Chapter 2

PART B
Chapter 2
NORMAL PROCEDURES
2. NORMAL PROCEDURES
10 MAY 11 REV: 4 PAGE: B/ 2-1

PART B
Chapter 2
NORMAL PROCEDURES
TABLE OF CONTENTS
2.1. General Part 2-5

2.1.1. Foreword 2-5
2.1.2. Normal checklist 2-6
2.1.2.1. Introduction 2-6
2.1.2.2. Normal Checklist operation 2-6
2.1.2.3. Checklist Content 2-7
2.1.2.4. Checklist Construction 2-7
2.1.2.5. Response by both pilots 2-8
2.1.3. Cockpit Crew Co-operation 2-8
2.1.3.1. ATC clearances 2-8
2.1.3.2. Altitude Calls 2-8
2.1.3.3. Aircraft Control Transfer 2-11
2.1.3.4. Transfer of Radio Communication Responsibility 2-11
2.1.3.5. Non-standard Calls 2-11
2.1.3.6. Aircraft Configuration Speed Calls 2-11
2.1.3.7. Navaids Tuning 2-11
2.1.3.8. Autopilot Setting and flight mode annunciator Calls 2-11
2.1.4. FMC CDU Operations 2-13
2.1.5. Cockpit to Cabin Crew Co-operation 2-13
2.1.5.1. Pre-flight Information 2-13
2.1.5.2. Cabin crew Departure Report 2-14
2.1.5.3. Turbulence 2-14
2.1.5.4. Cabin crew Arrival Report 2-14
2.1.6. Sterile Cockpit 2-14
2.1.7. Use of the autopilot (AP) 2-15
2.1.8. Scan Flow Procedure during flight 2-15
2.1.9. Approach Speed Correction 2-15
2.1.10. Stabilized Approach 2-16
2.1.11. Altimeter Setting Procedure 2-16
2.1.11.1. General 2-16
2.1.11.2. Altimeter Setting 2-16
2.1.11.3. Before Takeoff 2-16
2.1.11.4. After Takeoff at Transition Altitude 2-16
2.1.11.5. Approach and Landing 2-16
2.1.11.6. Crosscheck of Altimeter Setting 2-16
2.1.11.7. Pressure Altimeter Bug or BARO Minimum Pointer Setting 2-17
2.1.11.8. Radio Altimeter Value Setting 2-17
2.1.12. In-flight fuel check 2-17
2.1.12.1. Definitions 2-17
2.1.12.2. General 2-17
2.1.12.3. Minimum Fuel 2-17
2.1.12.4. Emergency due to a Low Amount of Fuel 2-18
2.1.13. Use of seat belts 2-18
2.1.14. Use of fasten belts sign 2-18
2.1.15. Use of headsets 2-18
2.2. GROUND PROCEDURES 2-19
2.2.1. Flight Preparation 2-19
2.2.1.1. General 2-19
2.2.1.2. Flight Crew Boarding Time 2-20
2.2.2. Exterior safety inspection LSP 2-20
10 MAY 11 REV: 4 PAGE: B/ 2-2

PART B
Chapter 2
NORMAL PROCEDURES
2.2.3. Preliminary preflight procedure 2-20

2.2.4.1. After preflight exterior inspection 2-22
2.2.5. Before Start Procedure 2-22
2.2.6. Engine Start Procedure 2-23
2.2.6.1. TAXI, TAKEOFF AND DEPARTURE BRIEFING 2-25
2.2.6.2. TAXI, TAKEOFF AND DEPARTURE BRIEFING(recommended text) 2-25
2.2.6.2.1. Standard takeoff profile 2-26
2.2.6.2.2. Standard noise abatement procedure 2-26
2.2.7. After Engine Start Procedure 2-27
2.2.8. Before Taxi Procedure 2-28
2.2.8.1. 180 turn on the runway 2-30
2.2.9. Before Takeoff Procedure 2-31
2.3. FLIGHT PROCEDURES 2-32
2.3.1. Takeoff procedure 2-32
2.3.1.1. Takeoff procedure PF (LSP) / PM (RSP) Duties 2-32
2.3.1.2. Takeoff procedure PF / PM duties 2-32
2.3.2. Climb procedure 2-35
2.3.2.1. PF PM Duties 2-35
2.3.3 Cruise procedure 2-36
2.3.3.1. PF PM Duties 2-36
2.3.4. Descent procedure 2-37
2.3.4.1. Prior to top of descent 2-37
2.3.4.2 Approach Briefing (Recommended procedures and items) 2-38
2.3.4.3. Initial descent 2-39
2.3.4.4. Descent Monitoring 2-39
2.3.5. Approach procedure 2-40
2.3.6. Landing procedure 2-41
2.3.6.1. Landing procedure ILS CAT I approach 2-41
2.3.6.2. Delayed Flaps ILS CAT I Approach 2-43
2.3.6.3. Landing procedure VOR/DME approach 2-44
2.3.6.3.1. Final Approach without Step Down Fix 2-45
2.3.6.3.2. Final Approach with Step Down Fix 2-46
2.3.6.3.3. At Minimum Descent Altitude 2-47
2.3.6.4. Visual references 2-50
2.3.6.5. Circling Approach 2-51
2.3.6.6. Visual Approach 2-52
2.3.7. Go-around and Missed Approach Procedure 2-53
2.4. TERMINAL PROCEDURES 2-56
2.4.1. Landing roll procedures 2-56
2.4.2. After landing procedure 2-56
2.4.3. Shutdown procedure 2-57
2.5. ALL WEATHER OPERATIONS 2-58
2.5.1. Definitions and terminology 2-58
2.5.2. Operating procedures 2-58
2.5.2.1. General policy 2-58
2.5.2.2. Flight crew qualifications 2-58
2.5.2.3. Checklist 2-58
2.5.2.4. Non-normal operations 2-59
2.5.3. LVTO operations 2-59
2.5.3.1. Preflight planning 2-59
2.5.3.1.1. Weather considerations 2-59
2.5.3.1.2. AIS / NOTAMs 2-59
2.5.3.1.3. Fuel 2-59
2.5.3.2. Briefing (LVTO) 2-59
1 FEBRUARY 12 REV: 5 PAGE: B/ 2-3

PART B
Chapter 2
NORMAL PROCEDURES
2.5.3.3. Taxiing during LVP (RVR below 400m) 2-59

2.5.3.4. Takeoff with LVP (RVR below 400M) 2-60
2.5.3.4.1. Requirements and limitations 2-60
2.5.3.4.2. Airfield and runways 2-60
2.5.3.4.3. Takeoff minima 2-60
2.5.3.4.4. Takeoff minima RVR 125 m 2-60
2.5.3.4.5. Wind 2-61
2.5.3.4.6. Minimum equipment requirement 2-61
2.5.3.4.7. Instrument setting 2-61
2.5.3.4.8. Recommendations for low visibility takeoff 2-61
2.5.3.4.9. Takeoff procedure PF(LSP) / PM(RSP) duties 2-62
2.5.3.4.10. Takeoff procedure PF / PM duties 2-62
2.5.3.4.11. Rejected takeoff 2-64
2.5.4. Crew requirements on type
(including line flying under supervision) 2-64
2.6. STEEP APPROACH 2-65
2.6.1. Descent procedure 2-65
2.6.2. Approach procedure 2-65
2.6.3. Landing procedure ILS approach 2-66
2.6.4. Landing procedure LOC/DME approach 2-68
2.6.5. TAWS 2-71
2.7. MEDICAL FLIGHTS 2-72
2.8. NORMAL CHECKLIST 2-73
2.8.1. Normal checklist specimen C525 2-73
2.8.2. Normal checklist specimen C525A 2-75
2.8.3. Normal checklist specimen C525B 2-77
10 MAY 12 REV: 6 PAGE: B/ 2-4

