indicates the failure of a temperature sensor which
does not affect the proper operation of the system: however the flight is allowed due to the
redundancy of the system. Have a maintenance check as soon as practical.
After the test switch OFF the main wing anti-ice system to exit the test mode (the
control valve closes).
*ANTI ICE FWD WING TEST

To perform the forward wing anti-ice system test, select the FW WG A/I mark on the SYS TEST
panel and then turn ON the appropriate L/R FWD WING switch, on the ANTI-ICE panel:
depending on the ambient temperature, the green ON indications could be displayed on the left
and right side of the FW legend, on the MFD System Page. This does not indicate that the
system is working properly, but only that the skin temperature is in the normal operating range.
Press the test button momentarily and check on the MFD System Page an increase of power
absorption of approximately 30 40 Amp. for each de-ice system: do not wait for the green ON
indications to be displayed.
* SYSTEM REVERSION, TAWS and TCAS TEST

Display reversion powers down the failed flight display and enables a combined PFD/MFD format
to show on the remaining display.
Set PFD to power down the MFD and show the composite format on both pilot and copilot PFDs.
In this situation, in addition to the normal PFD format, Engine Indicating System shows on top of
the display and System Page is also available.
Set MFD to power down the Pilot PFD and show the composite format on the MFD; copilot PFD
remains in the normal format.
The MFD operation with PFD reversion is identical to the PFD operation with loss the MFD.
STANDARD OPERATING
ENGINE START
WARNING
Take off not authorized if reversionary function fails operating.
Failure of reversionary function while in case of MFD malfunction results in a complete loss of
powerplant parameters indication.
ADC reversion allows both pilot and copilot to select an alternate source of air data in case of an
onside air data failure.
Upon selection of ADC reversion, on-side ADC data are replaced with cross-side ADC data. ADC
reversion message (on both PFDs) is ADC1 when the pilots ADC is the common air data source,
and ADC2 when the copilots ADC is the common source.
AHC reversion allows both pilot and copilot to select an alternate Attitude/
Heading sensor in case of an on-side AHC data failure.
When the pilot side AHC is the common attitude and heading data source the
message AHC1 shows on both the PFDs. When the copilot side AHC is the common attitude and
heading data source the message AHC2 shows on both the PFDs.
The Radio Tuning Unit/Control Display Unit reversion allows for restoring full tuning capability of
cross-side radios, in case of RTU/CDU failure, in accordance with the selection performed. RTU or
CDU selection on reversionary panel automatically powers down the disabled unit.
*AUTOPILOT TEST
Depressing the autopilot engage button activates an internal test sequence within the Flight
Guidance System that must be completed satisfactorily before the autopilot will engage.
Unsatisfactory test will be shown by central AP red light on the PFDs.
During ground check, depress the MSW button and verify that the autopilot and the yaw damper
disengage.
Re-engage the autopilot and verify that activating the control wheel manual electric trim switch
will disengage the autopilot.
Reengage the autopilot and verify that by redepressing the engage button on the
Flight Guidance Panel, the autopilot will disengage.
Reengage the autopilot and verify that it will be disengaged by actuating the trim selector out of
the PRI position.
By engaging the HDG on the Flight Guidance Panel, the Flight Director Command bars will drop
into sight on the pilot's and copilot's PFD.
The heading bug should be centered below the lubber line on the PFDs. This will result in a
wings level display by the command bars.
By rotating the heading marker 10 left and right of the lubber line, the flight director will display
left and right turns accordingly. The autopilot will also follow these commands resulting in the
control wheel turning in the corresponding directions.
Autotrim checks should be accomplished by manually pulling back on the control wheel and
verifying that the trim runs automatically (approximately after 2 seconds) in the nose down
direction as the autopilot attempts to relieve the load imposed by the pilot. Pushing forward on
the control wheel will result in the trim running nose up for the same reason.
The APPR Mode checks are accomplished with the No. 1 VOR tuned to an active VOR frequency
for a station which is within receiving range.
STANDARD OPERATING
ENGINE START
Center the lateral deviation bar on the PFDs; engage Approach Mode; change course in order to
displace the deviation bar on right or left and confirm that the flight director displays a turn in the
direction of the course indicated by the PFDs and that the autopilot attempts to follow the
command by turning the control wheel in the direction of the course.
Disengage the yaw damper and verify that all controls operate freely and in the
correct direction. Set the trim to the takeoff position.
*RADAR TEST
Radar test should be performed rotating the selector in TEST position. Then the system will
perform an automatic test.
A possible failure is adressed with an indication of radar failure on PFD and MFD.
In this case radar system will not be operative for flight.
If test is succesfull set radar in ST-BY position.
*ANNUNCIATOR PANEL TEST AND CHECK

In order to detect a possible dormant failure in the cabin door monitoring circuit, it is necessary to
repeat the annunciator panel test. Select the ANN LTS position on the SYS TEST panel and
press the test button: check that the CAB DOOR red warning light is flashing. Verify the CAB
DOOR and the BAG DOOR lights not illuminated after releasing the test button.
expected.
*FLAP SYSTEM TEST

Select on the SYS TEST panel the FLAP position and perform the flap system test.
With the flap lever in UP position press the test button located in the centre of selector switch:
FLAP SYNC amber light, on the annunciator panel, will illuminate; and the white FLAP message on
the PFD and on the MFD System Page becomes yellow and flashes for 5 seconds; releasing the
button the FLAP SYNC amber light must extinguish and the FLAP message must return white.
Move the flap lever to MID position and check proper deployment of each surface on flap monitor
display: forward wing flaps shall start to move approximately 9 seconds after the outboard panels.
Move for about one second, stop for 3 seconds then start again together with the inboard
surfaces.
During the flaps deployment and after the stop in the MID position, the FLAP SYNC light will not
illuminate.
Press the test button: FLAP SYNC light will not illuminate. Move the flap lever to DOWN position
and check the operation on flap monitor: all flap surfaces start together and during the
deployment and after the stop, the FLAP SYNC light will not illuminate.
Press the test button: FLAP SYNC light will illuminate. and the white FLAP message on the PFD
and on the MFD System Page becomes yellow and flashes for 5 seconds; releasing the button the
FLAP SYNC amber light must extinguish and the FLAP message must return white.
Set the flap lever in MID position and check the operation: during the retraction and after the MID
position has been reached, the FLAP SYNC light will not illuminate and the white FLAP message
on the PFD and on the MFD will remain white.
Return the flap lever to UP position and check the operation on the flap monitor display: again
during the movement and after the UP position has been reached, the FLAP SYNC light will not
illuminate. and the FLAP message on the PFD and MFD will remain white.
STANDARD OPERATING
ENGINE START
WARNING
No takeoff authorized with non symmetrical flap configuration or annunciated failure.
Having completed this procedure, the flaps can be positioned for take-off: select MID and check
for the SYNC LIGHT not illuminated.
FLAPS MID
*TRIM SYSTEMS TEST

CAUTION
Failure to set the correct trim for take-off may result in high rotation forces, delayed rotation and
a substantial increase in take-off distance.
Longitudinal trim system test is accomplished by first turning the PITCH TRIM switch to SEC: trim
motion shall be easily checked observing the indicator and the movement of the control column.
The up-down spring, which connects the elevator to the horizontal stabilizer, when the stabilizer is
in the range between full nose down and approximately -4 nose up, pushes the control column
against the forward stop.
As the pitch trim is operated toward nose up position and the stabilizer reaches approximately -6
nose up, the control column moves aft, giving a positive check of the spring integrity.
WARNING
If the control column does not move as described, do not take off and have a maintenance check.
Continue the longitudinal trim system test moving each half of the NOSE DN-OFF-NOSE UP switch
separately to NOSE UP then NOSE DN: trim motion shall not occur.
Move both halves simultaneously to each position: trim motion shall occur.
Operate trim switches on either control wheel to NOSE UP then NOSE DN: trim motion shall not
occur.
Turn the PITCH TRIM switch to PRI: with the primary system operating an aural trim in motion
signal is activated for the longitudinal trim.
Operate both halves of the pedestal trim switch simultaneously to NOSE UP, then NOSE DN: trim
motion shall not occur.
Check the proper operation of pilots control wheel longitudinal and lateral trim switch. Without
depressing arming button, move switch to LWD, RWD, NOSE UP and NOSE DN: trim motion shall
not occur.
Depress arming button: again no trim motion shall occur. Depress arming button and move the
switch to LWD, RWD, NOSE UP and NOSE DN: trim motion shall occur as shown by the
appropriate indicator.
Repeat this procedure for copilots control wheel trim switch. Move the copilots control wheel trim
switch and trim in the opposite direction using pilots control wheel trim switch: this action shall
override copilots trim.
Repeat for each switch position.
Check the proper operation of the pilots control wheel Master Switch (MSW). Move the control
wheel trim switch to NOSE UP, then press the MSW switch (below trim switch): trim motion shall
stop. Same behaviour shall occur trimming to NOSE DN.
Move the rudder trim switch on the pedestal to NOSE LEFT: press MSW on pilots control
wheel, trim motion shall stop.
STANDARD OPERATING
ENGINE START
Same behaviour shall occur trimming to NOSE RIGHT.

