OPERATING PROCEDURES XLS

VFR Approach—Normal/Single Engine

  BRIEFINGS

The PF normally commands and executes the takeoff abort for:

1. Master warning
2. Engine fire
3. Engine failure
4. Thrust reverser deployment
5. Runway incursion
6. Loss of directional control

Sterile Cockpit Procedures

Sterile cockpit procedures, refraining from non-essential activities and communication, must be utilized during critical phases of flight.
Normally this is below 10,000 feet and during all ground operations.

APPROACH PLATE BRIEFING: consult, GNSS to confirm step downs (altitude / distance / Fix). Select HOLD fix from the GNSS HOLD menu:
RH side keys to select
 Briefings SIM
A. Emergency Briefing
B. RTO Briefing
C. Departure Briefing
D. Approach Briefing
E. NITS Briefing

A. Example RTO Briefing

The first crew member detects a failure, calls out loud to STOP / ABORT
Before V1 we will abort for any malfunction, Red Light; Engine Failure, Engine Fire, Smoke or Fire in cabin, loss of directional control or
unable to fly. Call will be “STOP, STOP, STOP, MY CONTROLS” = I abort the Takeoff bring the Aircraft to a full stop with max reverse and
max braking, once the aircraft is on a full stop, I will set parking brake ON and you inform ATC.

B. Example Emergency Briefing

In case of engine failure after V1 no actions below 400ft AGL except positive rate of climb gear up and EMER STOW. We continue climb
with Heading (NAV), Speed FLC V2 (V2+10 in case of turn) to acceleration altitude XXXX AGL. At acceleration altitude I command select
altitude hold, accelerate to V2 + 10. At V2 + 10 retract the flaps. At 160KIAS (VENR) we continue climb to MSA or first cleared altitude.
Escape Route will be: fly the SID, RWY HDG 30NM, APG
Climbing to MSA…

C. Departure Briefing
The departure briefing part is performed by the PF. Structure of the briefing:
a) Thorough Flight Preparation + Mental Departure Recap (TFPMDR)
1) Threat and Error Management
2) Fuel
3) Performance/Take-Off
4) MSA
5) Departure
6) Radio Aids

Or Departure Briefing
i. ATIS - CLEARANCE – PERFORMANCE – FMS – NAV – COM (MATOW, V1, VR, V2, ACC ALT, CLIMB GRADIENT)

ii. T–W–N–S–E
1. Threat and Error Management: Any special threats?
2. Weather: for departure & climb, enroute, alternate, icing, LVO, contaminated, de-icing requirements & HOT…
3. NOTAMS / NANU
4. Status of the aircraft: MEL dispatch, HIL
5. Endurance: take-off alternate, enroute alternate, destination alternate, FOB, excess fuel, fuel before diversion. (gross
calculation 600 lbs. / hour)

iii. iPad: TAXI/SID/EFP (EOSID-APG)

 COMMENTS, SUGGESTIONS, QUESTIONS? Briefing completed. Cockpit Preparation/Before start checklist (?).

WX:
RWY: Dry, Dump, Wet, Contaminated (RCC)
ENVIRONMENT: LVO, IMC, VMC (have the minima for departure, destination, alternate airports)
ICE: normal or icing conditions during departure, enroute, destination (anti-ice ON/OFF)
 D. Approach Briefing
The departure briefing part is performed by the PF. Structure of the briefing:
Thorough Flight Preparation + Mental Departure Recap (TFP-MDR).
1. Threat and Error Management
2. Fuel
3. Performance/Take-Off
4. MSA
5. Departure
6. Radio Aids

Or Approach Briefing
i. ATIS – ARRIVAL (RWY) – PERFORMANCE* – FMS – NAV – COM (*MLDW, LDTA, VAPP VREF, VGA (V2), CLIMB GRADIENT, ACC
ALT)
ii. T–W–N–S–E
1. Threat and Error Management: Any special threats?
2. Weather: for enroute, descent & approach, alternate WX, we have the minima for landing …
3. NOTAMS / NANU
4. Status of the aircraft: MEL dispatch, HIL
5. Endurance: fuel vs 2nd attempted approach & likely delay, holding fuel, minimum fuel for diversion, briefing for diversion
(route, level),

iv. iPad: STAR/IAP/TAXI/EFP (in case of rejected landing).

 COMMENTS, SUGGESTIONS, QUESTIONS? Briefing completed. DESCENT checklist.

Threats:
CONDITION THREATS
Airport / Runway Contamination, Construction, Hotspots
Adverse Weather Ceiling, Visibility, Deicing, Winds, Precipitation
Environment Terrain, Night, Traffic
ATC Clearance, Rerouting, Arrival, Departure amendments, RWY change.

Airline / OPS / Dispatch Schedule pressure, On time performance, Paper work

Physiology Fatigue onset, Stress, Hydration, Nutrition
Aircraft Systems, MEL, HIL, Automation, Performance
Ground / Ramp Handling, Congestion, Catering, Refueling, DAA bags
Cabin Passengers, Interruptions, destructions

E. NITS Briefing
 Nature of Incident: which problem has occurred?
 Intentions: What are you going to do?
 Time: How much time is left till landing
 Specials: additional information

Example:
“The left engine is on fire and has been shut down. We are going to make an emergency landing at the closest airport. We should be on the
ground in 12 minutes, so have everything prepared in 10 minutes. The left engine is still on fire so evacuate the aircraft through the left exit
only. Emergency services are waiting for us.

Threat (during approach) could include something special like: circle to land, low altitude, steep approach…
  CRM

- PPAA + FAILURE + STATUS BRIEFING + FORDEC + ATC + NITS (PAX) – 6 STEPS

- CHECK SYS: Control – Indication – supply – CB - Lights
- Announce + point + confirm + execute
- PF must safeguard the live engine. PM must bring affected engine to FI / FSO

- PPAA shall be performed by the PF, to ensure flying the aircraft is highest priority. Any required configuration changes (gear,
flaps, speedbrakes) must be ordered by the PF and performed by the PM
- Abnormal procedure handling ends with the call out <Abnormal procedure completed, your ATC= given by the PF after
completing the status briefing.
- The Commander of the flight performs FORDEC together with the Co-Pilot to identify the impact of the malfunction on the
further flight progress.
- Never 2 heads down more than 10 sec
- Following an engine failure / fire, do the procedure, climb to a safe altitude, ask ATC assistance, prepare your return, come back
to land.

PPAA
- Pitch & Power
- Performance (gear, flaps, target speed, minimum speed…)
- Analysis: should be a definition of malfunction in accordance with indications of corresponding systems.
- Action: Start Procedure

FORDEC
- Facts
- Options
- Risks and Benefits
- Decision
- Execution
- Check

SMOKE / FUMES (MEMO)

OXY MASK 100% + EMER
REJECTED TAKEOFF PROCEDURE – FIRE ON GROUND - EVACUATION

 FLIGHT EVENT PF PM
ENGINE FIRE or
SMOKE ON GROUND
ENGINE FIRE or STOP – STOP - STOP Speed Brake – EXTEND
SMOKE MY CONTROLS

Speed < V1 “SPEED BRAKES”

STOP THE AIRCRAFT (INITIAL 1. Throttles – IDLE 1/2 Reverser(s)

ACTION) 2. Brakes - MAXIMUM PILOT EFFORT
(NO REVERSES ON FIRE) Check Decelerating
60 KTS Check “60 KTS”

AIRCRAFT STOPPED (CM1) 3. Aircraft – STOP  MAYDAY, MAYDAY, MAYDAY,

4. Parking Brake - ON (CALLSIGN), ENGINE FIRE, (SMOKE)
PA / ATC ABORTED TAKE OFF
(CM2)  “PLEASE, REMAIN SEATED, CABIN CREW
AT STATION”