PART B
Chapter 2
NORMAL PROCEDURES
CHAPTER 2 NORMAL PROCEDURES
2. 1 General Part
2.1.1 Foreword
The purpose of STANDARD OPERATING PROCEDURES ist to further expand on the operating
procedures outlined in the OM - Part B. They shall be used as SOP's for all C525, C525A/B
aeroplanes of OperaJet Flight Operations.
Normal procedure philosophy and assumptions

Normal preocedures verify for each phase of flight:
- the airplane condition is satisfactory
- the flight deck configuration is correct
Normal procedures are done on each flight. Refer to the Supplementary procedures (SP) chapter
(Operating Manual) for procedures that are done as required, for example the adverse weather
procedures.
Normal procedures are used by a trained flight crew and assume:

- all systems operate normally
- the full use of all automated features (LNAV, VNAV, autopilot)
Normal procedures also assume coordination with the ground crew before:
- hydraulics system pressurization, or
- flight control surface movement, or
- airplane movement
Normal procedures do not include steps for flight deck lighting and crew comfort items. Normal
procedures are done by recall and scan flow.
Configuration check
I tis the crewmembers (CM) responsibility to verify correct s&stem response. Before engine start,
use system lights to verify each systems condition or configuration. After engine start, the master
caution system alerts the crew to warnings or cautions away from the normal field of view.
If there is an incorrect configuration or response:

- verify that the system controls are set correctly
- check the respective circuit breaker as required, maintenance must first determine that it is
safe to reset a tripped circuit breaker on the ground
- test the respective system light as required
Before engine start use individual system lights to verify the system status. If individual system light
indicates an improper condition:
- check the MEL to decide if the condition has a dispatch effect
- decide if maintennance is required
If during or after engine start a red warning or amber caution light illuminates:
- do the respective non-normal checklist (NNC)
- on the ground, check the MEL
10 MAY 11 REV: 4 PAGE: B/ 2-5

PART B
Chapter 2
NORMAL PROCEDURES
Crew Duties
Preflight and postflight duties are divided between left seat pilot (LSP usually
commander) and right seat pilot (RSP usually copilot). Phase of flight duties are
divided between pilot flying (PF) and pilot monitoring (PM). Each crewmember is
responsible for moving the controls and switches in their area of responsibility. The area
of responsibility for both normal and non-normal procedures. LSP may direct actions
outside of the crewmembers area of responsibility.
NOTE: In training and checking situations Commander may be training Commander

operating in the right seat. However here i tis assumed that LSP is a
Commander
General phase of flight responsibilities are as follows:

PF is responsible for:
- taxiing
- flight path and airspeed control
- airplane configuration
- navigation
PM is responsible for:
- checklist (C/L) reading
- communication
- tasks asked for by the PF
- monitoring taxiing, flight path, airspeed, airplane configuration and navigation
PF and PM dutie may change during flight (e-g. LSP could be PF for taxi but the PM
during takeoff through landing). When flying manually the PF directs the PM to make
changes (ALT / FL / HDG / SPEED clearence are set directly by PM during manual
flight).
LSP (Commander on pilot seat during training or checking flight) is final authority for all
tasks directed and done.
NOTE: During automatic or manual flight the following actions will always be
performed by:
LSP: - setting STBY altimeter
- switching ON / OFF Engine / Wing ANTI-ICE SWITCHES
- switching ON / OFF TAXI / LANDING LIGHTS
2.1.2 Normal checklist
2.1.2.1Introduction
This introduction gives guidelines for the use of Normal Checklist (NC).
The NC is organized by phase of flight.
The NC is used to verify that critical items have been done.
2.1.2.2 Normal Checklist operation
NC is used after doing all respective procedural items. The following table shows which
pilot calls for the checklist and which pilot reads the checklist. Both pilots visually verify
that each item is in the required configuration or that the step is done. The far right
column shows which pilot gives the response.
10 MAY 11 REV: 4 PAGE: B/ 2-6

PART B
Chapter 2
NORMAL PROCEDURES
Checklist Call Read Verify Respond

PREFLIGHT LSP RSP Both Area of Responsibility
BEFORE START LSP RSP Both Area of Responsibility
BEFORE TAXI LSP RSP Both Area of Responsibility
BEFORE TAKEOFF PF(LSP) PM(RSP) Both PF (LSP)
AFTER TAKEOFF PF PM Both PM (PF altimeters only)
DESCENT PF PM Both Area of Responsibility
APPROACH PF PM Both Both
LANDING PF PM Both PF
SHUTDOWN LSP RSP Both Area of Responsibility
SECURE LSP RSP Both Area of Responsibility
NOTE: During taxi LSP is PF
If airplane configuration does not agree with required configuration:

- LSP / PF calls STOP CHECKLIST
- complete respective procedure steps
- LSP / PF calls CONTINUE CHECKLIST
If it becomes apparent that entire procedure was not done:

- LSP / PF calls STOP CHECKLIST
- complete respective procedure steps
- LSP / PF calls CHECKLIST FROM THE START
Try to do checklist before or after high work load times. The crew may need to stop the checklist
for a short time to do other task. If the interruption is short, continue checklist with the next step.
If a pilot is not sure where the checklis was stopped, do the checklist from the start. If the check-
list is stopped for the long time, also do the checklist from the start.
After completetion of each checklist the pilot reading the checklist calls ........... CHECKLIST
COMPLETE
2.1.2.3 Checklist Content
The checklist has the minimum items required to operate the airplane safely.
Normal checklist has items that meet any of the following criteria:
- items essential to safety of flight that are not monitored by an alerting criteria,
- items essential to safety of flight that are monitored by an alerting system, but if not done would
likely result in a catastrophic event if the alerting system fails, or
- required to meet regulatory requirements, or
- items required to maintain fleet commonality between C525, C525A/B
- items that enhance safety of flight and are not monitored by an alerting system, or
- during shutdown and secure, items that could result in injury to personnel or damage to equip-
ment if not done.
2.1.2.4 Checklist Construction
- when a checklist challenge does not end with switch or lever, then the challenge refers to
system status (e.g.LANDING GEAR ........DOWN refers to the status of the landing gear,
not just the position of the lever).
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PART B
Chapter 2
NORMAL PROCEDURES
- when a checklist challenge ends with switch or lever then the challenge refers to the position
of the switch or lever.
- the checklist items where the AS REQ response appears, provide the pilots with more than one
system configuration situation. These items must be responded in accordancde with the present
configuration at the moment of the checklist reading, not using, therefore, responses such as
NOT REQUIRED.
2.1.2.5 Response by both pilots
- certain items prefixed B (both) required response from both pilots. In this cases, when responding
to checklist, LSP or PF responds first and RSP or PM second.
2.1.3 Cockpit Crew Co-operation
Good and clear communication improves crew co-ordination.
Any time a CM makes any adjustment to equipment, when obtains any new information or when
he/she is going to pay attention to any other activity not connected with aircraft handling, he/she
will advise the other CM.
Non-esential activities and paperwork should be avoided during the flight phases where workload
is high. At any other time the LSP should ensure that only one pilot is so occupied and that the
other pilot pays careful attention to operational duties.
One pilot should always be in position to monitor the aircraft, flight progress and maintain a
lookout.
2.1.3.1 ATC clearances
ATC heading (HDG) and altitude (ALT/FL) clearances must be checked by both pilots.
- on ground (airplane parked or taxiing) RSP (PM taxi) reads back heading and/or altitude
clearances to ATC and sets heading/altitude in heading/altitude window. RSP (PM) calls
HEADING ..... , ...... FEET, FL ...... SET, LSP (PF) calls CHECKED
- in manual flight PM reads back heading and/or altitude clearances to ATC and sets heading/
altitude in heading/altitude window. PM calls HEADING ..... , ..... FEET, FL ...... SET,
PF calls CHECKED
- in automatic flight PM reads back heading and/or altitude clearances to ATC and PF sets
heading/altitude in heading window. PF calls HEADING ..... , ..... FEET, FL ...... SET,
PM calls CHECKED
NOTE: - in manual flight ATC speed (M) clearances are set by PM and verified by PF (silently)
- in automatic flight ATC speed (M) clearances are set by PF and verified by PM
(silently)
2.1.3.2 Altitude Calls
The PF shall call:
- leaving active FL/ALT for a new cleared FL/ALT when clearence to change FL/ALT depends
on pilots discretion.
10 MAY 11 REV: 4 PAGE: B/ 2-8