Repeat the procedure for co-pilots control wheel Master Switch.
Rudder trim system is tested moving each half of the rudder trim switch, on the pedestal,
separately to NOSE LEFT then NOSE RIGHT: trim motion shall not occur.
Moving both halves simultaneously to each position, trim motion shall occur as shown by the
YAW TRIM indicator. Trim all axes for takeoff.
PITCH ROLL AND YAW TRIM SET FOR TAKEOFF
TO DATA REQUEST
Obtain data to prepare departure. This should include RWY in use, Altimeter Setting and Weather
Data.
BARO REF SET AND CROSS-CHECKED

Set QNH on both altimeters and compare altitudes using airport chart.
ATC CLEARANCE REQUEST

Obtain ATC clearance or obtain probable clearance and SID or check on CFP or OFP.
COM/NAV FREQUENCIES TUNE

VHF 1 for ATC. VHF 2 for ATIS, company communications and emergency frequency monitoring.
PF will set navigation equipment, NAV 1 + 2 and respective radials, according SID and flight plan
requirements.
TRANSPONDER SET
Perform appropriate ATC selection to allow ATC transponder to operate in Mode S if required.
Insert proper flight identification. Set ATC Code if received with the clearance.
FMS PREPARATION AS REQUIRED

Perform proper initialization: control self test, check active database, check or update present
position.
Next insert operationally required navigation and performance data. To save time and or fuel,
consider inserting non immediately required data in flight.
Ensure that inserted F-PLN agrees with the planned route. PF, that has inserted all data into the
FMS, checks now on the CFP, SID chart, Navigation chart, etc, while PNF reads on FMS and
crosschecks with PF. FMS planning can, if necessary, be crosschecked by both pilots individually.
PFD CONFIGURATION AS REQUIRED

PF will perform both PFDs set-up. On DCPs select appropriate navigation format with relative NAV
and BRG source. Suggested source is FMS in PPOS MAP format for both pilots. Crosschecking of
FMS navigation is constantly performed using BRG pointers and associated DME distances. Range
should be selected in order to display the first waypoint after departure, or as required for
weather avoidance.
Preset VOR frequency and course for both sides. PF should preset first required VOR. Set VOR
and/or ADF BRG needles, again PF should choose first required navaid.
STANDARD OPERATING
ENGINE START
REFS DATA SET

PF will select REFS data. Vr is required, V target can be permanently set at 140 kts (Vyse).
On REFS second page select FD cross-bar configuration.
HDG, FLIGHT DIRECTOR, CPL SET

PF will set side in command to his/her side. Set flight director cross bars at 8.5 degrees up and
heading at departure rwy.
ALT SELECTOR INITIAL CLEARED ALTITUDE
LOADSHEET CHECK
Check the load and trim Sheet for final figures and gross errors, FOB, Trip Fuel. Check that trim
setting agrees with the TO CG.
TAKE OFF BRIEFING PERFORM

It is important that briefing be performed when the cockpit workload is low so both pilots may
concentrate their attention on his content.
Take Off emergency briefing performed by Commander:
Ground operations in emergency are performed by commander/CM1
Between 0 and 80 kts, take off will be rejected for any:
WARNING light CMDR call will be STOP

CAUTION light CMDR call will be STOP OR GO
Between 80 kts and Vr, take off will be rejected for:
Warning light
Engine failure
Fire
Smoke
Loss of directional control
In case of rejected take off CM1 sets power levers to idle, starts braking then selects reverse;
CM2 monitors brake response, confirms reverse, cancel any audio.
Time permitting, and aircraft under control, call ATC: GHIBLI XXX rejecting take off
When aircraft stops CM1 sets parking brake and requests applicable check-list.
If evacuation required commander is last to leave aircraft.
STANDARD OPERATING
ENGINE START
Take Off briefing continued by PF:

Above Vr continue take off and follow SID or the EOSID or VISUAL as briefed.
Above 400ft announce xxx emergency check-list .

It is commander decision to take control or leave control to first officer.
PNF will carefully perform do-list actions requesting cross-check before turning off any
performance related equipment.
Following abnormal check list perform normal after take off checklist.
Collect information and decide course of actions: continue flight, divert or land.
Aircraft status, review MEL.

Weather on departure, during flight, destination and alternate.
NOTAMS affecting departure, destination and enroute alternate airports.
Taxi out and RWY conditions: dry, wet, contaminated.
Anti Ice ON/OFF. In case of cold weather operation review QRH.
FLT PLAN + SID including MSA.
COCKPIT PREPARATION AND AFTER START ARE COMPLETE
PF will call the AFTER START CHECKLIST; PNF will read it and challenge CM1.
AFTER START CHECK LIST COMPLETED
STANDARD OPERATING
TAXI
TAXI
CLEARANCE OBTAIN
TAXI LIGHT ON
PF will turn taxi light on and announce: taxi Light on during day and night whenever the a/c is
moving. During extended stops switch taxi light off. Announce loudly every action on the switch.
TRANSPONDER ON
If mode s operation is required turn transponder on.
PARKING BRAKE OFF

Announce:parking brake off. Always announce actions, on or off, on parking brake.
BRAKES CHECK
While taxiing, apply brakes to determine their effectiveness. Warm up brakes if engine run-up is
required but avoid excessive use to prevent overheating with possible tire deflation. Carbon
brakes wear is proportional to number of brake applications, not to pressure applied so avoid
brake pumping. Use beta range propeller setting, if required, for reducing running speed.
NOTE
Keep brakes warm during taxi operation in snow, slush and water conditions.
*PROP REVERSE CHECK

Set the power levers at IDLE for a reverse check:
move the power levers toward REVERSE and observe NG and NP increase.
*PROP FEATHERING CHECK

While taxiing with the power levers at IDLE, exercise the propeller controls moving the
condition levers from MAX RPM to FEATHER (rpm 350-400 and prop pitch indication on
annunciator pnl) to check the propeller controls and the response of the governor.
*STEERING SYSTEM OFF ON LEVEL GROUND

When running on a level surface, disengage the steering system and check the airplane has no
tendency to yaw left or right: a deviation tendency may reveal an incorrect brake release.
Reengage the steering system to the TAXI position.
FLIGHT CONTROLS CONFIRM FREE
FLAPS CONFIRM MID
TRIMS AILERON AND RUDDER NEUTRAL PITCH

CONFERM SET
Check trim switch selector at primary, pitch at required setting, aileron and rudder trims neutral.
ATC CODE-FLIGHT IDENT CONFIRM OR SET
FMS FLIGHT PLAN/NAV SOURCE CONFERM OR REVISE

STANDARD OPERATING
TAXI
REFS CHECK/REINSERT
CLEARED ALTITUDE SET ON ALT SELECTOR
HDG CHECK
Confirm hdg is at departure rwy.
TO BRIEFING CONFIRM or PERFORM

This will be an abbreviated briefing. Full detailed briefing has been done at the gate.
Essential update elements of runway conditions, departure and weather shall be resumed and
brought to the attention of the crew. To this purpose, flight instrument check performed loudly
can be included in the briefing and this is the recommended practice. CM1 announce: heading,
airspeed zero, wings levelled, altimeter, preselected altitude. This can be made as a flow from
bottom up and from left to right by flying pilot and crosschecked by PNF.
FLIGHT INSTRUMENTS CHECK

Perform a complete scan reading out loud all the values. PNF will crosscheck and report:
crosschecked if no appreciable differences.
Note: FD selection and Vr must be included in instrument reading.
PF will call the BEFORE TAKE OFF to the line CHECK-LIST; PNF will read it and challenge CM1.
BEFORE TAKE OFF TO THE LINE COMPLETE
STANDARD OPERATING
BEFORE TAKE OFF
BEFORE TAKE OFF

*ENGINE RUN UP
PARKING BRAKE SET LOCKED

Prior to engine run up, set the parking brake locked by pulling and turning the handle in
vertical position.
CAUTION:
If brakes are cold they may slip.
CONDITION LEVERS MAX RPM
POWER LEVERS ADVANCE TO 2000 RPM
PROPELLER OVERSPEED TEST

NOTE: CM2 actions. To test the propeller overspeed governors, advance condition lever to MAX
RPM and power lever to obtain 2000 RPM. Select momentarily PROP OVSP TEST switch
alternatively to LEFT and RIGHT: observe a drop of approximately 150 RPM and a torque rise.
Release the switch to normal position and check that the propeller speed returns to 2000 RPM.
Propeller governing - CHECK to minimum RPM Check propeller governing to minimum RPM by
retarding condition lever.
AUTOFEATHER SYSTEM TEST

Proceed to autofeather system test: with the autofeather switch set to OFF position the amber
AUTOFEATHER light must be illuminated: setting the switch to ARM position, the light must
extinguish. Advance both power levers to obtain approximately 33.6% torque.
Set the autofeather switch to TEST position and hold: both L and R AUTOFEATHER AFX green
message should appear approximately after two seconds, indicating a fully armed system. Retard
power levers individually: between 30.5 and 21.5% torque, opposite light should extinguish and
between 21.1 and 13% torque the AFX indication of the engine being retarded will flash as prop
cycles through feather then, after TEST button release, should extinguish. The difference between
high torque pressure transducer and low torque pressure transducer values shall be at least of
3.1%. This separation is required for both the individual engine and for the two engines together
(i.e. LH high torque vs. RH low torque and vice versa).
Retard power levers simultaneously: both AFX indications should extinguish, neither propeller
feathers.
WARNING
If the autofeather system does not function in accordance with the pre-flight test procedure,
takeoff is not authorized. After the autofeather system test has been successfully completed, set
the autofeather switch to ARM position.
AUTOFEATHER SWITCH ARM

Arm autofeather only after run up test.
TAKEOFF OR LINE UP CLEARANCE OBTAINED

Note: if lined up for takeoff avoid use of parking brake.
STANDARD OPERATING
BEFORE TAKE OFF
BEFORE LINE UP
Check that the approach path is clear of traffic.
WARNING
Verify correct runway, check runway alignment and confirm entering from the correct taxiway.
RADAR ON +4 OR HIGHER
LIGHTS ON
On entering the active runway for takeoff CM1 will set:
ANTICOLL. AIR
RECOG. LGT ON
LNDG LGT T/O (When cleared for takeoff)
ANTI-ICE ON
Select systems on as required. If icing conditions are not expected turn pitot-static heater
and wshld on. All other systems on if icing conditions are expected immediately after take off.
Consider performance penalties. Reply to check-list should reflect actual selections.
STEERING TAKEOFF
OIL COOL OFF
ENGINE GAUGES CHECK
WARNING AND CAUTION LIGHTS CHECK OFF
BLEED AIR SWITCHES CHECK OR SET TO L AND R POSITIONS

NOTE: when operating from high altitude airports with high OAT, it may be
necessary to switch off both bleed air to reduce engine ITT.
FUEL PUMPS CHECK MAIN
CONDITION LEVERS MAX RPM/READY

If lined up on runway with condition levers at ground idle waiting for takeoff clearance, before
takeoff clearance can be performed anyway. Maintain hand firmly on condition levers to assure
that they will be the first to be advanced.
SYNCROPHASER OFF
CM1 will call the BEFORE TAKE OFF below the line CHECK-LIST;
CM2 will read it and challenge CM1.
BEFORE TAKE OFF BELOW THE LINE COMPLETE
STANDARD OPERATING
TAKE OFF
TAKE OFF
NOTE: after completion of before takeoff checklist both crewmembers ensure no annunciator
lights on
PF ANNOUNCE TAKEOFF TIME
BRAKE RELEASE
Rolling take off is permitted.
WARNING
Before applying full power, be sure that the condition levers are set to
MAX RPM: takeoff distance given in Sec. 5 may not be assured.
POWER LEVER TAKE OFF POWER

As a double check that condition levers are at max rpm, when power lever are initially advanced
observe rpm, after 2000 is reached observe torque increase.
Power levers are set by PF to a torque of about 96% and finely corrected by PNF that will work
with his hands below the levers handles. CM1 will keep his hand over power levers to be ready
in case of rejected the take off.
Check autofeather armed (green left and right AFX indications on the MFD EIS display).
NOTE
Torque limit of 96.4% is the static value to be applied for takeoff in order to obtain the normal
100% (2230 lb.ft.) at takeoff speed for ram effect during the takeoff run.
CRONO CM2 START