MEMO ITEMS ENGINE FIRE ON GROUND “XXX failure Confirmed”

&
EMERGENCY EVACUATION
MEMO ITEMS
1. Parking Brake - SET APU Master Switch - OFF
2. Throttles (both) - CUT OFF
3. LH ENGINE FIRE Button - Push Confirm MEMO items completed
ASSESMENT 4. BOTTLE 1 ARMED Button
DESCISION (if fire suspected) - Push
EXECUTION 5. RH ENGINE FIRE Button - Push
6. BOTTLE 2-ARMED Button
(if fire suspected) - Push
7. APU Master Switch - OFF
8. BATT Switch - OFF
EVACUATION PA: Evacuate, Evacuate, Evacuate ATC: We Evacuate
REQUIRED Via LEFT FRONT / RIGHT REAR EXIT
EVACUATION Cancel Alert, Cancel Alert Advise ATC about further intentions: We Taxi
NOT REQUIRED (If OTHER) out, or
(most unlike to occur) We remain on the Runway

CHECKLIST READING “EMERGENCY EVACUATION” Checklist Assists passengers to Evacuate and lead them
away from the aircraft.

 MEMO ITEM
 EMER/ABN procedure R5 “EMERGENCY EVACUATION”. (Miscellaneous)
 Speed is too low to use thrust reverse (close to 60 kts)
 The unaffected engine (live) should not be shut down until the aircraft is brought to standstill, because several items may be
lost (brakes, comms, etc.). Follow the procedure (evacuation).
 Electrical fire is in gray color, irritates nose & eyes and may have a smell of burned wire.
 ABORTED TAKEOFF ON GROUND (ENG FAIL below V1 or other emergencies during takeoff)

 FLIGHT EVENT PF PM
ENGINE FAILURE OR
OTHER EMERGENCY
ON GROUND
ENGINE FAILURE OR OTHER STOP – STOP - STOP Speed Brake – EXTEND
EMERGENCY MY CONTROLS
(EXCEPT FIRE / SMOKE)
“SPEED BRAKES”
Speed < V1

STOP THE AIRCRAFT (INITIAL 5. Throttles – IDLE 1/2 Reverser(s)

ACTION) 6. Brakes - MAXIMUM PILOT EFFORT
7. Thrust reverser 1/2 deploy* Check Decelerating
60 KTS Thrust Reverses idle “60 KTS”

AIRCRAFT STOPPED (CM1) 8. Aircraft – STOP  “XXX, STOPPING, RUNWAY BLOCKED”

9. Parking Brake - ON  “PLEASE, REMAIN SEATED, CABIN CREW AT
PA / ATC STATION”
(CM2)
ASSESMENT “XXX Failure” “XXX failure Confirmed”
DESCISION a) We remain on the RWY, or
EXECUTION b) We vacate, taxi out
EVACUATION PA: Cancel Alert, Cancel Alert Advise ATC about further intentions:
NOT REQUIRED a) We remain on the Runway
PA (CM1) b) We Taxi out, vacate or
ATC (CM2)

 MEMO ITEM: TAKEOFF ABORT

 EMER / ABN procedure A1
 Thrust Reversers may be deployed, only if there is NO FIRE.
 Speed is too low to use thrust reverse (close to 60 kts)
 The unaffected engine (live) should not be shut down until the aircraft is brought to standstill, because several items may be
lost (brakes, comms, etc.). Follow the procedure (evacuation).
 ENGINE FAILURE AT or ABOVE V1

 FLIGHT EVENT PF PM
ENGINE FAILURE
AT or ABOVE V1
REACHING V1 TL 1+2: RELEASE (both hands on yoke) “V1”

REACHING VR Rotate smoothly, PITCH: 10° “ROTATE”

(3° / SEC)
FD BARS (TOGA): FOLLOW
ENGINE FAILURE Adjust Pitch to reach V2 at 35 ft Announce: “ENGINE FAILURE”
Speed ≥ V1 Maintain Runway track
POSITIVE RATE 1. “GEAR UP” “POSITIVE RATE”

400 FT AGL SET: “400”

(minimum acceleration altitude) 2. FLC: V2 1. Sets Modes on FMA
3. HDG / NAV (both already armed) 2. Verify and confirm Failure
4. TRIM (RUDDER+AILERON as required*) 3. Cancel Caution

1000 FT AGL “ENGINE FAILURE AT TAKEOFF MEMO ITEMS”  Action the Memory items:
(AP, ATC) 1. TO Continue to a Safe Altitude
AP: ON (if possible, correct trimming required) 2. WING XFLOW Switch “ON”
(if wing anti-ice is ON)
WING XFLOW: “ON” if in icing conditions (PM)  “MAYDAY, MAYDAY, MAYDAY, (CALL
SIGN), ENGINE FAILURE, I’LL CALL YOU
BACK”
ACCELERATION 5. “Set ALT Hold” (100 FT before) “ACCELERATION ALTITUDE”
ALTITUDE Selects ALT hold
(1.500ft AGL or APG PER
Level Off)
Passing V2+10 KTS 6. “FLAPS 0”  Calls XXX KTS (V2+10) passing
 Speed Checked, Flaps 0
160 KTS 6. “SET FLC: 160 KTS” Selects FLC and dials speed 160 KIAS
(VENR) 7. CLB thrust set (MCT) (minimum VENR)
SAFE ALTITUDE MY RADIO (ATC**) Action Checklist as requested
(MSA, SID, ATC…) (Request checklist and/or procedure to be Procedure Completed
carried out)
FLIGHT PATH STABILIZED [EA/A1] actions…
ENGINE FAILURE at TO CL + Start Procedure
[EA/A1] [EA/B3] actions…
o Throttle (affected): “CUT OFF” (PM)
ENGINE FAILURE / Precautionary Shutdown
[EA/B3] o SQ 7700

8. Throttle (operating): “PROTECT” (PF)

PROCEDURE / CL YOUR RADIO (ATC) MY RADIO
COMPLETED

OPTIONS  IN FLIGHT RESTART [EA/C1]

 SE APPROACH & LANDING [EA/L1]
 AFTER TO/CLB CL
(And then the above if diversion is required)
BRIEFING OF A/C STATUS (PM) FLIGHT STATUS: AIRCRAFT STATUS:
BRIEFING OF FLIGHT STATUS (PF) An update about the aircraft position, fuel short overview on actions performed and
status, and ATC requests / instructions degraded- systems
ASSESMENTS PPAA ATIS (WX + RWY + IAP)
FORDEC TECHNICAL
TOC PERFORMANCE
DESCISION RETURN TO LAND - PROCEED TO ALT ATC INFORM
ATC + NITS + PA NITS + PAX

EXECUTION FMS + NAV WX, ATIS, PERFORMANCE, FMS, NAV,

BRIEFINGS – ORDER CKECLISTS CHECKLIST
 NOTES

 EMER/ABN procedure A1, (Engine Failure on Final Approach B1), (Dual Engine Failure B2, associated with MEMO)
 Affected Throttle comes to idle with the 2nd checklist (Engine Failure/Precautionary Shutdown B3)
 PPAA = Pitch + Power, Performance (flaps, gear), Analyse, Action
 APCE= Announce – Point – Confirm – Execute
 FORDEC= Facts – Options – Risks – Decision – Execution – Check
 QNITS= Question – Nature – Intentions – Time - Specials
 Correct aircraft trimming is necessary to be able to engage auto-pilot:
a) Rudder trim: Initially full trim deflection into life engine, at higher speed (160 kts), reduce trim by 1 / 3 to 2/3 of
displacement towards the working engine.
b) Aileron trim: 1-2 cm maximum towards the working engine.
c) Rudder Pedals: use to keep inclinometer nearly centered.
 Announce – Point – Confirm – Execute (for every action or checklist)
 The Mayday call should be made once the flight path is stabilized.
 SE : GEAR – FLC V2 - HDG / NAV – TRIM – MEMO - ACC
 RESTART or NOT:
a) Monitor N2, if any indication of the failed engine is present while at IDLE.
b) Determine the cause: can be internal or external. Usually external reasons (e.g., icing, heavy precipitation) can allow an
engine restart. IGNITION SWITCHES MUST BE ON IN HEAVY RAIN
 ENGINE FIRE AT or ABOVE V1