PART B
Chapter 2
NORMAL PROCEDURES
The PM shall call:
- passing through FL 200 during descent due to associated action PAX SAFETY switch ON
- passing through FL 100/ALT 10000 during climb or descent due to associated action
to turn off TAXI LIGHTS OFF or ON, to cancel or follow speed limit, etc.
- passing transition altitude/level or clearence to descent below transition level has been
obtained, PF and PM adjust scales of their altimeters to QNE or QNH on PFs command.
Both of pilots shall crosscheck actual FL / ALT.
- passing through 1000ft, prior to reaching a cleared FL/ALT
For standart altitude calls see following table:
Condition PF PM
New ATC Set FL / ALT
assigned FL / ALT Call: FLIGHT LEVEL .... ,
(AP engaged) ............. FEET SET Call: CHECKED
New ATC Set FL/ALT
assigned FL / ALT Call: FLIGHTLEVEL..... ,
(Manual flight) Call: CHECKED ............ FEET SET
Passing FL 200 Call: FLIGHT LEVEL
during descent TWO HUNDRED
Call: CHECKED PAX SAFETY SWITCH ON
or cycle i fit already ON
Passing FL 100 / ALT Call: FLIGHT LEVEL
10000 during descent ONE HUNDRED/
or climb TEN THOUSAND
Call: CHECKED FEET
Passing transition Call: TRANSITION ALTITUDE
altitude Call: STANDARD
Passing transition Call: TRANSITION LEVEL
level Call: QNH .......
ATC descent Call: QNH .......
clearence to
altitude received
before passing
transition level
1000ft prior to Call: ONE THOUSAND TO
reaching a cleared LEVEL OFF
ALT / FL Call: CHECKED
Before takeoff
On the runway Call: HDG / LNAV
After takeoff
Acceleration altitude Call: SET CLIMB THRUST
or SET MCT
SET FLIGHT LEVEL
CHANGE ..... or
SET VERTICAL
SPEED .....
10 MAY 11 REV: 4 PAGE: B/ 2-9

PART B
Chapter 2
NORMAL PROCEDURES
Condition PF PM
During approach
Over OM or ........... Call: OUTER MARKER or
NM fix .....NM FIX .....FEET,
QNH........
Call: CHECKED
New ATC Set FL/ALT
assigned FL / ALT Call: FLIGHTLEVEL..... ,
(Manual flight) Call: CHECKED ............ FEET SET
At 1000 ft AAE Call: ONE THOUSAND
Call: CHECKED
At 500 ft AAE Call: FIVE HUNDRED
Call: CHECKED or during
visual approach or visual
part of circling approach
if stabilized:
Call: LANDING, if not
stabilized:
Call: GO AROUND, FLAPS...
80 ft above DA / MDA Call: APPROACHING
(referenced to the MINIMUS
pressure altitude)
At DA / MDA ATC landing clearance received Call: MINIMUMS
(referenced to the Call: LANDING or
pressure altitude) GO AROUND, FLAPS....
See note 2
During G/A procedure
Acceleration altitude Call: SET CLIMB THRUST
or SET MCT
SET FLIGHT LEVEL
CHANGE ..... or
SET VERTICAL
SPEED .....
NOTE 1: APPROACHING MINIMUMS and MINIMUMS are called only during non-precision
including instrument part of circling approach and precision CAT I APP.
Before requesting ATC clearance for visual approach, both pilots have to have
runway in sight and they have to confirm it.
After descending to MDA during instrument part of circling approach when both pilots
have RWY in sight and confirm it, PF calls VISUAL and starts circling manoevre.
NOTE 2: If visual at DA / MDA (ATC previously advised crew to expect late landing clearence
and ATC landing clearence is not received by PM call: MINIMUMS, PF calls:
CONTINUE. If landing clearence is received by 50 ft RA PF calls CONTINUE.
If landing clearence is received by 50 ft RA PF calls LANDING. If landing clearence
is not received by 50 ft RA PF calls GO-AROUND, THRUST, FLAPS....
10 MAY 11 REV: 4 PAGE: B/ 2-10

PART B
Chapter 2
NORMAL PROCEDURES
2.1.3.3 Aircraft Control Transfer
It should be called I HAVE / YOU HAVE CONTROL

It should be acknowledged by call YOU HAVE / I HAVE CONTROL
2.1.3.4 Transfer of Radio Communication Responsibility
It should be called I HAVE / YOU HAVE RADIO

It should be acknowledged by call YOU HAVE / I HAVE RADIO
2.1.3.5 Non-standard Calls
If PF/LSP determines that non-standard action would be more appropriate for given situation,
the PF/LSP shall preface this action with the statment NON-STANDARD.
(i.e. on approach gear extension before flaps)
2.1.3.6 Aircraft Configuration Speed Calls
- PM shall monitor speeds for flap retraction / etension, according to flaps schedule. If flaps speed
is lower he/she calls SPEED
- PF orders to extend landing gear, flaps should be checked by PM according to landing gear and
flaps limitations. If the speed is higher, PM shall call: SPEED.
2.1.3.7 Navaids Tuning
When navigation aid is tuned, it should be identified and announced to other crew member. Pilot
who selected new navaids during the flight (climb, cruise, descent) has to identify them by
displayed frequencies. All navaids ILS/VOR/DME/NDB selected for approach must be audio
identified by PM and announced to PF prior to commencing final approach.
2.1.3.8 Autopilot Setting and flight mode annunciator Calls
The crew must always monitor airplane course, vertical path and speed. When selecting value on
autopilot panel, verify that respective value changes on flight instruments as applicable.
When the autopilot, flight director are in use and flight mode change is selected or is scheduled
to occur, the annunciation must be verified on the flight mode annunciation display and announ-
ced by PM. PF verifies these annunciations on his flight mode annunciation panel. Airplane course,
vertical path, and speed must be always be monitored.
Similary, when a thrust mode change is selected or is scheduled to occur, the annunciation must
be verified on the thrust mode dispay.
In LNAV and VNAV, all airplane course, vertical path, thrust and speed changes must be verified.
NOTE: ANNOUNCING CHANGES ON THE FLIGHT MODE ANNUNCIATOR WHEN THEY

OCCUR IS A GOOD CRM PRACTICE
Manual Flight
PF should advise the PM prior to AP disengagement.