Start crono at the beginning of T/O run or zero the aircraft clock at flight time setting.
AUTOFEATHER CHECK ARMED:AFX INDICATION ON

EIS
WARNING
If ambient temperature is below 25C, it is necessary to operate the main wing anti-ice and
the engine ice vane systems before applying full power to ensure that the autofeather is armed.
When takeoff is completed and autofeather disengaged, ice protection can be switched OFF.
AT 50 KNOTS ANNOUNCE POWER SET AUTOFEATHER ARMED

PF responds steering off Disengages steering. PNF crosschecks steering off.
NOTE: Connection between NW Steering and rudder pedals is removed, hence in strong
crosswind more rudder input will be required at this point to prevent a/c from turning into the
wind.
ENGINE GAUGES WITHIN LIMITS
80 KTS ANNOUNCE
At 80 kts PF crosschecks the indicated speed and responds CHECKED
STANDARD OPERATING
TAKE OFF
VR ANNOUNCE
At Vr PF must apply a continuous rotation up to takeoff pitch of initially 8 nose up, at a rate of
3/Sec. Continue rotation to attain required speed: 10 to 15 nose up according weight and
temperature.
AIRSPEED ACCELERATE TO 50 FT SPEED

Check that both Barometric and radio altimeters show a positive climb indication.
50ft speed is: 120kias up to T/O weight of 11550, 126kias if higher weights.
VS POSITIVE ANNOUNCE
GEAR UP ANNOUNCE
NOTE: the gear up call is two orders in one: to select gear up and lndg light off.
TAXI/LANDING LIGHTS (BELOW 160 KIAS) OFF

NOTE: PNF turns lndg light off.
LANDING GEAR (BELOW 180 KIAS) SELECT UP

NOTE: CM2 checks lndg light off. PNF: verify lights extinguished and check pressure zero.
AT MIN FLAP SPEED ANNOUNCE FLAPS UP

This is minimum speed. Speed trend must be positive. 125kias for T/O weights up to 11550,
130kias for higher weights.
FLAPS UP PNF
Select Flaps UP and confirm position on flap position indicator. After flaps up selection and
speed increasing, PNF will select autofeather off and syncrophaser on.
AUTOFEATHER OFF
Above 150 kts.
SYNCROPHASER ON
A/P ON
A/P can be switched ON at 200 ft AGL.
ENGINE FAILURE AFTER V1
PITCH 8
RUDDER AS REQUIRED
POSITIVE CLIMB LANDING GEAR UP
RUDDER TRIM SET

STANDARD OPERATING
TAKE OFF
MIN FLAP SPEED FLAPS UP
A/P ON
ABOVE 400 FT AGL ABNORMAL CHECK-LIST/INFORM ATC
NOTE: ENGINE RELIGHT PROCEDURE

Only in case of engine failure without damage: NG not reading zero.
In case of engine flame out during flight, one relight shall be attempted, at Commanders
discretion.
STANDARD OPERATING
TAKE OFF
NORMAL TAKE OFF PATTERN

STANDARD OPERATING
AFTER TAKE OFF / CLIMB
AFTER TAKE OFF / CLIMB

BARO REF AT TRANSITION ALTITUD SET STD/CROSSCHECK
PF will call the AFTER TO/CLIMB CHECKLIST; PNF will read it and challenge PF. If cleared
to a level above transition level, and if an early level off to a QNH altitude is unlikely, BARO
REF change-over can be anticipated.
AFTER TAKE OFF / CLIMB CHECK LIST COMPLETED
PRESSURIZATION MONITOR
ANTI ICE AS REQUIRED
RADAR TILT ADJUST
ENGINE INSTRUMENTS and MFD CHECK MONITOR
CLIMB SPEED AS REQUIRED

If obstacles or gradients restrict climb with two engines, use best rate of climb speed of 154 kts
as long as necessary.
When minimum crossing altitudes have been cleared 180 KIAS is suggested as initial climb
speed. This is a compromise speed between minimum fuel and minimum time strategy and
allows more comfortable deck angles.
If no altitude restrictions apply 180 KIAS can be attained immediately after takeoff.
Use lower speeds if required, not below recommended speed of 160 KIAS to 30000 FT than one
knot less every thousand feet.
AT 10000 FT:
AIR CONDITIONER OFF
PRESSURIZATION CHECK
SEAT BELTS AS REQ
RECOGNITION LIGHTS OFF
This is a flow from left to right on the main panel down to the pedestal.
If required air conditioner can be used until 20000FT.
STANDARD OPERATING
CRUISE
CRUISE
CONDITION LEVERS AS REQUIRED
Select 1800 rpm when possible (for passenger comfort) during later stages of climb or initial
cruise. Torque increase due to rpm reduction must not force an ITT limitation and, if ITT has
not been limited, actual shaft horsepower transmitted to propellers doesnt change. In fact:
SHP = RPM x torque x 0.00019 as reported in P.O.H. page 2.4, limitations.
Select speed required for flight planning.
FUEL GAUGES MONITOR

If necessary use crossfeed. To operate in crossfeed, turn the CROSSFEED knob horizontal and
then switch OFF the fuel pump of the engine located on the same side as the wing tank with
less fuel quantity. Always monitor crossfeed correct operation on annunciator panel: if at high
altitude fuel pump is shut before crossfeed is opened engine may flame out. When fuel
balanced, before closing crossfeed, be very sure fuel pump has been turned on.
CABIN TEMPERATURE MONITOR

Pay regular attention to cabin temperature and adjust as necessary for passenger comfort.
FLIGHT PROGRESS CHECK

Monitor flight progress in the conventional way. Make a fuel check at the Top of Climb, then at
each 30 minutes interval and before Top of Descent. At each point verify that the sum of FOB
and Fuel Used should be consistently similar to the FOB at takeoff. This check must also be
performed each time a FUEL IMBALANCE procedure is necessary. Update winds and
temperatures aloft for accurate FMS predictions.
STEP FL AS APPROPRIATE
NAVIGATION ACCURACY CHECK

FMS computed position must be appropriate to the flight phase. For cruise the maximum
allowed error is 3 NM. Routinely tune VOR/DME or ADF to on range stations, preferably next
waypoint and check that the BRG needles and DME confirm the corresponding FMS computed
navaid symbol.
Avoid leaving out of range or unserviceable stations manually tuned as this could decrease FMS
accuracy.
If check is negative update FMS position on POS INIT page 2/2 or change source. To NAV .
RADAR TILT ADJUST

Below 20000 ft: Start with tilt near zero, then adjust. Set the tilt down for the
shorter ND range (in order to monitor and detect weather activity)
and near zero for the longer ND range (in order to monitor course
changes).
Above 20000 ft: A slight downward tilt is recommended.
STANDARD OPERATING
CRUISE
PHASE RECOMMENDATIONS REMARKS

TAXI ND 10 NM RANGE Radar check must be
Tilt down, then up. performed away from
Check appearance and disappearance of people.
ground returns
TAKEOFF Scan up to 15 tilt up for weather return, if Scan along departure path.
significant weather is suspected and then set
back 4 tilt up or higher.
CLIMB Select negative tilt, maintain ground return at Change tilt according to
the top edge of ND as the aircraft climbs altitude and ND range.
CRUISE Select tilt, maintain ground return at top of
ND.
Approaching weather:
1) Decrease ND range
2) Tilt down
3) Use TURB to isolate turbulence
4) GAIN to AUTO
DESCENT Above FL 150
Every 10000 ft adjust tilt upward to maintain
ground return at the top of ND (+1/10000 ft)
Below Fl 150
Every 5000 ft adjust tilt upward to maintain
ground return on top of ND (+1/5000 ft)
APPROACH Select tilt +4 or higher To avoid ground returns.
For weather detection and avoidance select on PF side a shorter range, best suited for
immediate manouvering, if so required and on PNF side a longer range, better for flight
planning. Tilt selection must be corrected for the displayed range
STANDARD OPERATING
DESCENT PREPARATION
DESCENT PREPARATION
PRESSURIZATION SET
When destination QNH is known turn the knob labeled A on the CABIN PRESS panel to read the
pressure altitude of the landing field and, with the knob B set the QNH. PIP mark on knob R
allows a cabin rate of not less than 300 ft/min. A higher setting should be selected for rapid
descents so that aircraft altitude does not catch up with cabin altitude.
FMS COMPLETE/CHECK
Insert TRANS, STAR and APPR. Manually select appropriate navaids. ILS is automatically
selected by FMS when approach procedure is inserted. To verify ILS tri letter code, frequency
and course go to INDEX page ACT ARRIVAL DATA.
APPROACH BRIEFING PERFORM 80NM before TOD

Descent preparation and approach briefing can take approximately 10 min, so it should begin
approximately 80 NM before top of descent.
APPROACH BRIEFING
Notams, wx and LVP consideration for destination and alternate Airports.
Prop reverse: considerations according runway surface conditions.
Flaps (DN or MID) according runway length and missed approach gradients
required. Prepare Vapp. and check required runway (or landing distance in
emergency).
TMA, MSA, Radar Minima.
STAR.
APPROACH: ILS/VOR/NDB procedure (Stabilized or Decelerated app.) RWY
consideration (length, exit, light, facility, etc) and taxi.
Fuel considerations.
FMS scanning:
PF, that has inserted the approach into the FMS, checks now on the charts, while
PNF reads on FMS (and on MFD PLAN if necessary) STAR and APP Procedures,
already inserted by PF.
Note: approach briefing shall not distract from active flight duties. If necessary PF gives control
to PNF or requests PNF to complete approach preparation.
WEATHER/LDG INFO OBTAIN

Check weather reports at alternate and destination airports. Airfield data should include runway
in use for arrival.
MINIMUM SET
Do not set radio altimeter minimums for CAT 1 or NPA.
STANDARD OPERATING
DESCENT PREPARATION
VAPP DETERMINATION
VAPP = Vref + approach correction.
An approach correction is recommended in normal flight controls conditions.
In abnormal flight controls situations use QRH recommended speeds.
Approach correction with flaps down shouldnt exceed 4 knots or one third of steady headwind
component as reported by tower or ATIS. Maximum correction: 15 kts.
Same considerations apply when landing with flaps mid, except apply only one third of steady
wind. Do not apply the 4 knot approach correction if wind is calm.
If gusty/windshear conditions are expected apply up to 15 kts approach correction regardless
of steady wind. Consider use of flaps mid for landing.
If increased speed is not covered by headwind, increased landing distance must be accounted
for.
If wind is calm the four knot approach correction causes a 7.2% increase of flaps down landing
distance without prop reverse. For different cases refer to POH supplement, chapter 4:
performance.
NOTE
If turbulent weather is reported in approach consider requesting a different runway or
approach. Be stabilized well ahead during final approach.
DESCENT CLEARANCE OBTAIN

When clearance is obtained, set the ATC-cleared altitude (FL) on altitude selector (also
considering what the safe altitude is). If the lowest safe altitude is higher than ATC-cleared
altitude, check with ATC that this constraint applies. If it is confirmed, set altitude to the safe
altitude, until it is safe to go to the ATC-cleared altitude. Lowest altitude to be set on altitude
selector will be FAF altitude. Do not set minima on altitude selector.
DESCENT INITIATE
If so required, stabilized max rate of descent, with condition levers at 1800 rpm and power
levers at idle is 3500 fpm at speeds close to Vmo/ Mmo. Increasing rpm to 2000 will increase
rate to 4500 fpm.
Normal rates shouldnt exceed the following:
5000 ft/mm down to 10000 ft

1000 ft/mm below 1000 ft
STANDARD OPERATING
DESCENT PREPARATION
SPEED POLICY APPLY

According to Wind Jet policy, an approach has to be flown as described below:
Below FL 100 the maximum speed is 250 Kias.
Distance to touch down (NM) Speed ( 10 Kias) Altitude (ft. approx.)