 FLIGHT EVENT PF PM
ENGINE FIRE
AT or ABOVE V1
REACHING V1 TL 1+2: RELEASE (both hands on yoke) “V1”

REACHING VR Rotate smoothly, PITCH: 10° (3° / SEC) “ROTATE”

FD BARS (TOGA): FOLLOW
ENGINE FIRE Adjust Pitch to reach V2 at 35 ft Announce: “ENGINE FAILURE”
Speed ≥ V1 Maintain Runway track

POSITIVE RATE 1. “GEAR UP” “POSITIVE RATE”

400 FT AGL 2. FLC: V2 (160) “400”

3. HDG / NAV (both already armed) 1. Sets Modes on FMA
2. Verify and confirm Failure
3. Cancel Caution
1000 FT AGL 4. TRIM (RUDDER+AILERON as required for ATC CALL:
(AP, ATC) 160 KIAS) “MAYDAY, MAYDAY, MAYDAY, (CALL SIGN),
ENGINE FIRE, I’LL CALL YOU BACK”
AP: ON (correct trimming required)
ACCELERATION (SET) FLC: 160 (if not already) “ACCELERATION ALTITUDE”
ALTITUDE Selects FLC and dials speed 160 KIAS
(1.500ft AGL or APG PER
Level Off).

160 KTS (VENR)

Passing V2+10 KTS “FLAPS 0” “ V2+10”
CLB thrust set PM Calls XXX KTS (V2+10) passing
Speed Checked, Flaps 0
FIRE FIGHTING “ENGINE FIRE AT TAKEOFF MEMO ITEMS” Action the Memory items:
1. Throttle (affected engine) – IDLE (not CUT OFF)
5. THROTTLE (LIVE engine) – PROTECT  IF ENGINE FIRE LIGHT REMAINS ON
2. ENG FIRE Button (affected engine) – LIFT COVER
and PUSH
3. Either illuminated BOTTLE ARMED Button – PUSH
(preferably the opposite bottle)

SAFE ALTITUDE MY RADIO (ATC**) Action Checklist as requested

(MSA, SID, ATC…) (Request checklist and/or procedure to be Procedure Completed
carried out)
FLIGHT PATH STABILIZED [E/D2] actions…
ENGINE FIRE CL + Start Procedure [E/D2] [EA/L1] actions…

Single engine / Approach & Landing CL [EA/L1] o SQ 7700

PROCEDURE / CL YOUR RADIO (ATC) MY RADIO

COMPLETED
BRIEFING OF A/C STATUS FLIGHT STATUS: AIRCRAFT STATUS:
(PM) An update about the aircraft position, fuel short overview on actions performed and
BRIEFING OF FLIGHT STATUS status, and ATC requests / instructions degraded- systems
(PF)
ASSESMENTS PPAA ATIS (WX + RWY + IAP)
FORDEC TECHNICAL
TOC PERFORMANCE
DESCISION RETURN TO LAND - PROCEED TO ALT ATC INFORM
ATC + NITS + PA NITS + PAX

EXECUTION FMS + NAV WX, ATIS, PERFORMANCE, FMS, NAV, CHECKLIST

BRIEFINGS – ORDER CKECLISTS
NOTES
 EMER procedure D2 (LH/RH ENGINE FIRE)
 EMER / ABN procedure L1 (Single-Engine Approach and Landing)
 Do not wait too long to apply the fire procedure, as any delay may worsen the situation.
 The autopilot may be engaged above 1000ft AAL, but consideration should be given to large rudder trim force changes
occurring during engine shutdowns and asymmetric power changes, causing the autopilot to disconnect unexpectedly. Any fire
wall shutoff or engine shut down is not to be performed until a positive identification of the malfunctioned engine has been
made, identified by 2 or more parameters and any other normal cues.
- Idle thrust on the affected engine should be left for 10” seconds (increase agent effect during spool down). Then discharge fire
bottle.
- If fire persists after 30” seconds, then discharge the second fire bottle.
- Throttle (Affected engine) CUT OFF, will be applied during the fire checklist, as item 5.
4. IGNITION Switch (Affected engine) . . . . . . . . . . . . . . . NORM
5. Throttle (Affected engine) . . . . . . . . . . . . . . . . . . . . .. CUT OFF
- MAINTAIN DIRECTIONAL CONTROL (as affected engine thrust lever brought to idle): With rudder pedals, then TRIM!!! For AP.
- DO NOT USE REVERSERS IN CASES OF FIRE
- FIRE WARNING HAS NOT EXTINGUISHED; consider course reversal due to UNCONTROLLED FIRE.
- FIRE warning on final approach: Consider landing and deal with it on ground
- PPAA = Pitch + Power, Performance (flaps, gear), Analyse, Action
- APCE= Announce – Point – Confirm – Execute
- FORDEC= Facts – Options – Risks – Decision – Execution – Check
- QNITS= Question – Nature – Intentions – Time - Specials
 ATC CONTACT

*INITIAL ATC CALL (MAYDAY, MAYDAY, MAYDAY) – XXX TWR

1. ACADEMY 1 – ENGINE FAILURE/ FIRE – REQUEST ASSISTANCE
2. POSITION: XX NM runway heading, climbing X000,
3. X Souls on board,
4. Endurance three hours,
5. Stand by.”

ATC (*)
ON GROUND EMERGENCY - ATC/VHF 1

1. MAYDAY, MAYDAY, MAYDAY

2. CALL SIGN,
3. ENGINE FIRE - ABORTED TAKE‐OFF – RWY BLOCKED
4. SOB (CREW+PAX)
5. NO DGs ON BOARD
PA ADRESS (TWICE)
6. PLEASE, REMAIN SEATED, CABIN CREW AT STATION x 2

IN FLIGHT EMERGENCY ATC/VHF 1

ATC (*)
1. MAYDAY, MAYDAY, MAYDAY, CALL SIGN, ENGINE FIRE
2. RWY HDG
3. CLIMBING MSA (or XXXX FEET)
4. I CALL YOU BACK

Example acc ICAO Phraseology Guide:

“MAYDAY, MAYDAY, MAYDAY, Zürich Tower, Academy 1, engine failure, request assistance, position 5 NM runway heading, climbing 5000,
2 persons on board, endurance three hours, stand by.”