- all altitude, heading and speed changes are carried out by PM on PF command and verified
by PF
- in manual flight all autopilot panel changes are carried out by PM on PF command and flight
mode changes are verified and announced by PM and verified by PF
- all automatic engagements of flight modes are verified and announced by PM and verified
by PF.
10 MAY 11 REV: 4 PAGE: B/ 2-11

PART B
Chapter 2
NORMAL PROCEDURES
Conditions PF PM
FL / Altitude Call: SET FLIGHT LEVEL
ONE NINE ZERO or
FIVE THOUSAND
FEET Set requested FL or ALT
Verify requested FL or ALT is set
Heading Call: SET HEADING ONE
EIGHT ZERO Set requested heading 180
Verify requested heading is set
Speed Call: SET SPEED ONE EIGHT
ZERO Set requested speed 180
Verify requested speed is set
Flight Mode Call: HEADING SELECT
Select HDG mode on the FLIGHT
MODE PANEL and
verify
Announce: HEADING
SELECT
Verify announced flight mode
Automatic Verify autoengaged flight mode
engagement of Announce (examples):
flight modes ALT or VS or LNAVetc
NOTE: While in LNAV, PF automatically sets HDG bug on current HDG to keep HDG bug
aligned with HDG (HDG bug changes are not announced)
Automatic Flight
The only method to ensure correct AP mode engagement is to confirm an active mode
on Flight Mode Annunciators.
- all altitude changes are set and called by PF and checked by PM

- all Flight Mode changes are selected and called by PF and flight mode changes are
verified and announced by PM and verified by PF
- all automatic engagement of flight modes are verified and announced by PM and verified
by PF.
Conditions PF PM
Altitude Set new FL / ALT
Call: FLIGHT LEVEL...../
.......... FEET SET Verify set FL / ALT
Call: CHECKED
Flight Mode Select new Flight Mode
Call: LNAV Verify engaged flight mode
Announced: LNAV
Verify announced flight
mode
Automatic Verify autoengaged flight
engagement of mode
flight modes Announce (examples):
ALT or VERTICAL
SPEED etc.
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PART B
Chapter 2
NORMAL PROCEDURES
NOTE: - heading, speed and vertical speed changes accomplished by PF do not have
to be called
- while in LNAV, PF automatically sets HDG bug on current HDG to keep HDG bug
aligned with HDG (HDG bug changes are not called).
2.1.4 FMC CDU Operations
On the ground the control display unit (CDU) preflight procedure entries are normally performed
by LSP and then verified by RSP.On LSPs decision preflight procedure entries can be performed
by RSP and then verified by LSP.
If CDU entries based on ATC clearences must be made during taxi, PM makes the entry, PF
must verify (confirm ATC route changes) entries before they are executed.
In automatic flight CDU entries are normally accomplished by the PF and verified (confirmed
ATC route changes) by the PM prior to execution, however during high workload periods such as
departure, approach or holding, CDU entries are accomplished by the PM on command of PF.
In manual flight CDU entries are accomplished by PM and verified (confirmed ATC route
changes) by PF prior to execution. CDU manipulation should be accomplished prior to high work
load periods such as departure, arrival or holding. During high work load periods, using the
autopilot modes such as heading and level change along with EFIS map switches may be more
efficient than entering complex route modification into CDU.
NOTE Verification is silent e.g. thumb up sign
Example for ATC clearence DIRECT ........., or ATC routing change
Manual flight or automatic flight (PM inserts waypoint /WPT/ into CDU)
- when ATC clears to proceed direct to new WPT, PM inserts this WPT into CDU and calls
DIRECT .........., PF verifies insertion of proper WPT and acknowledges CONFIRMED ,
PM executes change, or with ATC routing change PM inserts correct waypoint sequence into
CDU and calls this sequence, PF verifies that sequence is correct and acknowledges
CONFIRMED , PM executes change.
Automatic flight (PF inserts WPT into CDU)
- when ATC clears to procees direct to new WPT, PF inserts this WPT into CDU and calls
DIRECT ........., PM verifies insertion of proper WPT and acknowledges CONFIRMED , PF
executes change, or with ATC routing change PF inserts correct waypoint sequence into CDU and
calls this sequence, PM verifies that sequence is correct and acknowledges
CONFIRMED ,
PF executes change.
NOTE: - if immediate turn to new waypoint is required HDG mode can be used
- changing of FMC pages is not considered to be FMC operation and does not have to be
called
2.1.5 Cockpit to Cabin Crew Co-operation
2.1.5.1 Pre-flight Information
Prior to each originating flight the LSP should brief the cabin crew member about the following
items:
- names of the entire crew
- weather at departure, en route and destination
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PART B
Chapter 2
NORMAL PROCEDURES
- forecast flight conditions
10 MAY 11 REV: 4 PAGE: B/ 2-14

PART B
Chapter 2
NORMAL PROCEDURES
- turbulence
- MEL items affecting cabin crew
- any other important information (aircraft registration, number of PAX, block time, flight time,
turn-around time, flight level, routing /countries/, slot time, any training taking place in the flight
deck, etc...)
2.1.5.2 Cabin crew Departure Report
- cabin crew reports to LSP completion of cabin security checklist. Before start-up when all
passenger embarked, the cabin crew member announces to the LSP: .......PASSENGERS
ON BOARD, MAY I CLOSE THE DOOR?
- after the door closing, the cabin crew member announces to the LSP: READY FOR TAXI
- before making any report to the LSP, the cabin crew member must ensure thet her report will
not interfere with a cockpit activity (briefing etc.)
- cabin crew member gives the secure call: CABIN SECURED
NOTE: Cockpit crew shall not commence take off until call: CABIN SECURED is received.
2.1.5.3 Turbulence
If the LSP expects flight through a turbulent area, or the airplane already flies at such area, the PM
seats the PAX SAFETY switch to ON and the LSP informs cabin crew member about estimated
intensity and duration of the turbulance and arranges with her cabin crew duties. If the actual or
expected conditions could cause injury of passengers or cabin crew, cabin crew discontinue on the
LSPs order their duties, secure all equipment, take their positions and fasten their belts. If the LSP
cannot immediately contact cabin crew member, he gives the command by PA to continue or
discontinue cabin crew member activity by announcement:
a) moderate or severe turbulence - turbulence may cause injury of cabin crew so she
cannotcontinue to perform her duties: CABIN CREW, BE SEATED Simultaneously the LSP (cabin
crew) informs passengers about flight through turbulent area.
b) if turbulence becomes light LSP will call CABIN CREW, NORMAL DUTIES and keeps PAX
SAFETY switch ON
c) whenever PM sets PAX SAFETY switch ON because of turbulence, both pilots shall have
their shoulder harnesses fastened and PF shall keep his hand on control column. In severe
turbulence it is recommended to use manual thrust.
2.1.5.4 Cabin crew Arrival Report
The Cabin crew member secure call: CABIN SECURED shall be given to the PM before
initialing final approach. After PAX left aircraft, cabin crew member enters cockpit and
advises DISEMBARKATION COMPLETED. After security check of cabin is completed,
cabin crew member advises CABIN OK.
NOTE: Cockpit crew shall not perform landing (expect for emergency) until call CABIN
SECURED is received.
2.1.6 Sterile Cockpit
Sterile cockpit rules (no privat coversation) shall be observed from start-up to FL 100 / 10000
feet and from top of descent until engine shutdown.
Once established on an approach, communication on the flight deck should be limited to procedure
wordings, ATC communication and callouts due to abnormal situation. If ground handling or ground
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PART B
Chapter 2
NORMAL PROCEDURES
operation must be called before landing, it shall be performed before passing the outer marker or
equivalent, avoiding lengthy discussion.
2.1.7 Use of the autopilot (AP)
Standard AP engagement is after FLAPS UP and roll and VNAV modes are engaged. In
situation when workload is expected to be high (busy airports) or in adverse weather condition
AP can be engaged at 350 feet AGL. It remains engaged as late as possible in accordance with
type of approach. The AP can fly the aircraft more accurately throughout the normal flight phases
and ensures higher comfort for passengers. This means that manual flight is minimized,
particulary in cases of departures from and arrivals to busy airports. Manual flying of the aircraft
should be practiced at the airports where traffic density is not high and overall crew workload
is low.
NOTE: Bellow 10 000 ft / FL 100 PF should fly aircraft in a HANDS ON MANNER

irrespective of AP usage, guarding the operation of control wheel. Above 10 000 ft / FL
100 PF should fly hands on during any automatic flight system mode changes to gain
feedback from AP inputs.
2.1.8 Scan Flow Procedure during flight
PF Fuel system Check fuel tanks amount and differences