30 250 9000
12 210 4000
9 180 3000
7 160 2000
These speeds can be further reduced by ATC .
RADAR TILT ADJUST

Every 10000 ft of the planned descent and down to about 15000 ft, adjust the tilt upward to
eliminate ground clutter on the upper part of the ND. Every 5000 ft below 15000 ft, adjust the
tilt angle 1 upwards, in order to keep the ND relatively free of ground clutter.
BARO REF SET QNH/CROSSCHECK

Set QNH when approaching the transition level or when cleared for an altitude.
Crosscheck baro settings and altitude readings.
NOTE :when operating in low OAT apply altitude corrections: every 10C below ISA add 4% of
indicated altitude.
10000 FT CHECKS:
SEAT BELTS ON
RECOGNITION LIGHT ON
PRESSURIZATION CHECK
NAVAIDS IDENTIFY
NAV ACCURACY CHECK
Ensure that appropriate radio navaids are tuned and identified. If correct letter code of
navaid is displayed on PFDs no further identification is necessary.
Manoeuvring speeds (to be used for aircraft manoeuvre (before being established on final
approach) are, by reference to Vapp flaps down, as follows:
Flaps up Vapp+30kts
Flaps mid Vapp+20kts
Flaps down Vapp+10kts
When cleared to an altitude, the PF will call the APPROACH check list; PNF will read it, and
challenge PF.
APPROACH CHECK LIST COMPLETE

STANDARD OPERATING
PRECISION APPROACH
PRECISION APPROACH
INITIAL APPROACH
ILS/DME CHECK
If DME is on a separate VOR DME frequency tune it and set it as an hold frequency.
NAV ACCURACY CHECK

RAIM capability must be checked on CDU at GPS CONTROL page.
If at 30 NM from airport the annunciation TERM is on PFD the FMS as entered the approach
RAIM monitoring phase: any reduction of GPS availability will be annunciated.
If RAIM prediction is not available FMS may still be accurate. To check this go to progress page
2/2: if position error is below +/- 1NM check is positive. If error exceeds +/- 1 NM FMS position
may be updated on POS INIT page 2/2.
Accuracy determines which PFDs configuration the flight crew should use.
PFDs CONFIGURE
RAIM PREDICTIONS AVAILABLE

Maintain both PFDs as for takeoff and cruise: source is FMS , format PPOS MAP. Crosscheck FMS
position via BRG pointers and DME distances.
ACCURACY CHECK POSITIVE BUT RAIM PREDICTIONS NOT AVAILABLE. ERROR < +/- 1 NM.
Same as above.
ACCURACY CHECK NEGATIVE: ERROR > +/- 1 NM

If time available update FMS position, otherwise change source to NAV and format to ARC or
ROSE. Manually tune ILS frequency.
FINAL APPROACH GUIDANCE

Observe PFDs as flight control computer automatically changes the NAV source from FMS to the
localizer when the aircraft is in a position to receive and capture the localizer signal. Manually
change source to NAV and tune ILS frequency if this shouldnt occur.
When the aircraft is in a position to capture the localizer, and cleared for the approach, select the
approach mode on the flight control system. Verify LOC and GS white annunciated on PFDs as a
double check that flight control computer is in NAV source.
Vertical navigation guidance is provided up to the point of glide slope capture.
RADAR ADJUST (+4 TILT OR MORE)
APPROACH CHECK LIST PERFORM

STANDARD OPERATING
PRECISION APPROACH
INTERMEDIATE APPROACH
The objective is to be stabilized on the final descent path at VAPP, power levers above idle, in the
landing configuration, at 1000 ft, after continuous deceleration on the glideslope. To be stabilized,
all of the following conditions must be achieved prior to, or upon reaching the stabilization height:
The aircraft is on the correct lateral flight plan;
The aircraft is in the desired landing configuration;
The power is stabilized above idle, to maintain VAPP on the desired glide path;
No excessive flight parameter deviation.
The advantages are:
Lower fuel consumption;
Lower noise levels;
Time saved;
Flexibility and ability to vary speed to suit ATC.
If the aircraft is not stabilized on the approach path in landing configuration, at 1000 ft above
airfield elevation in instrument conditions, the flight crew must initiate a go around, unless they
think that only small corrections are necessary to rectify minor deviation from stabilized
conditions due, amongst others, to external perturbations.
FGP APPR Pb PRESS

Press APPR Pb only when a/C is cleared for the approach. This arms LOC and GS capture.
PFD CHECK ANNUNCIATIONS
LOC CAPTURE MONITOR

Crew must always monitor capture of LOC beam. During the capture phase, associated deviation
indications on PFDs must indicate movement towards the center of the scale
GS CAPTURE MONITOR
If glideslope is intercepted at 2500 FT or lower start configuring at one dot below. If intercepting
from higher altitudes start configuring at 8NM from threshold or 2500FT agl.
IF ABOVE THE GLIDE SLOPE:
FGP ALTITUDE SELECT ABOVE A/C ALTITUDE
V/S MODE SELECT

Maximum V/S allowed if 1500 ft/min.
GEAR (BELOW 180 KIAS) DN CHECK 3 GREEN

Check three green light and hydraulic pressure 1000 psi. PNF now selects syncrophaser off and
autofeather arm.
STANDARD OPERATING
PRECISION APPROACH
SYNCROPHASER OFF
AUTOFEATHER ARM
FLAPS (BELOW 170 KIAS) MID

Check indicator. Manoeuvring speed is Vapp flaps down + 20 kts or Vapp flaps mid + 10 kts if
flaps mid is final configuration
LANDING LIGHTS (BELOW 160 KIAS) LANDING
Leave off if necessary to avoid glare.
CAUTION
When operating in icing conditions, the landing procedure must be
performed with flaps MID and the approach speed, as compared with
the flaps MID approach speed must be increased by 6 KIAS.
FLAPS (BELOW 150 KIAS) DN

Check indicator. When speed stable torque will be about 32%. Stabilize speed at Vapp and
maintain until ready for flare.
NOTE FOR SINGLE ENGINE OPERATIONS

Use flaps mid for approach, select flaps down only when landing is assured (over the threshold).
Do not arm autofeather.
ANNUNCIATOR PANEL CHECK
GA ALTITUDE PRESET
Set the go around altitude on altitude selector.
LANDING CHECK LIST COMPLETE

STANDARD OPERATING
PRECISION APPROACH
LANDING LIGHT SET OR CHECK ON
FLIGHT PARAMETERS CHECK

PNF calls out if:
Speed: -5/+10 kts of Target Speed;
Pitch attitude: -2.5 Nose Down or +10 Nose UP;
Bank Angle: +7
Vertical Speed 1000 ft/min or more
Excessive LOC (1/4 DOT) or GS Deviation (1 DOT)
DH + 100 Ft or MDA + 100 Ft ANNOUNCE
AT DH or MDA: MINIMUMS ANNOUNCE
CONTINUE or GO AROUND FLAPS ANNOUNCE

if continuing AUTOPILOT/STEERING OFF
Do not duck under the glide slope. Maintain stabilized flight path and speed down to the flare.
At 50 ft, one dot below the glide slope is 14 ft below the glide slope
Avoid any tendency to duck under in late stages of the approach;
Avoid destabilizing the approach in the last 100 ft to have the best chance
of making a good touchdown in the desired point.
STANDARD OPERATING
PRECISION APPROACH
PRECISION APPROACH PATTERN

STANDARD OPERATING
NON PRECISION APPROACH

INITIAL APPROACH
AUTOPILOT/FD GO AROUND IS ONLY AVAILABLE IN APPR MODE
R-NAV APPROACHES WITHOUT RAW DATA BACK-UP NOT ALLOWED
NAV ACCURACY CHECK

RAIM capability must be checked on CDU at GPS CONTROL page.
If at 30 NM from airport the annunciation TERM is on PFD the FMS as entered the approach
RAIM monitoring phase: any reduction of GPS availability will be annunciated.
If RAIM prediction is not available FMS may still be accurate. To check this go to progress page
2/2: if position error is below +/- 1NM check is positive. If error exceeds +/- 1 NM FMS position
may be updated on POS INIT page 2/2.
PFDs CONFIGURE
RAIM PREDICTIONS AVAILABLE

Maintain both PFDs displays as for takeoff and cruise: source is FMS , format PPOS MAP. FMS
position crosschecking is via BRG pointers and DME distances. On final PNF may switch source to
NAV for position crosscheck.
ACCURACY CHECK POSITIVE BUT RAIM PREDICTIONS NOT AVAILABLE. ERROR < +/- 1 NM.
Same as above.
ACCURACY CHECK NEGATIVE: ERROR > +/- 1 NM

If time available update FMS position, otherwise change source to NAV and format to ARC or
ROSE.
If FMS looses accuracy or becomes unserviceable during the approach, conditions and time
permitting, use raw data guidance to continue.
If GPS is lost, FMS can be used to continue the approach provided the navaid raw data indicates
the required accuracy.
STANDARD OPERATING
FINAL APPROACH GUIDANCE