ATC (**)
1. “MAYDAY, MAYDAY, MAYDAY, (CALL SIGN)
2. ENGINE FIRE - REQUEST ASSISTANCE
3. SOB (CREW+PAX)
4. FOB (XXXX KG/LBS) – or ENDURANCE X HOURS
5. NO DGs ON BOARD
6. INTENTIONS (EFP, SID, VECTORS…)

Q-NITS
Question: Ask the crewmember about own observations. For example, “Any unusual noise-, smell or other abnormal observations?”
Nature: What is the nature of the emergency? What has happened? For example, “The left engine is on fire and has been shut down.”
Intention: What is the intention of the captain? This will update the rest of the crew about the further plan. For example, “We are going to
make an emergency landing at the nearest airport.”
Time: How much time is available to prepare for the emergency landing? For example, “We should be on the ground in 12 minutes, so
have everything prepared in 10 minutes.”
Special Instruction/Information: Is there anything else the person receiving the brief needs to know about the situation additionally? For
example, “The right engine is still on fire so evacuate the aircraft through the left exit only. Emergency services are waiting for us.”
DUAL ENGINE FAILURE (EMERGENCY/ABNORMAL PROCEDURE B2)
 If Below FL300

4. Airspeed ……………………………………………………………………………200-250 KIAS (altitude permitting)

5. ANTI-ICE Switches (all) …………………………………………………………OFF
6. ENGINE START Button (either side) ……………………………………. Push

O If Start Does Not Occur

7. START DISENGAGE Button………………………………………………… Push
8. ENGINE START Button (other side) ………………………………………Push

Air-start Envelope D2
1) IAS = 200KTS – 250KTS
2) N2 = 8,0% minimum
3) FL ≤ FL300

EMERGENCY/ABNORMAL PROCEDURES

NOTES:
- Consider track reversal maneuver (180° TURN)
a) DUAL ENG LOSS
b) UNEXTINGUISHED ENG FIRE

- ENG FIRE ON FINAL APPROACH

 Above 500ft: MEMO ITEMS + GO AROUND ACTIONS
 Below 500ft …. No Actions - Complete Landing before taking any action.
 On Ground …. ENG FIRE ON GND + EMER EVAC procedure

- ACCELERATION ALTITUDE (1500FT AAL or APG)

Level off 1500ft to clean up and commence MEMO actions, SPEED UP, CLEAN UP
At VENR speed select and pull altitude cleared by ATC and bring thrust lever to CLB DETENT (MCT).

- PREPARATION FOR LANDING

Navigation and communication are with PF, till all checklists have been completed including Approach C/L.
Wx monitored, join the hold.
ATIS received. RWY in use and APP type by ATC.
FMS set Performance data, and set up for the required approach.
Check gross Wt. is within limits for ldg. If not apply OVERWEIGHT LDG procedure.
Once ready for the approach and when cleared by ATC ask for HOLD EXIT.
 STALL PROCEDURE

 FLIGHT EVENT PF PM
STALL PROCEDURE
AT 1ST STALL INDICATION 1. STALL, STALL, STALL, I HAVE CONTROLS 1) Passenger Safety Switch ON
OR 2. AP DISCONNECT – make sure AP is OFF 2) Check speed-brake retracted
EFFECTIVE STALL 3. PUSH (UNLOAD) – lower pitch attitude to reduce 3) Monitor and confirm PF Actions
angle of attack, initiate a gentle push -3 to - 5° 4) ATC: MAYDAY-MAYDAY –
nose down. XXX - WE SUFFER A STALL
4. ROLL – WINGS LEVEL (using aileron only)
5. THRUST – MAXIMUM (!)
6. SPEEDBRAKE STOWED (Ensure the speed-brakes
are stowed)
7. STABILISE SPEED – gain airspeed
(Make sure not to pull so hard to enter a
secondary stall or over stressed the aircraft
structure. At high altitude, this process can
consume several thousand feet as excess thrust is
low.)

OUT OF STALL REGAIN ALTITUDE SLOWLY.

RECOVER SMOOTHLY.
RECOVERY COMPLETE RETURN TO THE DESIRED FLIGHT PROFILE ATC: INFORM – NORMAL or CANCEL
MAYDAY
CA: PAX REPORT

STALL RECOVERY:
 At 0,6 AOA stop trimming.
 Add thrust: wait 2-3 seconds after TL 1+2 are advanced to T.O DETENT then a remarkable pitch down tendency with occur. You
need to trim up to compensate. (remember the engines are located in the rear).
 Pitch down about -3° (-5° max)
 Level off: 160 KIAS with 55% N1

Maneuvering checks accomplish: (PRISY)

2. Power = max power bagged
3. REF speed = VREF calculate & bag
4. Ignition = ON
5. SYNC = OFF
6. YD+AP = OFF

FULL CONFIGURATION STALL (progressively apply). Shaker will activate at about 0.85 AOA (earlier with wing anti-ice)
1. Thrust = 40% - 50% N1
2. Flaps = 15°
3. Gear = DN
4. Flaps = 35°
5. STALL-STALL-STALL, MY CONTROLS (AP disengage)

FULL CONFIGURATION RECOVERY

1) MAX THRUST
2) FLAPS 15°
3) PITCH -3° (engine power after 3 seconds will push aircraft nose down)

Recover slowly in order not to enter a secondary Stall. Then speed up and clean up while maintaining level flight.
4) POSITIVE RATE (PM) = GEAR UP
5) VAPP + 10 = FLAPS 0°
CAB ALT EMER procedure C 1. MEMO ITEM
- This annunciator indicates cabin decompression. The emergency pressurization system will automatically activate when cabin
altitude exceeds 14,500 ± 500 feet and will automatically deactivate when cabin altitude descends below this altitude.
- Some large eyeglasses, headsets, hats and hairstyles can interfere with the quick donning capability of the masks. Pilots must
make sure the mask can be donned quickly.
- CABIN ALT light illuminates to warn of cabin altitude in excess of 10,000 feet. If Pressure controller detects operation out of or
to a high-altitude airport (> 8,000 feet), the light flashes at 14,500 feet cabin altitude if aircraft is below FL 250.

 FLIGHT EVENT PF PM
EMERGENCY DESCENT
INITIAL ACTION 1. Oxygen Mask: DON 100% 1. Oxygen Mask: DON 100%
2. Smoke Googles: ON (as required) 2. Smoke Googles: ON (as required)
3. Crew Communication establish (MIC OXY) 3. Crew Communication establish (MIC OXY)
4. Passenger Oxygen ON 4. Passenger Oxygen ON - CONFIRM
DESCEND 1. AP OFF 1. Passenger Safety Switch ON
2. HDG knob ±45° L/R 2. Speed-brake: EXTEND
IF STRUCTURAL 3. ALT Knob: SET (safe altitude FL100 / MEA) 3. Monitor and confirm PF Actions
DAMAGE SUSPECTED 4. THRUST LEVERS: idle 4. PAX ADRESS: “EMERGENCY DESCENT, REMAIN
KIAS = 200 5. Speedbrakes: extend (request) SEATED”
6. Nose pitch down attitude: 20° 5. ATC: MAYDAY-MAYDAY –
7. FLC: MMo/VMo: 0,75 / 260 XXX – EMERGENCY DESCENT
8. CONFIRM MSA
9. Adjust and reconfirm MEA 6. XPONDER 7700
10. Call for EMER DESCENT Checklist 7. Reads the Checklist
Ask PM to set HDG, ALT, SB
(IGNITION 1+2 ON)
SAFE ALTITUDE 1. AP ENGAGE (if no structural damage) 1. Oxygen Mask as required
(Level OFF) 2. Oxygen Mask as required 2. Check speed-brake retracted
3. Advance thrust lever as required 3. CA: PAX REPORT
4. Speed-Brake retracted 4. ATC: INFORM – Intentions (land ASAP)
1. This PFD message indicates the autopilot has entered the emergency descent mode: EMER DESCENT
2. The initial entry into the descent begins when the throttles are brought to idle and the speedbrakes are extended. The aircraft
will begin a pitch down movement. Allow the nose to drop to about 20° nose down pitch avoiding any negative g forces on the
airplane. As the speed approaches MMO/VMO, adjust nose down pitch to maintain this speed and trim to maintain the desired
speed.
3. Call out periodic altitude checks during descent.
4. Copilot calls 2,000 feet above level-off altitude; start level-off 1,000 feet above altitude and retract speedbrakes.