- fuel pumps and fuel transfer
Electrical system Check load
PAX safety OFF (ON in case of turbulence)
Pitot heat ON
Engine / Wing anti-ice As required
Hydraulic OK
Pressurization Final cruising level
Cabin altitude check cabin altitude
Differential pressure check normal
indication
Leaving cruising level
Lights Cabin rate indicator check normal
Flight and engine indication
instruments OFF
OK
2.1.9 Approach Speed Correction
The method for approach speed correction is to ad done half of the tower reported steady head-
wind component plus the full gust increment above steady wind to the reference speed. The
minimum command airspeed bug setting is Vref + 5 knots. The gust correction should be
maintained to touchdown while the steady headwind correction may be bled off as the airplane
approaches touchdown.
The total wind additive should not exceed 20 knots.
NOTE: Do not apply wind corrections for tail winds.
10 MAY 11 REV: 4 PAGE: B/ 2-16

PART B
Chapter 2
NORMAL PROCEDURES
2.1.10 Stabilized Approach
All approaches shall be stabilized in correct landing configuration on correct flightpath with thrust
setting appropriate for landing configuration, with sink rate not greater than 1000 fpm, with aircraft
speed not more than Vref + 20 kts indicated airspeed and not less than Vref and landing checklist
completed by 1000 ft AAE in IMC and by 500ft AAE in VMC.
An approach that becomes unstabilized below 1000 ft AAE in IMC or below 500 ft in VMC requires
an immediate go around and missed approach procedure.
2.1.11 Altimeter Setting Procedure
2.1.11.1 General
All presure altimeters must be set on identical values of QNH (QFE) or standard pressure 1013.25 hPa
/ 29.92 inch, depending on airspace in which the flight is being performed. When the arrival airport
ATIS is received, destination airport QNH (QFE if applicable) may be set on the stand-by altimeter.
2.1.11.2 Altimeter Setting
The PF resets the respective altimeters first , then the PM performs the reset.
If the altimeters resetting during the flight is required the PF calls: STANDARD or QNH
(QFE) .......
2.1.11.3 Before Takeoff
All altimeters are set on QNH (QFE) of departure airport. A check of instrument indication must be
carried out. BARO minimum pointer shall be set to engine failure acceleration altitude for flap
retraction.
2.1.11.4 After Takeoff at Transition Altitude
When passing a transition altitude the PM calls: TRANSITION ALTITUDE.

PF calls: STANDARD and sets the respective altimeter on 1013.25 hPa / 29.92 inch. Then
the PM performs the reset. A crosscheck of altimeter setting must always be performed.
NOTE: If manual flight before setting STANDARD PF transfer control to other pilot, sets
STANDARD and takes control back.
2.1.11.5 Approach and Landing
When passing transition level PM calls: TRANSITION LEVEL. PF calls: QNH (QFE)...... and sets
the respective altimeters on QNH of a destination airport. Then the PM performs the reset. The
crosscheck of altimeter setting must always be performed.
After ATC clearence to descent below transition level has been obtained, PF calls QNH (QFE) ......
and sets the respective altimeters on QNH of a destination airport. Then the PM performs the
reset. A crosscheck of altimeter setting must always be performed.
2.1.11.6 Crosscheck of Altimeter Setting
After both pilots altimeters setting during:

- climb PF calls FL .......NOW (when passing through FL), PM verifies his altimeter and calls
CHECKED
- descent PF calls ....... FEET NOW (when passing through altitude), PM verifies his altimeter
and calls CHECKED.
10 MAY 11 REV: 4 PAGE: B/ 2-17

PART B
Chapter 2
NORMAL PROCEDURES
2.1.11.7 Pressure Altimeter Bug or BARO Minimum Pointer Setting
Before takeoff, engine failure acceleration altitude for flap retraction must be set.
Before landing, both pilots set decision altitude (DA) for precision approach CAT I or minimum
descent altitude (MDA) for non-precision.
2.1.11.8 Radio Altimeter Value Setting
- for CAT I approaches where decision heigh is stated as RA
2.1.12 In-flight fuel check
2.1.12.1 Definitions
For required amount of fuel see OM, part B chapter 5
2.1.12.2 General
The LSP must ensure that fuel checks are carried out at regular intervals. The remaining fuel
must be recorded and evaluated to:
- compare actual consumption with planned consumption
- check that remaining fuel is sufficient to complete the flight
- determine the expected fuel on arrival at the destination
If, as a result of an in-flight fuel check, the expected fuel remaining on arrival at the destinations
is less than the required alternate fuel plus final reserve fuel, the LSP must take into account
the traffic and the operational conditions prevailing at the destination aerodrome, along the
diversion route to an alternate aerodrome and at the destination alternate aerodrome, when
decinding to proceed to the destination aerodrome or to divert, so as to land with not less than
final reserve fuel.
If, as the result of an in-flight fuel check on a flight to an isolated destination aerodrome, the
expected fuel remaining at the point of last possible diversion is less than the sum of:
- fuel divert to an route alternate aerodrome
- contingency fuel, and
- final reserve fuel
the LSP must either:
- divert, or
- proceed to the destination, provided that two separate runways are available at the destination
and the expected weather conditions at the destination comply with those specified for
planning in EU-OPS 1.297 (Planning minima for IFR flights).
2.1.12.3 Minimum Fuel
Minimum fuel status may be stated anytime on flight if the expected amount of fuel remaining
on arrival at the destination is less than the required alternate fuel plus final reserve fuel.
Minimum fuel status is not considered an emergency.

This status does not required an immediate priority landing, but must be reported to the nearest
ATS unit. It is necessary to continue to the destination without any significant deviation from the
planned route, including normal arrival procedure.
10 MAY 11 REV: 4 PAGE: B/ 2-18

PART B
Chapter 2
NORMAL PROCEDURES
2.1.12.4 Emergency due to a Low Amount of Fuel
Emergency may be stated anytime during the flight if the expected amount of fuel remaining on
arrival at the destination is less than final reserve fuel.
This emergency status requires priority landing and must be immediately reported to the nearest
ATS unit.
2.1.13 Use of seat belts
a) Each crew member shall be properly secured by seat belts and shoulder harnesses during push-
back, engine start, taxi, T/O, approach, taxi to stand until airplane is parked and PAX SAFETY
switch is selected OFF and other phases of flight (depends on LSPs decision due to safety reason
turbulence, aircraft failure, etc.).
b) During flight above FL 100 / ALT 10000 ft, crew members shoulder harnesses may be
unfastened if fasten belts switch is off.
c) With exception of T/O and landing, one pilot may leave his/her seat for necessary time (for
operational or physiological needs) while the safety belts and harnesses shall secure the PF.
LSPs approval is required for other crewmember to leave the cockpit.
2.1.14 Use of fasten belts sign
1) PAX SAFETY switch is selected ON:

a) during cockpit preparation, engine start, taxiing and takeoff
b) when turbulence is anticipated or encountered
c) in emergency situation
d) during descent to destination, below FL 200, shut down and aircraft parked
2) PAX SAFETY switch is selected OFF:

a) during refueling with passenger on board
b) after parked and engine shutdown
2.1.15 Use of headsets
Use of headsets is mandatory:

- during departure and approach whenever below FL 100 / 10 000 feet
- in cruise when communicating with more than one station at the time (speakers off)
The flight deck speakers may be used above FL 100 / 10 000 feet. Speakers volume should be
kept at minimum usable level to avoid interference with normal crew conversation within the
flight deck. While using speakers, when one crew member (CM) leaves cockpit, the other one
must use headset.
10 MAY 11 REV: 4 PAGE: B/ 2-19

PART B
Chapter 2
NORMAL PROCEDURES
2.2 GROUND PROCEDURES
2.2.1 Flight Preparation
2.2.1.1General
Flight preparation is a set of crew and relevant ground departments activities which together
will ensure safe and economical performance of the flight.
Report for duty already dressed in uniform:

LSP, RSP
- 60 minutes before departure
Print required operational documentation:
- OFP printed double side on A4 sheet in landscape
format
- METARs, TAFs, SIGMETs, SW charts, Wind forecast charts
- printed double side on A4 sheet in landscape format
- NOTAMs, SNOWTAMs printed double side as two pages
per A4 sheet in landscape format
- ATC flight plan (short or full ICAO) printed on A4 sheet
- TRIP INFO printed on A4 sheet
- RUNWAY ANALYSIS printed on A4 sheet
- PAX INFO CHART printed on A4 sheet in landscape
RSP
format
- FLIGHT ORDER printed on A4 sheet in landscape format
- GENERAL DECLARATION (if required)
Check and prepare aircraft bag:
- FLIGHT-TECH LOG
- MEL
- HIL
- EFB and MOBIL PHONE with chargers
- FUEL CREDIT CARDs
- JOURNEY ENVELOPEs, FLIGHT EXPENSES ENVELOPEs
- TRIP KITs / ROUTE BOOKs
Check weather:
- actual and expected conditions for T/O and climb,
including
RWY conditions
- en route significant weather, wind forecast, temperatures,
LSP + RSP
icing, turbulence
(preflight briefing to
- terminal forecast for destination and alternate airports
be conducted by LSP
- expected conditions at airports along the palnned route
or at his discretion by
Check NOTAMs:
PF)
Check all required facilities at departure, destination and
alternate airports are operational, as well as en route
LSP decides about PF
navaids, en route and airport restrictions
Check OFP, ICAO FPL and company messages:
- check OFP and ICAO FPL accuracy and validity
- check MEL items (for possible performance penalties)
- check company messages
LSP Determine the amount of fuel necessary for the safe flight

PART B
Chapter 2
NORMAL PROCEDURES
performance with respect to allowable takeoff/landing mass

and weather conditions. Signs all OFPs copies for each
sector
Accept reports of individual crew members on their
professional and health capability to fly. Inform cabin crew
LSP
member on actual flight conditions and necessary facts
according to point 2.1.5.1
2.2.1.2. Flight Crew Boarding Time
At least 30 minutes before estimated time of departure.
NOTE: Boarding with SLOTS (CTOT)
It is recommended to start boarding as soon as the crew is ready regardless of any slot
(CTOT). LSP may postpone the boarding in case of heating / cooling is not possible and
no external / ground power unit is available.
As soon as boarding is completed request ready message via delivery frequency or as
applicable.
2.2.2. Exterior safety inspection LSP
Prior to each flight with crew change, the safety exterior inspection shall be made. Responsibility
for this inspection rests with the LSP.
RSP
LSP
Perform exterior Inspection Perform Cabin Check, and
Perform Interior Inspection
Arrange passenger transportation and loading Perform Cockpit Check, Note ATIS for
airport data, and calculate take-off data
2.2.3. Preliminary preflight procedure
LSP Left Seat Pilot

RSP Right Side Pilot
BTH Flight Deck Crew, either pilot
Cockpit Preparation is performed by RSP
Oxygen Masks..........................Remove associated Mask, inflate, check Mike Connection, select 100%
and re-stow
Oxygen Control Valves...............Check Position NORMAL
Circuit Brakers..........................Check Both Sides IN
Generators...............................Check GEN Position if Battery Start Check OFF if GPU assisted Start
Boost Pumps.............................Check NORMAL Position selected

PART B
Chapter 2
NORMAL PROCEDURES
Fuel X-Feed or Transfer.............Check position OFF
LH/RH AHRS.............................Check position AUTO
W/S Bleed AIR...........................Check position OFF
Standby Gyro Test.....................TEST (momentary) check green light on ON check amber light on Test
PERFORMED when switch back in off Position
Ldg/Taxi/Reco...........................Check position OFF
Anti Skid...................................Check position ON
Gear Handle..............................Confirm handle DOWN
Thrust Attenuators Switch...........Check position AUTO
Engine Sync...............................Check position OFF
Throttles...................................Confirm CUT OFF
Cockpit Air Distribution...............Check position NORMAL
Air Conditioner..........................Check position OFF
Press. System Selector...............Check position AUTO
All other SWITCHES...................Check position OFF or NORM
Battery Test..............................Test PERFORMED
Battery switch in EMER position, power should be supplied to:
COMM1 Voltmeter
NAV1 RH Pitot Static Heater
Overhead Floodlights Standby Altimeter/Airspeed
Audio panels L/R side Standby N1 Engine Indicator
Flap Control Landing Gear Control and Monitor
Note: COMM1 can be used in emergency bus to obtain ATIS/Clearance

without operating other equipment.
Battery.....................................Select BATT
EXT Power................................CONNECTED if available. (29 VDC and 1100 amps maximum)
Avionics Power..........................Select ON
Rotary Test Switch.....................Performed
Turn Test Selector Switch to:

PART B
Chapter 2
NORMAL PROCEDURES
FIRE WARN..................Engine Fire Lights on Tray will illuminate. L/R Engine Fire audio
warning
LDG GEAR....................Three green and a Red Light, Landing Gear audio warning
BATT TEMP...................Batt OTemp Light and Master Warning will illuminate
AOA.............................Stick shaker will actuate
W/S Temp....................W/S Air OHeat will illuminate if windshield bleed air on LOW or
HI
Overspeed....................Audio Tone will sound
Anti Skid.......................Antiskid Inop Annunciator will illuminate
Annu............................All annunciator panel lights will illuminate sequentially from top

to bottom, master caution and master warning will illuminate
Avionics Power.........................Select OFF
Engine instruments....................NO FLAGS Verify engine instruments from left to right on MFD
Fuel Quantity............................CHECKED
Note: quantity and balance of fuel.
Battery Switch..........................Select OFF
2.2.4.1. After preflight exterior inspection
Walkaround..............................LSP PERFORMED
NOTE:
- after completion of exterior inspection LSP inform RSP PREFLIGHT EXTERIOR INSPECTION
COMPLETED, AIRCRAFT IS VISUALLY OK
- to perform preflight inspection cockpit crew have to undergo task training performed by maintenance
staff or authorized cockipt crew member and must have special PREFLIGHT INSPECTION AUTHORI-
ZATION recorded on company SUMMARY OF CHECKS AND COURSES CERTIFICATE and undresigned
by postholder maintenance.
2.2.5. Before Start Procedure
Pre-flight Inspections.................RSP COMPLETED