For localizer based approaches proceed as for ILS approaches. When arming APPR on FGP
GS.white will not be depicted on PFDs, if not on air.
For other non precision approaches FMS source can be used, provided approach is stored in
database and final approach is monitored with BRG pointer and DME distance. Procedures navaid
must be serviceable.
When ready to intercept final approach course arm APPR and verify proper annunciation on PFDs.
VNAV must not be used. If final approach altitudes from FAF to runway have been previously
strictly controlled on CDU, vertical path deviation indicator on PFD can be used as crosscheck.
Insert temperature correction on INDEX 2/2 page for higher accuracy.
ALTITUDE SELECTOR
Select FAF altitude or the last descent point of the procedure to avoid step descent during final
approach. This is lowest selectable altitude for altitude selector.
Maintain a constant, corrected as necessary, descent down to minima.
When below GO AROUND altitude select it in the altitude selector.
RADAR ADJUST (TILT+4)
APPROACH CHECK LIST PERFORM
INTERMEDIATE APPROACH
APPROACH SPEED TECHNIQUE

The standard speed technique is to make a stabilized approach using AP/FD: the aircraft intercepts
the final descent path in landing configuration, and at VAPP.
If conditions permit the decelerated approach speed technique can be used.
If the aircraft is not stabilized on the approach path in landing configuration, at 1000 ft above
airfield elevation in instrument conditions, the flight crew must initiate a go around, unless they
think that only small corrections are necessary to rectify minor deviation from stabilized conditions
due, amongst others, to external perturbations.
FGP APPR PRESS

Press APPR only when cleared for the approach.
PFDs CHECK
VOR RADIAL/APPR CAPTURE MONITOR

Crew must always monitor capture phase. Associated deviation indications on PFDs must indicate
movement towards the centre of the scale
NOT LATER THAN 4 NM BEFORE FAF CONFIGURE

STANDARD OPERATING
GEAR (BELOW 180 KIAS) DN CHECK 3 GREEN

Check three green lights and hydraulic pressure 1000 psi. PNF now selects syncrophaser off and
autofeather arm.
SYNCROPHASER OFF
AUTOFEATHER ARM

Check triple indicator. Manoeuvring speed is Vapp flaps down + 20 kts or Vapp flaps mid + 10 kts
if flaps mid is final configuration
LANDING LIGHT (BELOW 160 KIAS) LANDING

Leave off if necessary due disturbing glare
CAUTION
When operating in icing conditions, the landing procedure must be performed with flaps MID and
the approach speed, as compared with the flaps MID approach speed must be increased by 6
KIAS.
APPROACHING FAF (BELOW 150 KIAS) FLAPS DN

Check triple indicator. Stabilize at Vapp and maintain until ready for flare.
IF SINGLE ENGINE OPERATION

Use flaps mid for approach, select flaps down only when landing is assured. Do not arm
autofeather.
AT .3 NM TO FAF INITIATE DESCENT

Due to A/P and F/D lag in establishing correct V/S, if descent is started exactly over FAF descent
path will be too high and will require correction. To initially start descent, since with ALT engaged
V/S FGP is disabled, use pitch wheel, then finely adjust rate selecting V/S.
If flight control computer is handling final descent check VGP annunciated on PFD, crosscheck
altitudes
ANNUNCIATOR PANEL CHECK
GA ALTITUDE PRESET
Set the go around altitude on altitude selector. If flaps mid are used for approach and landing,
landing checklist can be performed before starting descent from FAF.

STANDARD OPERATING
FLIGHT PARAMETERS CHECK

PNF calls out if:
Speed: -5/+10 kts of Target Speed;
Pitch attitude -2.5 Nose Down or +10 Nose UP;
Bank Angle: +7
Vertical Speed 1000 ft/min or more
Trk/ Course +5/-5 from final track/course
Altitude -50ft/+100ft from MDA
MDA + 100 Ft ANNOUNCE
AT MDA: MINIMUMS ANNOUNCE
CONTINUE or GO AROUND FLAPS ANNOUNCE (PF)
If continuing AUTOPILOT/STEERING OFF

Maintain a stabilized flight path down to the flare. Avoid any tendency to duck under in late stages
of the approach; Avoid to destabilize the approach in the last 100 ft to have the best chance of
making a good touchdown in the desired point.
When flying visually before landing, switch flight directors off.
NDB PROCEDURE
Basically same as above but consider following:
If with racetrack, the holding pattern is set on the FMS, by setting INBD CRS, turning side and
outbound time.
After overflying the fix, join holding pattern, start to configure the a/c when turning inbound, so
as to be configured at Vapp flaps mid at the FAF.
When inbound, if the holding pattern had been activated, remember to push IMM EXIT prompt on
FMS.
If accuracy check negative the AP/FD only available lateral modes are HDG or LVL and autopilot go
around is not available.
STANDARD OPERATING
STANDARD OPERATING
VISUAL APPROACH
VISUAL APPROACH
MINIMUM REQUIRED: For a visual approach a visibility of 5000 mt and a ceiling of 1500 ft
is required.
The approach has to be stabilized at 500 ft AGL on the correct flight path, in landing
configuration, at Vapp. In case of the visibility is reduced due to a local phenomena over the
field, the MET-Reported Ceiling must be at or above the published initial approach level for the
aircraft so cleared and the pilot reports at the initial approach level or at any time during the
procedure that the MET conditions are such that with reasonable assurance a visual approach
and landing can be completed, in any case the visibility must be at least of 1500m.
INITIAL/ INTERMEDIATE APPROACH

At the beginning of downwind reduce speed to 160 kias.
ABEAM TOUCH DOWN POINT:

Start timing for 45 seconds +/- wind correction: 1 sec. for each 2kts of tail comp.
GEAR (BELOW 180 KIAS)DN CHECK 3 GREEN

Check three green lights and hydraulic pressure 1000 psi. PNF now selects syncrophaser off and
autofeather arm.
SYNCROPHASER OFF
AUTOFEATHER (BELOW 150 KIAS)ARM CHECK LIGHT

Check triple indicator. Manoeuvring speed is Vapp flaps down + 20 kts or Vapp flaps mid + 10
kts if flaps mid is final configuration
LANDING LIGHTS (BELOW 160 KIAS) LANDING

Leave off if necessary due disturbing glare
TURN TO BASE
(with maximum bank of 30); heading bug on final track and FD off.
FLAPS (BELOW 150 KIAS) DN

Check triple indicator. Stabilize at Vapp and maintain until ready for flare. If flaps down
selected before final maintain Vapp + 10 kts.

STANDARD OPERATING
VISUAL APPROACH

Use flaps mid for approach and landing.
Select flaps down only when landing is assured (over the threshold).
Do not arm autofeather.
FINAL APPROACH
1) A/c must be stabilized by 500 ft AGL, on correct approach path at VApp and
appropriate power applied. If not stabilized GO AROUND.
2) Avoid any tendency to duck under in late stages of the approach;
3) Avoid to destabilize the approach in the last 100 ft to have the best chance
of making a good touchdown in the desired point.
NIGHT VISUAL APPROACHES ARE NOT PERMITTED

STANDARD OPERATING
VISUAL APPROACH
STANDARD OPERATING
CIRCLING APPROACH
CIRCLING APPROACH
MINIMUM REQUIRED VISIBILITY: 4000m or as reported in charts if higher.
MDA: 1000ft or as reported in charts if higher.
The a/c should circle in flaps mid configuration. Manoeuvring speed is Vapp flaps down + 20 kts
or Vapp flaps mid + 10 kts if flaps mid is final configuration.
UPON REACHING MDA:
ANTICIPATE ALTITUDE BY 10% OF V/S AND PUSH ALT TO LEVEL OFF

After a first push on ALT a second is required to level off at MDA otherwise aircraft will climb
back to MDA plus 10% vertical speed.
If performing an ILS heading must be selected first to exit glide slope capture mode.
SEARCH FOR VISUAL REFERENCE
IF NO VISUAL CONTACT AT MAP INITIATE GO AROUND AND

FOLLOW PROCEDURE
IF VISUAL CONTACT TURN FOR DOWNWIND ( Open 45 )

FLY HEADING FOR 30 SECONDS
WHEN ABEAM THRESHOLD START TIME RWY TRACK ON HDG BUG

Time downwind leg: 20 seconds +/- wind correction:
1 sec. for each 2kts of tail comp.
TURN ON BASE
maximum bank 30. Descent rate initially 500 fpm.
CAUTION: PNF should maintain visual contact during the circling,

PF should fly the aircraft.
DISENGAGE AP/FDs BEFORE STARTING BASE LEG
FLAPS DOWN
Check triple indicator. Stabilize at Vapp and maintain until ready for flare.

Use flaps mid for approach. Select flaps down only when landing is assured (over the
threshold). Do not arm autofeather.
STANDARD OPERATING
CIRCLING APPROACH
FINAL APPROACH
1) A/c must be stabilized by 500 ft AGL, on correct approach path at VApp and
appropriate power applied. If not stabilized GO AROUND.
2) Avoid any tendency to duck under in late stages of the approach;
3) Avoid destabilizing the approach in the last 100 ft to have the best chance of making
a good touchdown in the desired point.
STANDARD OPERATING
LANDING
LANDING
NOTE: If performing a One Eng Out Approach, on final center rudder trim.
After touchdown apply forward pressure on wheel to improve front tyre traction.
CROSSWIND LANDING
Preferred technique is to use rudder to align the a/c with the runway during the flare while
using lateral control to maintain the a/c on runway centerline. After touchdown full aileron into
the wind should be used to help control.
WET RUNWAY
The Piaggio P180 has no spoilers. With a normal touch-down very little weight is initially
transferred on the wheels which increases the chances of hydroplaning. If braking is initiated
during hydroplaning, since no antiskid is installed, tyres can be damaged and/or control may be
very difficult. To reduce the possibility of hydroplaning a firm touchdown is necessary, then
braking must only be started when speed as decreased and tyres have come in contact with the
runway surface.
PROP PITCH CHECK/ANNOUNCE

Engage reverse thrust below 1900 prop RPM ( 5% drop from the set value), and disengage
when the speed has decreased to about 40kias, in order to avoid damages to the propellers.
Bring condition levers to ground idle (PF).
For normal operation idle reverse only is recommended. After power levers are brought to idle
reverse condition levers will be reduced by PF to ground idle upon PNF annunciation of 70kias.
This allows power levers to be left in idle reverse as long as necessary during landing and
subsequent taxi.
NOTE: When landing at aft C.G. initiate flaps retraction before actuating reverse power.
When landing at light weights, use caution when applying brakes, as excessive pedal pressure
will result in skidding the tires with a resultant loss in braking effectiveness.
Engage Steering in TAKE OFF mode not before taxi speed.
STANDARD OPERATING
GO AROUND
GO AROUND
ROTATION PERFORM
Rotate the aircraft to get a positive rate of climb and establish the required initial pitch attitude
of 8 manually or as directed by FD/AP bar if available.
GO AROUND FLAPS ANNOUNCE
POWER LEVERS MAX POWER