 If structural damage suspected, use IAS 180 – 200 kts (M0, 62) maximum.
 In 3 cases (“EMER PRESS”, “CAB ALT”, “SMOKES”) cabin temperature control is achieved with the LH throttle. In all these cases the
Pressure source is selected to EMER (PRESS SYS).
 Initiate LEVEL OFF 1000 FT prior to selected altitude.
 EDM will not give the maximum rate of descent. If maximum ROD is required, it is recommended to disengage the AP and fly the
aircraft manually.
  In UK airspace, set XPDR 7700 and remain on the assigned route or track.

EMER DESCENT procedure D 1. MEMO ITEM.

- The autopilot emergency descent mode (EDM) cannot achieve maximum descent rate. It is recommended that the autopilot be
disengaged and the airplane hand flown if maximum descent rate is required.
- During the EMER DESCENT MODE, the AP HDG knob is still active.
- The procedure should be accomplished in a smooth manner to avoid excessive G-forces.

 OXYGEN CONTROL SELECTOR

Emergency Lights Switch

OXYGEN SYS
AUTO: masks will drop if CAB ALT > 14.500 FT
ON: Manual Drop
OFF: Crew only

PAX Masks: certified only till 25.000 ft CA

CREW Masks: certified only till 40.000 ft CA

EROS CREW OXYGEN MASK

 N= the user breaths a mixture of cabin air and oxygen
 100%= the user will breathe pure oxygen
 EMER rotation knob to EMERGENCY= provided the oxygen knob is on the 100% position (normal 100% selector position-
pushed), the mask regulator provides pure oxygen at a permanent positive regulated pressure. Rotate knob to EMER position.

 NORMAL: use in case CA ≤ 25.000FT

 100%: use in case CA ≥ 25.000FT
 EMER: use in case of FIRE, SMOKE, FUMES, ODOR or deemed necessary at higher altitudes
CAB ALT & EMER DESCENT
WIND SHEAR

 FLIGHT EVENT PF PM
WIND SHEAR
INITIAL ACTION 1. Call “WINDSHEAR – TOGA” 1. Announce: TOGA Power set
2. AP Disengage 2. Speed Brake: RETRACTED
(IN THE WS) 3. Wings level 3. Monitor and Call:
4. Advance Throttles to T/O  RA Height
5. GA TOGA buttons PUSH  Flight Path
Do not change the 6. Pitch initially 7° nose up (FD will initially show  A/C & Wind Speed Trend
configuration until out 7,5°).
of WS condition (Pitch attitude in excess of 7° may be required e.g., 500 feet descending, 600 feet climbing – Speed
to ensure terrain clearance. In case of stick decreasing – Tailwind 70 knots etc.
shaker comes on, stop rotation immediately).
7. Call: Speed Brake confirm STOWED
8. Configuration: MAINTAIN
(Leave gear and flaps in current position till
positively accelerating out of windshear).
OUT OF WINDSHEAR  “GEAR UP” (if still not up)  Call: POSITIVE Climb
(Approx. 1300+ ft when  “Set HDG/NAV mode”  Sets HDG/NAV – FLC (160 KIAS)
Red WS Message on PFD  “FLC 160 KIAS”  Checks CLB Detent
Disappears)  “CLB Thrust” (sets CLB Detent)  Engages AP. Announce: AP ENGAGED
 “AP ENGAGE”  Announce: XXX (V2+10)
(positively climbing  “FLAPS 0°”  Checks speed, retracts Flaps 0°. Announce:
(verified with at least SPEED CHECKED FLAPS 0°
VAPP) “Speed up – Clean-up”
RESUME NORMAL  ATC NOTIFY  ATC: NOTIFY / REPORT
FLIGHT  AFTER TO/CLB CL a. A/C Type
(passed acceleration and b. Windshear Height
in a normal climb c. Speed Loss
procedure)
(e.g., CCXLS, encountered windshear at 200 feet, lost
about 30 knots of speed).

 READS & DO AFTER TO/CLB CL

Pitch attitude should be increased smoothly and in small increments, bleeding airspeed as necessary to stop the descent. Pitch attitudes in
excess of 10° may be required for terrain avoidance. Stop rotation immediately if stick shaker or buffet occurs. Flight at intermittent stick
shaker may be required to obtain a positive rate of climb.
EPWS/TAWS ALERT “PULL UP”

 FLIGHT EVENT PF PM
EPWS/TAWS alert
“PULL UP”
INITIAL ACTION 1. Call “PULL UP – TOGA” 1. Announce: TOGA Power set
2. AP Disengage 2. Announce: Speed Brake RETRACTED (-UP)
VISUAL ALERT 3. Wings level 3. Call: POSITIVE Climb
4. Advance Throttles to T/O DETENT
5. GA TOGA buttons PUSH 4. Monitor and Call:
AURAL ALERT 6. Pitch initially 7° nose up (FD will initially show  RA Height
“TERRAIN, 7,5°).  Flight Path
TERRAIN, (Pitch attitude in excess of 7° may be required  A/C & Wind Speed Trend
PULL UP, to ensure terrain clearance. In case of stick
PULL UP” shaker comes on, stop rotation immediately).
7. GEAR UP” (if still not up)

8. Call: Speed Brake STOWED confirm

9. Configuration: MAINTAIN
(Leave flaps in current position until above MSA
- except Gear Up).
When TAWS ALERT has  “Set HDG/NAV mode”  Sets HDG/NAV – FLC (160 KIAS)
stopped  “FLC 160 KIAS”  Checks CLB Detent
 “CLB Thrust” (sets CLB Detent)  Engages AP. Announce: AP ENGAGED
(terrain separation is  “AP ENGAGE”  Announce: XXX (V2+10)
achieved)  “FLAPS 0°”  Checks speed, retracts Flaps 0°. Announce:
SPEED CHECKED FLAPS 0°
“Speed up – Clean-up”
RESUME NORMAL  ATC NOTIFY  ATC: NOTIFY / REPORT: “CCXLS TAWS CLIMB”
FLIGHT  AFTER TO/CLB CL  READS & DO AFTER TO/CLB CL
TCAS ALERTS & PROCEDURES

 FLIGHT EVENT PF PM
TCAS TA

“TRAFFIC-TRAFFIC” 1. TCAS, I HAVE (MY) CONTROL  Decrease MFD range

2. PASSENGER SAFETY SWITCH ON  Check intruder’s data flag:
“e.g., 3 O’CLOCK, 500 FT BELOW”
 Check trend
 Look out for traffic
No evasive manoeuvre
should be initiated on TA Be prepared for RA Be prepared for RA

 FLIGHT EVENT PF PM
TCAS RA

RA COMMAND TRIGGERED 1. AP DISCONNECT – make sure AP is OFF  Sets both FD “OFF”

(Have a higher priority than 2. FOLLOW RA COMMAND ON PFD  ATC Notify:
ATC. 3. Call FD “OFF” a. “Callsign, TCAS RA”
MUST BE STRICTLY or
FOLLOWED) b. “Callsign, unable TCAS RA”
“CLEAR OF CONFLICT”  Pitch: 2.5° to Level OFF  ATC Call:
Annunciated  Set CRZ DETENT “XXX CONTROL, CALL SIGN, CLEAR OF
 Call FDs: ON CONFLICT, RESUMING TO FL/ALT”
 AP: ON
 SET MODES: ALT / CLB / DES o Resume last ATC clearance
o Get the required aircraft data from ATC
for filing the ASR
TAKEOFF
 FLIGHT EVENT PF PM
TAKEOFF
CLEARED FOR TAKE OFF READY FOR TAKEOFF? READY!
TAKE TIME STARTS TIMER (5 MIN – 10 MIN)
BRAKES RELEASE 1. TOGA buttons pressed Verify takeoff thrust on N1 EP Announce:
2. Thrust to T/O Power Takeoff Power set
3. Brakes release Announce: Airspeed Alive
(initially set 60% N1 until fan speed
stabilized, then advance throttles to T.O
Detent, 3 clicks) - TOGA
80 KTS Announce: Checked Check STBY airspeed
Announce: 80 Knots
V1 Removes hand from Thrust Levers Announce: V1