RSP has computed Speeds, transferred the departure, destination and
alternate airport charts in the route manual, stowed the catering and
secured the cabin
Parking brake...........................LSP SET. Wait until you hear the hydraulic pressure building up
Wheel Chocks...........................BTH REMOVED. LSP and RSP confirm the removal of the chocks

PART B
Chapter 2
NORMAL PROCEDURES
Nose Gear CJ2 only...................BTH confirm LOCK set for T/O. LSP and RSP verify that the FLY placard
is visible
Cabin Door................................LSP LOCKED
PAX Briefing..............................LSP COMPLETED

LSP performs emergency and safety briefing. He points out the
amenities of the cabin, the seat functions and the
catering/beverage center. At this point LSP can ask about
passenger transportation at arrival.
Seats & Pedals...........................BTH ADJUSTED

LSP and RSP verify the proper seating and locking mechanism
Battery Switch...........................LSP selects EMER

LSP selects BATT mode if connected to a GPU
Start-up Clearance.....................RSP RECEIVED

After receiving ATIS and computing Speeds and takeoff
distances, the RSP requests ATC clearance
NOTE: After completion of LSP and RSP preflight procedure, LSP completes required entries into flight-
tech log (including possible defects found out during preflight procedure and detects to
emergency equipment in PAX cabin) and if aircraft meets all dispatch requirements (normal
operation or MEL dispatch) signs acceptance of the aircraft for flight and leaves copy of flight-
tech log and security checklist with ground / handling staff (at each departure airport).
2.2.6. Engine Start Procedure
Battery Switch..........................LSP selects ON
Beacon....................................LSP selects ON
NAV Lights...............................LSP selects ON
Pax Advisory Lights..................LSP selects ON
DC Voltage..............................LSP CHECKED
LSP confirms that DC voltage is at or above 24VDC
BTH confirm that the area is clear. LSP signals to the marshaller the Start of engine nr. 2. BTH crew
member monitor the engine start. LSP states:
Starter engaged........................White annunciator light is ON
N2...........................................Rotation of the turbine shaft
8%..........................................Earliest N2 percentage to introduce Fuel and power the ignitors LSP

advances thrust lever into the idle Position
Ignition....................................Confirms IGN indication on MFD
Fuel Flow.................................Confirms Fuel flow indication on MFD

PART B
Chapter 2
NORMAL PROCEDURES
ITT raise..................................Monitors the raise of ITT within limits
Starter switch............................Light is off
Annunciators F-O-G-H................Fuel, Oil Generator and Hydraulic light Off
Start engine number 1. When engines stabilized, BTH perform their after engine start flow.
CDU entries
LSP:
IDENT page
verify that the navigation database ACTIVE date range is current
POS INIT page

using the most accurate information available enter present position
confirm that the box promts are replaced by the entered present position
verify that the time is correct
FPLN page
enter the DESTination airport and ALTernate airport
enter first point that corresponds with how you plan to fly to destination
enter the airway on the VIA line and the point you want to exit on the TO line
after making entries execute to save changes
DEP/ARR page
enter runway and departure route (SID) and if applicable transition route (TRANS)
PERF INIT page

enter the cruise altitude / flight level
enter the payload
fuel quantity (if already displayed) should be verified against the MFD gauge and changed if needed
TAKE OFF page (push PERF page and select TAKE OFF line key)
enter actual wind direction and velocity
enter actual temperature
enter actual QNH
select DRY or WET runway and go to the next list
sent counted speeds to the speed tape on PFD
TUNE page
enter SSR code
enter call sign according OFP
PROGRESS page
verify distance from origin to destination and compare it with OFP
Call: CDU ENTRIES COMPLETED

PART B
Chapter 2
NORMAL PROCEDURES
RSP:
FPLN page
verify DESTination and ALTernate airport
verify correct departure track and route to destination
PERF page
verify cruise altitude / flight level
verify payload
verify fuel quantity
TAKE OFF page

verify entries and data is correct and write the speeds and runway lengths (available, required) to the
OFP
TUNE page
verify SSR code and call sign
PROGRESS page
verify distance from origin to destination and compare it with OFP
Call: CDU ENTRIES VERIFIED
NOTE: When RSP starts up the engine for cooling / heating on LSP decision, he/she can put down
entries usually done by LSP and LSP has to verify entries done by RSP.
2.2.6.1. TAXI, TAKEOFF AND DEPARTURE BRIEFING
All briefings should be clear and concise. Lengthy briefings are contra-productive. The departure
FMC/CDU and radio setup are reviewed when convenient after receiving the departure clearance. ATC
clearance is a description of the departure flight path with emphasize on anticipated track and altitude
restrictions. It assumes normal operating procedures will be used. Additional briefing may be required
when any element of the takeoff and departure are different from those routinely used. These may
include adverse weather, adverse runway conditions, unique noise abatement requirements, dispatch
using MEL or any other situation where it is necessary to review or define crew responsibilities.
2.2.6.2. TAXI, TAKEOFF AND DEPARTURE BRIEFING (recommended text)
LSP has the right to amend takeoff and departure briefing as he deems necessary.
It is recommended to accomplish taxi, T/O and DEP briefing before taxi.
LSP decides about PF/PM i.e. This will be left / right hand seat TO
PF taxi, T/O and departure briefing

- expected RWY and RWY conditions
- flap setting, TOW with respect to MLW
- lateral navigation (HDG or LNAV)
- non standard requirements or procedures (anti-ice, windshear, delayed flap setting)
- Autopilot / MCP setting (standard takeoff profile, noise abatement procedure, non-standard)
- expected taxi route and use of transponder
- expected SID (state identification) and briefing of JEPPESEN SID chart including speed and altitude
restrictions (check FMC, MCP,NAV setting), radio (VHF) setting
- MSA and terrain considerations during climb

PART B
Chapter 2
NORMAL PROCEDURES
- TRANS ALT
2.2.6.2.1. Standard takeoff profile
- 400 ft RA HDG or LNAV (climb at V2 + 10 to 20 kts)

- 800 ft AAE climb thrust flaps up speed
- FLAPS UP
- V/S or FLC after FLAPS UP
- Autopilot engaged
2.2.6.2.2. Standard noise abatement procedure
- 400 ft RA HDG or LNAV (climb at V2 + 10 to 20 kts)

- 1500 ft AAE climb thrust flaps up speed
- 3000 ft AAE flaps up speed
- FLAPS UP
- V/S or FLC after FLAPS UP
- Autopilot engaged
Although ICAO Doc. 8168 / OPS 611 Volume 1, part NOISE ABATEMENT PROCEDURES defines two
types of noise abatement procedures NADP 1 and NADP 2, standart OperaJet noise abatement
procedures is in conformity with former NADP A procedure, which is not define by this document
anymore, but is required by most of the aerodrome operators in EU.
NOTE: Consider following standart takeoff profile in adverse weather conditions (thunderstorms in the
vicinity of aerodrome, windshear reportwd or forecasted, icing conditions, moderate turbulence..)
in order to speed up the aircraft at 800 ft AAE and to operate with higher stall margin.
PF will advice PM STANDARD for standard takoff profile, or STANDARD NOISE ABATEMENT
PROCEDURE for standard noise abatement procedure, or NON STANDARD if the departure
requires different setting and in this case will brief setting in detail.
LSP Standard reject briefing

For any malfunction before V1, I will call STOP or GO. If the call is STOP, I will close thrust levers, apply
maximum brake and attempt to bring A/C to a stop on RWY centreline. You will apply ground flaps,
monitor deceleration and below 60 kts call ATC ..... (callsign) REJECTING TAKEOFF (if fire is
indicated call ATC: REQUEST EMERGENCY SERVICES)
When A/C has come to STOP, I will set parking brake and call for appropriate non-normal memory items
or C/L.
NOTE: - Malfunctions requiring reject action before 80 knots or between 80 knots and V1 are listened
on page ...... reject takeoff
- If RSP is PF, call STOP means that LSP automatically becomes PF and RSP becomes PM
- If some crew operate together more sectors, LSP gives full briefing on first sector only, on
other sector only declares standard reject briefing
PF Emergency departure briefing

If malfunction happens after V1, we will continue the takeoff. No action other than raising the gear and
silencing aural warning will be taken until the aircraft is safely established in the climb and above 400 ft
RA. Proper non-normal memory items will then be called for once the flight path is stabilized. The
proper non-normal checklist will be called for after clean configuration is established.