PNF adjusts power
PITCH 8
CAUTION
When operating in icing conditions, the go around procedure must be performed with flaps mid
and the airspeed must be 130 kias.
FLAPS (BELOW 150) SET MID

NOTE: check speed minimum 120kias, IF FLAPS already at mid do not change setting.
POSITIVE CLIMB ANNOUNCE
LDG GEAR SELECT UP
LNDG LIGHT (BELOW 160KIAS) OFF
FLAPS (BELOW 170 KIAS) UP

Minimum speed 125kias. 130 at weights above 11550.
NAV/HDG SELECT
Select source as required to follow published MAP;
TARGET SPEED 160KIAS

140KIAS FOR SINGLE ENGINE OPS
NOTE: After a G/A a second approach is allowed only if there is a good possibility to complete
the landing approach, or a diversion to a suitable airport must be commenced.
AFTER TAKE OFF / CLIMB CHECK LIST COMPLETED

STANDARD OPERATING
BALKED LANDING
BALKED LANDING
ROTATION PERFORM
Rotate the aircraft to get a positive rate of climb and maintain an airspeed of 115 KIAS.
CAUTION
When operating in icing conditions, the landing procedure must be
performed with flaps MID.
The balked landing speed, in icing conditions, with flaps MID is 130 KIAS.
GO AROUND FLAPS ANNOUNCE
POWER LEVERS MAX POWER

PNF adjusts power
FLAPS DO NOT CHANGE SETTING UNTIL

POSITIVE CLIMB ESTABLISHED
FLAPS (BELOW 150) SET MID

NOTE: check speed minimum 120kias, If flaps already at mid do not change setting.
POSITIVE CLIMB ANNOUNCE
LDG GEAR SELECT UP
LNDG LIGHT (BELOW 160KIAS) OFF

STANDARD OPERATING
AFTER LANDING
AFTER LANDING
POWER LEVERS IDLE
STEERING TAXI (IF NECESSARY)
FLAPS UP
NOTE: If the approach was made in icing conditions, or if the runway was contaminated with
slush or snow, do not retract flaps until after engine shutdown and after they have been
checked free of obstructing ice.
BLEED AIR OFF
RADAR OFF
TRANSPONDER OFF
If mode s operation is required turn transponder off after parking.
ANTICOLLISION LIGHTS GROUND
TAXI/LANDING LIGHTS AS REQUIRED
ICE PROTECTION EQUIPMENT HEAT OFF (IF APPLICABLE)

CM1 switch lights and ice protection equipment OFF
AUTOFEATHER OFF
CABIN ALTITUDE / P CHECK LANDING FIELD / ZERO
NOTE: In the event of landing with severe brake use an adequate brakes
cooling time is required before a successive takeoff.
OIL COOLERS AS REQUIRED

Once the aircraft has cleared the runway, CM1 will call the AFTER LANDING check list; CM2
silently will perform it, giving his confirmation at the end.
AFTER LANDING CHECK LIST COMPLETED (Silent by CM2)
ENTERING THE STAND TAXI LIGHT OFF

STANDARD OPERATING
PARKING
PARKING
PARKING BRAKE SET
NOTE: After the airplane is taxied to a stop, set the parking brakes: they should not be set if
they are very hot or if the ambient temperature is below freezing and the brakes are wet.
AVIONICS SWITCH OFF

CAUTION
Failure to select AVIONICS master switch to the OFF position during the engine shutdown may
result in equipment failure.
POWER LEVER CHECK IDLE
CONDITION LEVERS CHECK GROUND IDLE

NOTE: Allow the engine to stabilize for a minimum of one minute at minimum
obtainable ITT.
HYDRAULIC PUMP OFF

WARNING
If there is any evidence of fire within the engine after shutdown, proceed
immediately as described under "ENGINE DRY RUN" Procedure.
CONDITION LEVERS CUT OFF
FUEL PUMP SWITCHES OFF
FUEL QUANTITY CHECK
ALL ELECTRICAL SWITCHES OFF

Leave enviro switch at auto.
BATTERY SWITCH OFF
NOTE: During the shutdown ensure that the compressor decelerates freely.
STANDARD OPERATING
PARKING
CAUTION
The passenger door may be opened 10 seconds after the passenger upper
door handle has been rotated to OPEN position.
Rotate the upper door handle to OPEN position, wait that the door seal has deflated (about 10
seconds, i.e. until external/internal background passes through the frame/door gap), push/pull
the upper door open and relocate the handle to STOW position. Pull the safety pin from the
lower handle and rotate the handle to OPEN position. Pull and hold firmly the cable handle
knob, then lower gently the lower door.
Note: check propellers stopped.
PASSENGER DOOR OPEN
PARKING CHECK LIST COMPLETE

STANDARD OPERATING
SECURING THE AIRCRAFT

BATTERY SWITCH OFF
CONTROL LOCKS INSTALL
EMERGENCY EXIT HANDLE LOCK PIN INSTALL

S.N. 1034 and up airplanes
LIGHTS OFF
Turn cockpit, cabin and baggage hot wired lights off.
PASSENGER DOOR CLOSE
ENGINE OIL LEVEL CHECK

(after the last flight of the day)
NOTE: Perform the engine oil level check within 10 minutes after engine shutdown, then, if the
airplane is supposed to be parked for more than 2 days, unplug the battery clamp from the
battery in the baggage compartment.
PROPELLERS BLADES CLEAN and CHECK

After the last flight of the day.
WHEELS CHOCKS IN PLACE
COVERS INSTALL
Do not install covers on a warm engine.
SECURING THE A/C CHECK LIST COMPLETED
SEALING THE AIRCRAFT PERFORM (If required)

Seal the a/c according to the latest revision of Document Procedura per la protezione
dellaeromobile WJ SEC-04
STANDARD OPERATING
STANDARD CALLOUTS
STANDARD CALLOUTS
COMMUNICATION AND STANDARD TERMS
Standard phraseology is essential to ensure effective crew communication. The phraseology
should be concise and exact. The following Chapter lists the calls that should be used as
standard. They supplement the callouts identified in the SOP. These standard callouts are also
designed to promote situational awareness, and to ensure crew understanding of systems and
their use in line operation.
CHECKLIST CALLOUTS
CHECK: a command for the other pilot to check an item.
CHECKED: a response that an item has been checked.
CROSSCHECKED: a call verifying information from both pilots stations.
If a checklist needs to be interrupted, announce: STANDBY CHECKLIST AT ... and RESUME
CHECKLIST AT for the continuation. Upon completion of a checklist announce: CHECKLIST
COMPLETED.
ACTION COMMANDED BY PF
The intent is to ensure clear, consistent, standard, communication between crewmembers. All
actions performed on the FGP and FMS, must be confirmed and announced clearly on PFDs .
Ensure that correct FGP pushbutton is used, then verify indications on PFDs. The words set or
arm in action commanded will be at the beginning of command. Example: arm approach.
When PF is doing the action himself the word will be at the end. Example: approach armed.
Before replying ensure that the requested mode has been displayed.
PRESET
The PRESET command means rotating the altitude, airspeed or V/S selector to set a value, but
not to change a mode. Example:
PRESET GO AROUND ALTITUDE
SET
The SET command means rotating a knob or pressing a pushbutton to set a value and also
activate the mode. Example:
SET V/S -800
SET NAV and FLC
SET F/L 280
NOTE:
If the value was previously set, there is no requirement to repeat the figure. Simply call: SET
V/S; SET SPEED.
ARM
The ARM command means pushing an FCP pushbutton to arm a mode or target.
ARM APPR (APPR pushbutton is pushed)
STANDARD OPERATING
STANDARD CALLOUTS
ON/OFF
The simple ON or OFF command is used for the autopilot and flight directors.
NOTE: All actions on the FGP and FMS must be verified on PFDs, as follows:
First , ensure that the correct FGP knob is used, then verify indications on PFDs.
Mode changes should be confirmed by calling them aloud when appropriate (ex: FMS or
autopilot ). Colour of the indication to be announced only for armed modes or malfunctions
(ex:GS LOC white).
PFDs ANNUNCIATOR
All PFDs annunciator changes will be normally called out by PF and checked by PNF:
All armed modes are announced by calling out their associated white colour.
When localizer alive PF announce: LOC ALIVE.
All active modes are announced without calling out the green colour:
ALT select
ALTITUDE
The PNF calls ONE THOUSAND when passing 1000 Ft before the cleared altitude or
FL, and is acknowledged by the PF calling: CHECKED
FLAPS OR GEAR CONFIGURATION
FLAPS CALLS
FLAPS
CALL
CONFIGURATION
MID Flaps MID
DN Flaps DN
The reply will be given when selecting the new flap position.
Example
CALL REMARK
PF FLAPS MID
PNF checks the speed:
SPEED
Above 125 kias and accelerating (Takeoff); (130 if weight
CHECKED
over 11550lbs)
PNF Below VFO of 170kias and decelerating (Approach).
FLAPS MID PNF selects flap lever position and replies after lever selection.
Correct flap deployment must be checked at cycle completed.
STANDARD OPERATING
STANDARD CALLOUTS
GEAR CALL
CALL REMARK
GEAR UP
PF
(DOWN)
GEAR UP
PNF PNF announces and selects the gear lever position to down or up
(DOWN)
GEAR UP replies after checking the GREEN lights on the landing gear
(DOWN) indicator to confirm gear operation.
FLIGHT PARAMETERS
PNF will make call-outs for the following conditions during final approach. Altitude callouts also
to be made through to landing.
SPEED when speed becomes less than Vapp 5 Kts or more than Vapp + 10 Kts;
SINK RATE when V/S is greater than 1000 Ft/min
BANK when bank angle becomes greater than 7;
PITCH when pitch attitude becomes lower than 2.5 or higher than + 10;
LOC or GLIDE when LOC deviation is dot or GS deviation is 1 dot;
COURSE when greater than dot or 2,5 (VOR) or 5 (ADF);
FT HIGH (LOW) at altitude checks points.
PF/PNF DUTIES TRANSFER
To transfer control, crew must use following call out:
TO GIVE CONTROL
Pilot calls out YOU HAVE CONTROL. The other pilot accepts this transfer by calling out:
I HAVE CONTROL before assuming PF duties;
TO TAKE CONTROL
Pilot calls out I HAVE CONTROL. The other pilot accepts this transfer by calling out:
YOU HAVE CONTROL, before assuming PNF duties
STANDARD OPERATING
NORMAL ABNORMAL AND
S.O.P. EMERGENCY CALLOUTS MAY 10 MAY 10
NORMAL, ABNORMAL AND EMERGENCY CALLOUTS

ABNORMAL PROCEDURES
Abnormal procedures are commanded by PF when required by announcing:
Perform XXX emergency/abnormal checklist. Commander, if PNF, will decide if a
control switch-over is necessary.
XXX procedure complete is the announcement by the PNF that all APPLICABLE
ACTIONS have been completed.
Should the PF require an action from the PNF during abnormal procedures, the order
STOP XXX procedure will be used. When ready to resume the order CONTINUE
XXX will be used.