VR 4. Rotate at 3°/sec to 15° Announce: Rotate

(above FD bars-unless engine failure)
POSITIVE RATE OF CLIMB Verify positive rate of climb Verify positive rate of climb on VSI
Check and announce: Gear Up Announce: Positive Rate
Position gear lever UP
Announce: Gear is up – no lights
ABOVE 400FT AGL  Arm (Set): HDG/NAV Sets Lateral Mode and confirms
(AP may be engaged) (as appropriate) Announce: HDG/NAV mode captured
 Set FLC= 160 kts
sets FLC 160 kts and confirms
Announce: FLC 160 kts set
ABOVE 1000FT AGL (Engage: AP / YD) Engages AP / YD and confirms Announce:
AP engaged
ACCELERATION ALTITUDE 5. CLB Thrust Verify CLB thrust set
(as per APG or 1500ft AGL) (announce and set Thrust lever to CLB
Detent) Checks speed and retracts Flaps to 0°
6. Flaps 0° Verify Flaps 0°
(With positive speed trend vector and
minimum speed V2+10kts) Announce: Speed checked Flaps 0°

PASSING 3000FT AGL Verify HYD annunciator extinguished Read and Do

After Takeoff - Climb Checklist
(Standard climb speed is set at Accelerate to Climb speed set (not requiring the PF to respond)
250kts / 280kts / M0.65) 7. Set FLC 250 kts
8. After Takeoff - Climb Checklist
--- --- ---

PASSING Transition. Set standard (1013,25) Checks and Confirms

TRANSITION ALTITUDE Passing XXXX ft NOW! Announce: Checked!

(All Altimeters must be

checked before entering RVSM
Airspace)
PASSING FL100 Engine instruments check
Pressurization Check
Passenger Safety lights: as required
PASSING FL250 Oxygen range check Confirm Oxygen
APU OFF APU shutdown PROCEDURE
(APU must be off prior to
FL300)
RVSM

 FLAPS 7° takeoff: require a higher TO speed and longer TORA / TODA / ASDA. More preferable in icing conditions. This setting
minimizes pitch changes on flap retraction and maximizes initial climb gradient.
 FLAPS 15° takeoff: Where runway length is limiting, F15° is acceptable to permit a higher take off mass.
 Rolling T/O may be started upon entering the runway. Thrust should not be increased before the aircraft is lined up, as any
acceleration out of a turn or combination of high thrust and braking should be avoided. Add 500ft to the computed Takeoff
Distance.
 STATIC TAKEOFF always when: Visibility / RVR below 400 m (LVTO), Contaminated RWY, Actual TOW is near limiting MTOW,
Performance reasons, A/C has been de-/anti Iced.
  LVTO = 150 meters RVR

LANDING
 FLIGHT EVENT PF PM
LANDING
CLEARED FOR LANDING Landing Lights ON Check

MINIMUMS  In sight / Visual: we Land Check

 AP Disconnect
(Autopilot minimum use:  Maintain Center line (X-wind)
VISUAL 500FT
NPA 300FT
ILS CAT I 180FT
ILS CAT II 80 FT/RA)
80FT Check (If no Auto Callout)

Announce: 80, (50, 40, 30, 20, 10)

50FT 1. Thrust Levers: Retard Announce: 50
OVER THRESHOLD (VREF)
20FT – 30FT 2. Thrust Levers: Idle Announce: 20

FLARE Maintain Centerline Monitor attitude on PFD. Announce:

Maintain a slight pitch up attitude “Pitch”: if pitch attitude reaches 7.5° “Bank”: if
(trim) bank reaches 7.0°
TOUCHDOWN

NOSEWHEEL TOUCHDOWN 3. Call “Extend Speedbrakes” Sets SB down

4. Reverse (Max / idle as required) Check and Announce: Speedbrakes extended
5. Brakes Apply, as required
Check and Announce: 1/2 Reverse (6 lights)
80 Knots 6. Begin to modulate toward idle reverse Announce: 80 kts

60 knots 7. Ensure idle reverse thrust Announce: 60 kts

(If CM2 is PF, CM1 takes over Controls – You

I have Controls have Controls)
30 knots Vacate Runway Monitor Taxiing
(maximum High-Speed Exit, 10 kts in ATC
turns)
APPROACHING PARKING STAND After Landing Checklist READ AND DO
After Landing Checklist
CHOCKS ON Shutdown Checklist CHALLENGE AND RESPONSE Shutdown
Checklist
 If anti-icing is selected ON for safety margin VFER value is increased by 5 -7 kts (Donut indicator), to account possible sticking of
ice to the boots. By increasing VREF, AOA is increased too at the same time.
 Nose up with the trim (flare), let the airplane do the job.
 Speed brakes – Reverse – Brakes – Idle Reverse

ZERO FLAPS LANDING (CB out – 1 reset is allowed)

Emergency Checklist
1. Speed = VREF+15
 FLAPS 0° (or unknown): VREF+15 KIAS
 FLAPS 7°: VREF+10 KIAS
 FLAPS 15°: VAPP
2. Landing distance multiply by 1.2 (1.3 with FLAPS 0° or unknown)
3. TAWS FLAPS button: “OVRD”
4. Avoid tailwinds or downhill runway gradients, or landing at high elevation airfields (i.e., 3000 ft MSL for F°)
5. Speed Brakes (very essential)
6. Reverse (maximum reverse until 60 kts, the idle reverse, then stow)
7. Power Brakes with care, maximum tyre speed may be exceeded (165 kts GS)
8. Check the brakes and tires after landing

LANDING CALLOUTS (PM):

1. SPEED BRAKE EXTENDED
2. 4 LIGHTS (TR)
3. 6 LIGHTS (TR can be deployed by the PF)
 4. Decelerating
5. 60 Kts (TR STOW)
TAKEOFF SPEEDS (AFM – QRH NORM)

LANDING SPEEDS (AFM)

AIRCRAFT PREPARATION
 External inspection
 Cabin inspection
 Cockpit inspection:
 Emergency equipment check [Portable fire extinguisher (green, expiry day, pin, condition) …]
 Technical log, HIL
 CB PANELS (L/R)
 OXYGEN SYS TEST (L/R)
 Usually, all other switches are in OFF or NORM position except: antiskid (always ON unless HIL), beacon ON (to remind master
switch is left ON)
 Flight deck preparation:
 ATIS
 ATC departure clearance
 AVIONICS setup

 FMS SETUP
 Check identification page (data are current)
 FPLN
 FUEL
 PERF

 BEFORE APU START (GPU AVAILABLE):

1. APU Test – Before starting APU

 AFTER APU START:

1. ROTARY WARNING SYSTEM TEST – After starting APU (or GPU available)
2. PITCH TRIMS (AP) TEST (CM1: BOTH+AP, L/R, WHEEL, XCHECK CM1/CM2)

 AFTER ENGINE START (BEFORE TAXI):

1. GENERATORS CHECK – AFTER BOTH ENGINES START
2. SPEED BRAKES TEST (SB EXTEND + 1TL 80% - 85% N2 PLA)
3. RUDDER BIAS SYSTEM TEST (TL 1+2 60% N1)
4. ANTI-ICE & DE-ICE SYSTEMS CHECK (both TL 70% N2 = wing, engine, tail)
5. TCAS/TAWS/AVIONICS COOLING FANS/ CVR

 TAXI (DURING TAXI):

1. BRAKES CHECK (L+R)
2. THRUST REVERSER CHECK [Idle REV: RUDDER BIAS FAULT + 6L] + [EMER STOW: (4L)-2L] + [stow & close = NO lights]

NOTES:
- Correct briefing, hands on controls below 10.000 ft.
- Typical power values during approach.
- Stabilized approach concept.
- 6 RNAV approaches during TR course for RNAV qualification required.
- Sequencing of FMA modes

TAXI
STOP BARS RED LIGHTS: must be extinguished to enter the runway.
LVTO = 125 meters RVR (15m X 8 centerline lights)

TAKEOFF
Prior to takeoff, set:
1. TOGA
2. HDG mode
3. NAV mode ARM
4. ALTITUDE (initial climb)
5. Runway HDG

TOGA THRUST + 15° PITCH UP (FD will give 10° - don’t follow FD)

After passing 400 feet, you will need to use trim down for 5” seconds to reduce AOA.
OBSTACLE CLEARANCE (LOSS OF ENGINE AT V1)

Second segment is generally the most limiting segment. When at an airport that requires a minimum climb gradient to an altitude that is
higher than 1,500 feet AGL, the second segment is extended to that minimum “safe” altitude. In order to meet the second segment climb,
all conditions must be met, particularly, climbing at V2.

MINIMUM MANEUVERING SPEEDS

 Speeds
- VREF < VAPP
- V1, VR, V2, VENR, VREF, VAPP / V2, VREF, VAPP, (VGA = VAPP)
- Minimum final approach speed is VAPP
- Engine Failure at or above V1. Climb with V2 (V2 + 10)
- Single engine GO AROUND. Climb with VAPP
- Two engines GO AROUND. Climb with VENR= 160 kts
- VREF: In windy conditions = VREF + ½ HWC + Gust (max 20kts) will be the target speed until 50ft threshold.
- VREF= Minimum final approach speed—This speed is 1.3 VSO and is the minimum speed to be used on final approach. It is the
airspeed that is used for the threshold crossing speed with full flaps and landing gear extended.
- VAPP= Minimum landing approach climb speed—The landing approach climb (1.3 VS1) with 15° flap position, landing gear up.
Also used as minimum go-around speed.
- V2= Safety climb speed—V2 is also a function of weight and aircraft configuration. It is obtained from the performance charts in
the AFM or from the abbreviated check-list. V2 gives the best angle of climb (altitude vs distance).
 VAPP: The landing approach climb airspeed (1.3 VS1) with 15° flap position, landing gear UP.
 VREF: The airspeed equal to the landing 50-foot point speed (1.3 VSO) with full flaps and landing gear extended.
 VSO: The stalling speed or the minimum steady flight speed in the landing configuration.
 VS1: The stalling speed or the minimum steady flight speed obtained in a specified configuration.
 VENR: Single-engine enroute climb speed.
  V2: Takeoff Safety Speed. This climb speed is the actual speed at 35 feet above the runway surface as demonstrated in flight
during takeoff with one engine inoperative.

GO-AROUND: [TOGA THRUST + 15° PITCH UP]

 GO AROUND + CHECK THRUST + FLAPS 15° + GEAR UP + [FMS PB (PF) + SET NAV (PM)]
 SE GO-AROUND: GA + CHECK THRUST+ (already flaps 15°) + GEAR UP
 During GA, FMS must be manually selected (FMS PB on the EFIS PANEL), as active NAV source for MA guidance.

SOFT GO-AROUND or LOW LEVEL OFF: (TCS may be used)

 10° PITCH UP
 75% N1
 VSI set + 1000 fpm

LOW LEVEL OFF

 10° PITCH UP
 75% N1
 VSI set + 1000 fpm

LANDING
SPEEDS:
 IN GUSTY WIND CONDITIONS: INCREASE VREF BY 1/2 OF THE GUST FACTOR IN EXCESS OF 5 KT.
 MINIMUM MANEUVERING SPEED ARE:
o VREF + 30 (FLAPS 0°)
o VREF + 20 (FLAPS T.O. & APP 7° - 15°)
o VREF + 10 (FLAPS 35°)

LANDING CALLOUTS:
6. SPEED BRAKE EXTENDED
7. 4 LIGHTS (TR)
8. 6 LIGHTS (TR can be deployed by the PF)
9. Decelerating
10. 60 Kts (TR STOW)

LANDING LIMITATIONS
The maximum landing weight is restricted by:
1. Maximum certified landing weight (structural).
2. Maximum landing weight permitted by climb requirements.
3. Maximum landing weight permitted by landing field length.
4. Maximum landing weight permitted by brake energy limits.
MANEUVERS

 STEEP TURNS:
 60% - 65% N1 + 3% N1 just before entering the turn (or passing the 30° bank into a 45°).
 Pitch +2,5° nose up.
 Fine corrections only. Use pitch trim.
 Where to focus on (not the attitude indicator as primary): BANK ANGLE / VSI (KEEP VSI INSIDE THE BOX)
 Before initiating any turn, in level flight
- First be absolutely stabilized.
- Secondly, add +2% N1, which will increase your speed slightly (within 60”)
 As you roll into the steep turn, passing 30° of bank, you will need to add some forward pressure, by adding some of Nose up
trim. As you reach the 45° of bank
 As you roll out to the other direction, you will need some forward pressure. Again, your VSI will tell you how to adjust the
pressure.
 If your VSI MOVES UP, you will need forward pressure (DN). You need to TRIM DN
 If your VSI MOVES DN, you will need to relieve the forward pressure to up (UP). You need to TRIM UP
 Roll out - Level off:
 Lead out the turn 20° before reaching selected heading (have the PM to do the callout)
 Nose down trim
 Wings Level
 N1 = 67%
 AP = ON

 3D RAW DATA: [MISTRIM MESSAGE= Be ready to fly manually]

 VERTICAL BAR – TREND VECTOR = adjust with trim inputs. (Use ELECTRICAL PITCH TRIM to follow vertical path (small inputs)
 LATERAL DEVIATION (HDG)= ± 5° correction – wait
 Maintain engine power indicator (N1)
 Find power setting for 3° glide slope [N1= 55% (for SE add + 10% = 65%)]
 Find a suitable maximum power setting (55% - 60% N1)
 DESCENT FROM FAF: (landing configuration)
 50% N1 (2 ENGINES)
 62% N1 (1 ENGINE + F 15°)
 Never below VAPP (SVAPP)
 Observe – Input - Anticipate
 Follow SOPs

 PITCH TRIM REQUIREMENTS (STABILIZER MOVEMENT & FLAPS)

 FLAPS 0° = TRIM UP STABILIZER moves up (+1°), thus pitch moment is down
 FLAPS 7° = TRIM DN STABILIZER moves down (-2°), thus pitch moment is up
 FLAPS 15° = TRIM DN STABILIZER moves down (-2°), thus pitch moment is up
 FLAPS 35° = TRIM DN STABILIZER moves down (-2°), thus pitch moment is up

 Horizontal Stabilizer
 Takeoff and Landing Position: -2°
 Cruise Position : +1° (fail Safe position)

CENTERLINE SPOTTING IN THE SIM

  No flight parameter exceeds the criteria defined in the tables below:

DRIFT DOWN
Initial DDS = 180 kts
Then AFM

GLIDE
 Maximum Glide - Emergency Landing
1. Airspeed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... Per Chart Below
2. FLAPS Selector. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... UP (0°)
3. TAWS FLAP Button. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OVRD
4. SPEED BRAKE Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETRACT
5. LANDING GEAR Handle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... UP
6. PASS SAFETY Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... ON
7. Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .... CUT OFF
8. Shoulder Harnesses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Secure