(ex:GS LOC white).
Note: side in command must be included in flight mode annunciator reading. FMS left/right or
AP left/right.
MEMORY ITEM
Aim of such callouts is to call out the appropriate procedure by calling out, in most cases, the
title of procedure. This will allow the crew to be aware of the situation and be prepared to
properly react. (Crew coordination, Task sharing and communications).
(ex:GS LOC white).
WINDSHEAR:
As soon as windhsear is encountered and must be avoided:
WINDSHEAR GO AROUND
UNRELIABLE SPEED INDICATION

As soon as abnormal condition is suspected
UNRELIABLE SPEED
TCAS
As soon as TRAFFIC warning is triggered
TCAS I HAVE CONTROL
EMERGENCY DESCENT
As soon as emergency descent must be initiated
EMERGENCY DESCENT
STANDARD OPERATING
NORMAL ABNORMAL AND
SUMMARY FOR EACH PHASE
BEFORE ENGINE START/PUSH BACK

EVENT PF PNF
After start up clearance received BEFORE START C/L BEFORE START C/L
COMPLETED
PUSH BACK/ENGINE START

EVENT PF GND Mech
When ready for pushback, and BRAKES RELEASED
BRAKES RELEASED
pushback clearance received from ATC CONFERMED
Start of push: raise hand and make a
backward motion. Indicate left or right INITIATE PUSH
direction.
READY TO START
When ready to start engines CLEARED TO START
ENGINES
When pushback completed and engines
BRAKES SET SET BRAKES
started
The brakes set signal from PF is also the When tow bar removed
signal for operator to remove tow bar OBSERVE AND REPLY and steering pin in
and inset steering pin. place: ALL CLEAR
WARNING:
1) avoid use of excessive power
2) make sure brakes are set before operator removes tow bar
3) make sure operators all clear signal is received before starting taxi.
NOTE: for standard hand signals refer to LIDO RAR section: COMMUNICATION BY VISUAL
SIGNALS.
AFTER ENGINE START/PUSH BACK

EVENT PF PNF
All engines started and stabilized AFTER START C/L
AFTER START C/L
and GND is disconnected COMPLETED
TAXI
EVENT PF PNF
CLEAR RIGHT (LEFT)
When taxi clearance obtained CLEAR LEFT (RIGHT) SIDE
SIDE
BRAKES CHECK
Flight controls check FLIGHT CONTROLS CHECK
BEFORE TAKEOFF TO THE BEFORE TAKEOFF TO
During taxi
LINE THE LINE COMPLETE
BEFORE TAKE-OFF
Lining up on the runway BELOW THE LINE
COMPLETED
STANDARD OPERATING
NORMAL ABNORMAL AND
TAKE-OFF
EVENT PF PNF
Setting power levers to 2000 ft lbs TAKE-OFF / TIME SETS POWER TO 2150
Checks autofeather arming
POWER SET
AT 50 kts STEERING OFF
AUTOFEATHER ARMED
At 80 kts CHECKED 80 KNOTS
At VR ROTATE
When climbing clear of the
POSITIVE CLIMB
ground (positive increase of V/S,
BARO and RAD ALT)
GEAR UP GEAR UP
When engaging AP AP ON CHECKED

At 125 kts and accelerating SPEED CHECKED
FLAPS UP
(130 if weight >11550) FLAPS UP
At 150 kts and accelerating CHECKED AUTOFEATHER OFF
AFTER TAKE-
AFTER TAKE-OFF/CLIMB
At Transition Altitude OFF/CLIMB C/L
C/L
COMPLETE
MULFUNCTION BEFORE VR AT TAKE OFF

EVENT CMDR CM2
If Go decision GO
STOP TAKEOFF Decision STOP
PROP PITCH on annunciator panel PROP PITCH*
In case of failure or reverser has not been selected:
* PROP PITCH 1 or 2 or NO PROP PITCH;
STANDARD OPERATING
NORMAL ABNORMAL AND
EMERGENCY DESCENT
EVENT PF PNF
Emergency descend decision EMERGENCY DESCENT
EVENT CM1 CM2
Check passengers to
If CAB ALT >14000 confirm that passengers
oxy mask are released
ALTIMETER SETTING CHANGES TO/FROM QNH/QFE-STD

EVENT PF PNF
STANDARD (QNH)
SET STANDARD
Barometric setting change and CROSSCHECK
(SET QNH)
Subsequent altimeter cross-check PASSING NOW FL
CHECKED
(FT)
APPROACH AND LANDING

EVENT PF PNF
When cleared below transition APPROACH APPROACH C/L
level, or when appropriate C/L COMPLETED
Beginning of radio altimeter RAD ALT ALIVE
CROSS-
indication (could be radio call out (see note 1 & 2 below)
CHECKED
of 2500 ft)
Below VLO 180 kts GEAR DOWN GEAR DOWN
SPEED CHECKED
< VFO 170 kts FLAPS MID
FLAPS MID
PRESET GA
GS*, FINAL APP, or FAF GA ALTITUDEPRESET
ALTITUDE
CM1 LNDG
Below 160 kts CHECKED
LIGHT ON
When gear down SPEED CHECKED
FLAPS FULL
(unless landing with Flaps MID) FLAPS DOWN
Below 150 kts CHECKED AUTOFEATHER ON
..FT PASSING (fix
FAF/FAP CHECKED
name)
When landing flaps set and checked, hydraulic LANDING C/L LANDING C/L
STANDARD OPERATING
NORMAL ABNORMAL AND
pressure confirmed at 1000 psi

At outer marker or equivalent CHECKED OUTER MARKER
ONE THOUSAND
1000 radio altimeter CHECKED
(See note 2 below)
FIVE HUNDRED
500 radio altimeter CHECKED
(See note 2 below)
ONE HUNDRED ABOVE
100 ft above MDA* CHECKED
(if no Auto callout)
(Automatic ILS)
.CONTINUE
Before DH if positive contact with visual CONTINUE
CONFIRMED
references *
(manual ILS or NPA)
.CONTINUE
Before DH/MDA if positive contact with visual CONTINUE
CONFIRMED
references *
GO AROUND-
At MDA/DH if no visual reference * MINIMUMS
FLAPS
PROP PITCH (see note 4
After touchdown
below)
At 70 knots CHECKED SEVENTY KNOTS
* For NPA or ILS with MANUAL LANDING at 100 Ft above MDA, the PNF calls: ONE
HUNDRED ABOVE and looks out for visual references; then PNF calling CONTINUE if in
positive contact or MINIMUMS if not, then PF shall perform a GO AROUND procedure,
after calling: GO AROUND - FLAPS
* For ILS Approach (A/P On) at 100 Ft above MDA the PF looks out for visual references,
calling CONTINUE if in positive contact or performing a GO AROUND if at MINIMUMS
he/she has not established the required visual references.
Note 1 : Crew awareness, crew should now keep RA in scan to landing;

Note 2 : PNF monitors RA and announces;
Note 4: If prop pitch not as expected, call PROP PITCH 1 or 2 or NO PROP PITCH, as
appropriate.
CALLOUTS PNF
1000ft (RADIO)
500ft (RADIO)
50 Announce
30 Announce
MDA + 100 ft. Announce
MDA (Minimum) Announce
STANDARD OPERATING
NORMAL ABNORMAL AND
GO AROUND
EVENT PF PNF
GO AROUND decision GO AROUND - FLAPS
Flaps retraction FLAPS
POSITIVE CLIMB
Gear retraction GEAR UP
GEAR UP
AFTER TAKE OFF
At Transition Altitude AFTER TAKE OFF/CLIMB C/L /CLIMB C/L
COMPLETE
AFTER LANDING
EVENT PF PNF
AFTER LANDING
Check List AFTER LANDING C/L
C/L COMPLETED
Signal for CM2 to start after landing checks is CM1 turning landing lights and anti-ice off.
PARKING
EVENT PF PNF
PARKING C/L
Check List PARKING C/L
COMPLETED

EVENT PF PNF
SECURING THE
SECURING THE AIRPLANE
Check List AIRPLANE C/L
C/L
COMPLETED
STANDARD OPERATING
MISCELLANEOUS
MISCELLANEOUS
INDEX
CREW INCAPACITATION
EMERGENCY EVACUATION CHECKLIST
COMPANY LIMITATIONS
CREW INCAPACITATION
GENERAL
In Flight pilot incapacitation is a valid safety hazard and has already caused many accidents.
Incapacities have occurred more frequently than other emergencies that are subject of
extensive training (such as engine failure, cabin fire, etc.). Aviation history and statistics indicate
that incapacities may occur in all age group and during all phases of the flight. There are many
forms of incapacitation ranging from obvious sudden death to a lingering and difficult to detect
partial loss of functions.
Incapacitation of a crew member is defined as any condition which affects the health of a crew
member during the performance of duties, associated with the duty/position assigned to him
which renders him capable of performing assigned duties. Definition include either total or
partial incapacitation that does not allow the fulfilment of duties in the normal way.
Types of Incapacitation
-Obvious incapacitation; means total functional failure and loss of capabilities. This
generally will be easily detectable and will be a prolonged condition. Among the possible
causes are heart disorders, severe brain disorders, severe internal bleeding, etc.
-Subtle incapacitation: this may be considered a more significant operational hazard,
because it is difficult to detect and the effects can range from partial loss of functions to a
complete unconsciousness. Possible causes might be minor brain seizures, hypoglycemia (low
blood sugar), other various medical disorders or preoccupation with personal problems. Since
the crew member concerned may not be aware of, or capable of rationally evaluating his
situation, this type of incapacitation is more dangerous.
STANDARD OPERATING
MISCELLANEOUS
Causes and Effects