DUAL ENGINE FAILURE (EMER/ABN B 2)

1. IGNITION Switches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
2. FUEL BOOST Switches (both) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
3. Throttles (both) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE
4. Airspeed . . . . . . . . . . . . . . . . . . . . . . 200-250 KIAS (altitude permitting-for air starting)
Airspeed . . . . . . . . . . . . . . . . . . . . . . 140 – 150 KIAS (at low altitude – table above)
ENGINE START Button (either side). . . . . . . . . . . . . Push
IF NO START
 START DISENGAGE Button . . . . . . . . . . . . . . . . . . . . . Push
ENGINE START Button (other side) . . . . . . . . . . . . . . Push

 PITCH POWER AND TRIM SETTINGS

Pitch/Power Cross-Reference Table

 Speeds
- VREF < VAPP
- V1, VR, V2, VENR, VREF, VAPP / V2, VAPP, VREF, (VGA = VAPP)
- Minimum final approach speed is VAPP
- Engine Failure at or above V1. Climb with V2 (V2 + 10)
- Single engine GO AROUND. Climb with VAPP
- Two engines GO AROUND. Climb with FLC= 160 kts
- VREF. In windy conditions = VREF + ½ HWC + Gust (max 20kts) will be the target speed until 50ft threshold.

 Stabilised Approach
 The flight path must be correct (on centreline and chosen descent path) and speed must be between VAPP+10 kts, and VREF.
 Large power changes (more that 5% N1) will tend to destabilize the approach.
 Typical power settings during approach path is 60% - 65% N1.

 WEIGHT LIMITATIONS
 TIPS & NOTES

SE OPERATIONS:
 At 400 ft AAL NAV should be promptly engaged unless the desired missed approach path cannot be flown in NAV (e.g., visual
approach, dual FMS failure, etc.) or ATC assigns a heading. If HDG is used, maintain the current heading until reaching 400’ AAL.
 Instead of thrust reduction at 1000 feet, climb to engine-out acceleration altitude, accelerate, clean-up and then set MCT (i.e.,
same procedures that are applicable to engine failure after V1).
 VAPP Minimum = Vs x 1.3
 VREF = 0,6 AOA
 VAPP = 0,5 AOA
 Approaching safe altitude: initiate level off 1000 ft prior to safe altitude (MAA) selected
 In case of engine failure during go-around, it is recommended to follow the standard missed approach procedure if S/E climb
gradient is above required procedure climb gradient. Alternatively, the EOSID of the landing runway must be followed. If in
doubt, delay acceleration segment to final missed approach altitude or MSA.
 PF safeguards the unaffected (LIVE) engine throttle. PM retards the affected throttle to FI / FSO (with confirmation).
 SE reverse thrust on the LIVE engine is possible, but it will yaw the A/C into the LIVE engine side.
 Seat position: 90°
 Gear horn will sound if:
a) IAS < 150 KTS
b) Either throttle position < 70% N2
 In the SIM horn will not sound as both throttles ate already pushed forward. There is no need to scramble for anything. Just
focus on flying the appropriate course, while pitching up for V2 (second segment is more restrictive) until reaching a safe
altitude (ACC ALT then MSA or GO AROUND). Call for MEMO items, then the appropriate checklist.

 ENGINE RESTART: (check N1 – N2 indications) – reason of failure is external or internal

 If N1 is not “0” or N2 8% (windmilling), you may consider restarting.
 If the reason is external (icing, turbulence…), you may consider restarting.

 MISSED APPROACH:
- In case of engine failure during go-around, it is recommended to follow the standard missed approach procedure if S/E
climb gradient is above required procedure climb gradient. Alternatively, the EOSID of the landing runway must be
followed. If in doubt, delay acceleration segment to final missed approach altitude or MSA.
- The missed approach must be initiated no later than reaching the MAPt or at the DA/H, whichever comes first. The lateral
part of the missed approach must be flown via the MAPt unless otherwise stated on the approach chart.
- If missed approach is initiated from high altitude, or near or even above the MAA, selecting full thrust and following the
FD GA pitch command may lead to unsafe flight states or altitude / level busts. (Reduce thrust as required, about 75%)
- Circle to land Missed Approach Procedure: Join Missed Approach Procedure of the instrument runway. If required, turn
towards runway and remain within circling area until clear of obstacles.
- In the event of a missed approach or a go-around, simultaneously push the throttle levers to the TO detent, while
pressing the go-around button. Pressing the go-around button will cancel all modes set in the flight director and
command a 10° nose up pitch attitude. Call for flaps APPROACH (flaps 15 or flaps 7 if climb gradient is a factor) and press
the heading button (HDG MODE) on the flight director control panel.
- If a GPS approach (or overlay) was programmed into the FMS and the missed approach procedure is sequenced by use
of the go-around button, the pilot flying may elect to press the NAV button (NAV MODE) on the flight, or the (FMS
MODE), on EFIS PANEL.
  HIGH ALTITUDE CONSIDERATIONS
An upset is any unexpected deviation from a normal flight path and could be caused by flying too slow, flying too fast, turbulence or a
flight control malfunction.
At high altitude, the "flight envelope" — the scope for the air-craft to change velocity or increase altitude — can be very restricted.
This is because the thin air at altitude has two effects; first, the speed of sound becomes lower at higher altitude and, second, the aircraft's
stalling speed is greater in the thin air. Hence, if an aircraft is flying straight and level at high subsonic speed at high altitude, and the pilot
tries to accelerate, he may get close enough to the speed of sound to cause buffeting (the "sound barrier").
Also, if he tries to slow down, the aircraft may approach its stall speed — at which point the pilot will also feel buffeting due to stall
effects.
"Buffet" feels like vertical vibration, which can reach 0.2 g.
Finally, if the pilot tries to climb upwards from a cruise at high subsonic speed and high altitude, the increased angle of attack in the thin
air may also induce buffeting prior to stalling.
The situation described above is known to test pilots as "coffin corner" (see Figure below).

Because air density decreases exponentially with altitude, the seemingly small climb from the mid-30s to FL 410 causes a dramatic change
in the amount of air the wing and engines have to work with.
With power output drop-ping dramatically, the wing needs to operate at an ever-increasing angle of attack to hold the airplane up.
At some weight there won't be enough power available to accelerate the airplane, the AOA will continue to increase just to hold altitude
and the airplane will be hanging there, unable to speed up and a stall is inevitable.

MONITORING THE AOA index is very critical. Never go more than 0.4 at high altitudes close to service ceiling.

Aerodynamic (low speed) stall at high altitude is sometimes referred to as a high incidence stall.
The term high incidence stall is used to differentiate a high altitude, low speed stall from a high altitude, Mach stall. The Mach stall occurs
due to shock waves which form when the aircraft exceeds its critical Mach number. At high altitudes, the speeds at which the two types of
stall occur become closer and closer culminating at a point on the Flight Envelope diagram referred to as coffin corner.
PERFORMANCE:

DATA SOURCES WHERE TO FIND WHAT

RANGE
 The Cessna Citation XLS is a medium jet manufactured by Cessna between 2004 and 2009.
 The Cessna Citation XLS is powered by two Pratt & Whitney Canada PW545B engines, resulting in an hourly fuel burn of 210
Gallons per Hour (1750 lbs.)
 Capable of cruising at up to 433 knots, the Cessna Citation XLS can fly non-stop for up to 1,770 nautical miles.
 Can carry up to 9 passengers.
 The Cessna Citation XLS has an estimated hourly charter price of $4,500, with a new list price of $13 million at the time of
manufacture.