As explained before, incapacitation may range from minor cases of physiological upsets
associated with interconnected mild disease or mental stress which may result in reduced
levels of judgment or Physical co-ordination up to a complete collapse.
Among the causes for a mild incapacitation one may list:
Body pains such as toothache, headache, gastro-enteritis, the delayed effects of alcohol,
drugs or medication, common disorders such as a cold, etc. Heart troubles, an acute infection
thrombosis, epilepsy, hypoglycemia (extremely low level sugar) and others belong to the more
serious causes of a sudden collapse. At least one incident is known, where a crew member
had a heart attack right after his aviation medical examination, so a passed medical exam is
not a guarantee.
It is obvious that living more health consciously may reduce the number of occurrences of
crew member incapacitation.
This includes avoidance of drugs, moderate consumption of alcohol, adequate rest time and
its proper use for recreation - adequate sleep and nutrition but also the avoidance of stress in
your business and private life.
Chapter 6.1 of OM GB, covers the subject of health precautions.
Recognition of an Incapacity
An early recognition of incapacity is of outmost importance. A silent collapse will hardly be
detected during normal activities (for instance during the cruise phase of a flight), as
communications may sometimes be reduced to a minimum. This requires that all crew
members monitor each other very closely. Closely means, observing the other crew
members for any abnormal" reaction/action or behavior. One good method is to use the so-
called "TWO COMMUNICATION RULE". This simply means, that one crew member's comment
must be answered by the other crew member(s). If, for instance, the PNF reports the airplane
being left of course, it is essential, that the PF not only corrects this problem but also confirms
this verbally a crew member doesn't answer any question or checklist item in the normal way,
there is reason to believe that there might be the beginning of a subtle incapacitation. At the
worst he m ay simply have fallen asleep.
Other symptoms of the beginning of an incapacitation are:
incoherent speech,
strange behavior;
irregular breathing;
pale fixed facial expression;
jerky motions that are either delayed or too rapid.
STANDARD OPERATING
MISCELLANEOUS
If any of these are present incapacitation must be suspected and action taken to check the
state of the crew member.
Incapacity. Action to be taken

Actions to be taken when incapacity is recognized.
First Step
take over control of the airplane by announcing I have control;
engage autopilot;
declare an emergency situation to ATC;
should you have an incapacitated cockpit crew member do not remove from his/her seat
unless it is deemed necessary. Move seat fully back to prevent obstruction of flight
controls, switches, levers, etc. The help of other crew members or passengers might be
required, if necessary reset COM and NAV to your side.
Second Step
take care of the incapacitated crew member by trying to provide first aid (ask if doctors
or other medical persons are aboard):
arrange a landing as soon as practicable after considering all pertinent factors:
arrange medical assistance after landing - giving as many details about the condition of
the affected crew member as possible.
Third Step
prepare for landing but do not press for a hasty approach;
perform all checklist earlier than normal (request assistance from other crew members
or capable persons);
request radar vectoring and make an extended approach - where possible - to reduce
workload;
for landing do not change seats - fly the airplane from that position you initially were
assigned to;
organize work after landing; this shall include:
having the incapacitated crew member offloaded and to the ambulance as
quickly as possible;
arrangements for the parking of the airplane.
Note: The Company operations department must be kept informed at all times regarding the
above circumstances for immediate actions to be taken.
STANDARD OPERATING
MISCELLANEOUS
Summary
The problems involved with incapacitation of crew members may be summarized as follows:
1) If you do not feel well, say "NO" before the flight.
2) Remember, that the best medical examination as well as a health conscious life still does
not guarantee that an incapacitation during flight will not happen to you or to your other crew
members.
3) The "TWO COMMUNICATION RULE must be used in order to have a chance of detecting
any incapacitation in time. Take notice of any abnormal or unusual action of another crew
member, as this might also be an indication of onset of incapacitation.
4) Once an incapacitation is identified, remember the three basic steps:
Take over the airplane and bring it under YOUR control.
Take care of the incapacitated pilot .
Prepare for landing.
Finally, it is emphasized that incapacitation requires special actions using the good judgment
of the crew member left in command of the airplane.
PROCEDURE
Standard callouts have also the function to detect any of the possible form of crew
incapacitation. Normally, a challenge made by PNF must need a response by PF, and so on. A
CREW MEMBER MUST BE CONSIDERED INCAPACITATED WHEN HE DOESNT REPLY
TO A CHALLENGE FOR TWO TIMES.
During take off, callouts of 80 kts, Vr, Positive Climb, and during landing, callouts of 1000, 500,
One Hundred above, Minima, etc., requesting a crosscheck by all CM can be used to discover
any possible form of incapacitation.
If a CM incapacitation is discovered, the able CM must:
1) At convenient stage engage A/P, F/D and make use of FMS accordingly;
2) Depending on flight phase, actual weather conditions and position of the airplane, set
a plan of action, and prepare the airplane for an immediate landing, declaring the
emergency situation to ATC unit (Crew Incapacitation is considered like a May Day
situation);
3) Make full use of automatic features of the airplanes, request all possible ground
assistance for radar vectoring service, and concentrate his/her duties to the airplane
safe conduct;
4) Request to passengers any form of assistance that circumstances dictates;
5) Once on the ground, especially if incapacitated crew is CM1, CM2 will bring the
airplane to landing and taxi out the runway up to the parking position, or to an
elsewhere area where assistance can be done to incapacitated CM.
STANDARD OPERATING
MISCELLANEOUS
It takes two people to remove the dead weight of an unconscious body from a seat without
endangering any controls or switches. If it is not possible to remove the body, Request
assistance from any medically qualified passengers;
If there in on board a Company pilot qualified as the incapacitated crew member, he will take
the place of incapacitated CM, and the flight will proceed in a normaly way.
If there is on board a Company pilot with a different qualification (eg. Incapacitated CM is the
CM1 and onboard there is another CM2, or incapacitated CM is the CM2 and on board there is
another CM1) CM assigned for that flight will assume command of the flight; the other CM will
take the place of incapacitated CM and will execute his/her duties according to the position.
If no other pilot to replace the incapacitated CM is available on board, remaining CM must
assume full control of the flight applying the procedures as stated above.
STANDARD OPERATING
EMERGENCY EVACUATION
S.O.P. SEMAY 10 MAY 10
EMERGENCY EVACUATION
The on ground emergency evacuation is a situation that can arise from any moment the
airplane leave the parking stand to a rejected take off, and during landing, from touchdown to
the moment the airplane reaches the parking stand. An emergency evacuation can be required
also after a crash landing or a ditching.
Commander will give the evacuation order, but in case of incapacitation, evacuation order can
be given by the highest remaining CM.
First of all the airplane must be stopped and parking brake must be ON. Atc notified.
After emergency checklist, if any required, the Commander will decide to continue in normal
operation, or evacuate the airplane. His decision will be based upon any engine fire, fuel
leakage, damage to fuselage or other airplane section, number of passengers, position of the
airplane respect the airport geography, nature of surrounding terrain, and so on.
If the latter decision is to be taken, the Commander will make following announcement:
PASSENGER EVACUATE
or
PASSENGER: REMAIN SEATED.
When decision to stop the airplane is taken, CM2 must inform ATC of decision.
The communication about the nature of events, position, number of passengers and crew on
board, fuel quantity on tanks and intentions will be performed at the end of the Emergency
Evacuation Check List.
Emergency Evacuation is to be considered a Do Check List performed by the CM2. Switch on all
available lights in cabin and cockpit.
- AIRCRAFT/PARKING BRKSTOP/ON
- EMERGENCY CHECKLIST.................................................COMPLETE
- ATC (VHF1)..NOTIFY
if evacuation required
- BOTH ENGINES SHUT DOWN PROCEDURE.....................PERFORM
- BATTERY.........................................................................OFF
- EVACUATION.INITIATE
if evacuation not required

- PASSENGERS .NOTIFY
NOT FOR OPERATIONAL USE

STANDARD OPERATING
COMPANY LIMITATIONS
COMPANY LIMITATIONS
CROSS/TAIL WIND LIMITATIONS ON DRY OR WET RWYs

(Water thickness not measurable)
TAKE OFF XW 25 KTs

LANDING XW 25 KTs
TAIL WIND 10 KTs
The gust is to be considered at Commanders discretion
CROSS/TAILWIND LIMITATIONS ON CONTAMINATED/SLIPPERY RWYs
BRAKING ACTION REPORTED FRICTION WIND

COEFFICIENT
MEDIUM-GOOD 0.39 - 0.36 XW 25 KTs
MEDIUM 0.35 - 0.30 XW 15 KTs
MEDIUM-POOR 0.29 - 0.26 XW 15 KTs
POOR 0.25 - below XW 7 KTs

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P 180 AVANTI II WINDJET 1 of 2

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The following contains expanded information on normal procedures.

NORMAL CHECK LIST

CROSS COCKPIT COMMUNICATIONS

STERILE COCKPIT RULES

USE OF FLIGHT MANAGEMENT SYSTEM, FLIGHT CONTROL PANEL AND SYSTEMS

TECHNICAL CONDITIONS OF THE AIRCRAFT

WEATHER BRIEFING & NOTAMS

FLIGHT PLAN & OPERATIONAL REQUIREMENTS

1) ATC FPLN is correctly filed;

OPTIMUM FLIGHT LEVEL

OFP (Operator Flight Plan) CHECK

EXTERIOR SAFETY INSPECTION

WHEEL CHOCKS CHECK IN PLACE

AREA SURROUNDING AIRCRAFT CLEAR

PRELIMINARY COCKPIT PREPARATION

EMERGENCY EQUIPMENT CHECK

EMERGENCY EXIT HANDLE PROPERLY POSITIONED

AIRPLANE RECORDS CHECK

*OXYGEN MASKS CHECK AND SET

PARKING BRAKE SET LOCKED

CONTROL LOCKS REMOVE

FLIGHT CONTROLS CHECK FREE

ELECTRICAL SWITCHES CHECK OFF OR NORMAL POSITION

STATIC PRESSURE SELECTOR NORMAL

*ENGINE CONTROL LEVER FRICTION ADJUST

POWER LEVERS IDLE

CONDITION LEVERS CUT OFF

SEAT BELTS AND NO SMOKING SIGNS ON

BATTERY SWITCH BAT

BUS VOLTAGE CHECK

*CAB DOOR WARNING LIGHT CHECK ON (WITH DOOR OPEN)

*ENGINE EXCEEDANCE TEST

*BATTERY TEMPERATURE TEST

*ANNUNCIATOR PANEL TEST

*ENGINE FIRE DETECTOR TEST

*FUEL QUANTITY SYSTEM TEST

FUEL LEVEL CHECKED AND BALANCED

*GEAR LIGHTS CHECK THREE GREEN AND TEST

FUEL CROSSFEED VALVE CHECK OFF

TRIM SURFACES NEUTRAL

BATTERY SWITCH OFF

WINDSHIELD AND LATERAL WINDOWS CHECK FOR CLEANLINESS

FORWARD WING AND NOSE SECTION

1. Windshield left side - CHECK CONDITION AND CLEANLINESS

3. Static wicks - IN PLACE, CONDITION

4. Surface - CHECK CONDITION AND CLEANLINESS

5. Nose gear CHECK

6. Steering connecting pin - CHECK properly installed

7. Tires - CONDITION AND SLIPPAGE

8. Gear doors CHECK

9. Chock WHEN AIRCRAFT READY TO START REMOVE