PART B
Chapter 2
NORMAL PROCEDURES
IN case of continued takeoff after engine failure, the procedure is:

- at 400 ft RA HDG, follow the engine failure procedure (EFP) or maintain runway heading if no
procedure is specified, advice ATC
- climb to 800 ft AAE (company standard engine failure acceleration altitude) at appropriate speed or to
altitude as laid down in airport analysis for the respective RWY if higher than 800 ft AAE
- accelerate to flaps up maneuvering speed, raising the flaps
- climb to a safe altitude which may be MSA or altitude advised by ATC at flaps maneuvering speed
- at EFP altitude or safe altitude proceed towards a convenient holding fix or as adviced by ATC
- after completing the checklist, decide on the next course of action
- the most likely runway for landing will be ...... in case of emergency (NAV aids setting)
- the weather is above (below) landing minima (takeoff alternate.....)
NOTE 1: - PF briefs about EFP in detail
NOTE 2: - A detailed description of the Company Engine failure after V1 procedure is in Abnormal and
Emergeny procedures chapter 3, paragraph ....
NOTE 3: - If immediate turn (turn which starts below engine failure acceleration altitude) is required by
EFP, do not accelerate until the turn is complete and engine failure acceleration altitude is
attained
- no action expect for selection or application of required flaps, thrust, speed and silencing
aural warning applies equally below 400 ft RA on landing
2.2.7. After Engine Start Procedure
External Power..........................REMOVED
LSP commands removal of GPU and
Chocks to Ground Crew
Generators...............................GEN
LSP confirms proper load on the Ammeter, paralleling and load sharing
Clock.......................................ZERO
BTH reset their clocks and select FT mode
Avionics...................................ON
LSP selects ON
FMS.........................................ON
LSP / RSP selects ON
At power up, the FMS is going through various tests. Allow enough time for tests completion and do not
start any buttons before the test is over. After power up, check date, Database validity and RAIM
availability. Enter the Flight Plan in the Active or Database as required by operational configuration.
Enter Passenger weight, baggage and fuel on board.
DC Amps & Volts......................CHECKED

PART B
Chapter 2
NORMAL PROCEDURES
LSP performs the Amps and Volts check LH GEN OFF check L AMP drop, R
AMP increase, 29 volts RH GEN - OFF check voltage drop in Battery, 24 volts
minimum LH GEN GEN check on line, AMPS increase, 29 volts RH GEN
GEN check GEN parallel and 29 volts Battery Switch OFF check L&R AMP
drop, 0 volts Battery Switch ON check 29 volts
Standby Gyr..............................ON & UNCAGED

LSP uncases standby Gyro and confirm erect and level
Pressurization...........................SET
RSP set destination altitude +200 feet
Air Conditioner..........................AUTO
RSP verifies automatic position
Electric Elevator Trim................CHECKED

RSP trims to pitch up and LSP counter trims and checks overriding
RSP trims to pitch down and LSP counter trims and checks overriding
Autopilot..................................CHECKED
BTH engages Autopilot and Yaw Damper and LSP and RSP disengages
with trim
Flaps & Trims...........................CHECKED & SET T/O

RSP selects flaps to the ground (60) flap setting and confirms that the
speed brakes deploy. Advance throttle above 85%N1, verify that speed
brakes retract and FLAP>35 annunciator illuminates. Retard throttle to
idle, verify light extinguish and speed brake redeploy. Set Flaps to
Takeoff and approach, verify speed brakes retract.
Seat Belts & Harnesses...............FASTENED
Coffee Heater..ON
LSP selects ON position for the coffee heater. This is a good time to take a look
at the cabin before taxi.
Rudder Bias.CHECKED
LSP advances left throttle to 70%N1, verify that left rudder pedal moves
forward, return left throttle to idle. Perform check on the right side.
Speedbrakes..CHECKED
RSP deploys Speed brakes and BTH confirm deployment. Speed brakes are
retracted by RSP or by applying power.
Parking Brake..RELEASED
LSP releases parking brake after that RSP receives taxi clearance.
2.2.8. Before Taxi Procedure

PART B
Chapter 2
NORMAL PROCEDURES
Taxiing shall be done by LSP. Reason is emergency braking is on LH side of the cockpit.
Taxi LightsON
RSP confirms taxi clearance. LSP turns taxi lights on prior to taxi. BTH confirm
Clear on the L/R side
Taxi checklist is to be performed when on taxi way or clear of the ramp.
Flight Instruments.CHECKED
PF flying states Airspeed zero, Wings level, Altitude indicating xxx feet on QNH
xxxx, VSI indicates zero, heading XXX, no flags. PNF responds Flight
Instruments Crosschecked
Brakes & Steering.CHECKED
BTH check their brakes smoothly and directional control
Flight Controls..CHECKED
LSP actuates yoke to control pitch and aileron movement
Thrust AttenuatorsCHECKED
LSP places thrust attenuator switch in STOW, a white ATTN STOW SELECT
advisory will illuminate. Advance either throttle beyond 85% N2 with the thrust
attenuator in STOW, the MASTER CAUTION will illuminate. Bring the throttles to
idle and select the thrust attenuator switch to TEST, the MASTER CAUTION will
illuminate. Place the thrust attenuator switch in AUTO with the throttles at idle.
The thrust attenuators will stow and then redeploy when the throttle is returned
to idle.
Anti-Ice, De-Ice Systems..CHECKED & ON if required
LSP sets N2 speed above 75% and turns on Engine, wing anti-ice and Tail de-
ice. Check for annunciators to illuminate and extinguish. Check Windshield
Bleed Air.
AP/FD/NAV.PF SIDE/GA HDG/PF NAV SOURCE
PF states go-around mode selected, heading mode selected, NAV (FMS or VHF)
source on PFD and Autopilot on his/her side.
Avionics & FMS...Checked & Set
BTH confirm that the Flight Plan is in the FMS, fuel is computes, that the proper
VOR/Radial/ADF/DME is selected
Transponder..BOTH SET & ALT
RSP confirms transponder code including flight number and selects ALT mode,
transponder should be squawking GND

PART B
Chapter 2
NORMAL PROCEDURES
T/O Data...SET
BTH confirm out loud V1, VR, V2, VT, N1
T/O & EMERG. Briefing..COMPLETED
LSP reviews emergency Briefing and instrument departure. Conclude with Any
Question?
Air Source SelectorBTH
RSP confirms that air source selector is on both
Departure Route BriefingCOMPLETED
Cockpit Air Distribution.NORM
RSP confirms NORM position
2.2.8.1. 180 turn on the runway
A Standard runway is 45 meters wide. Turn radius for the C-525/C-525A/C-525B is not a consideration.
OPERA Jet recommends that the LSP taxies on the Left-hand side of the runway and turn right. Maximum
Ground Speed is 10 knots. To avoid skidding the nosewheel on a wet runway, perform the turn at very
slow speed using asymmetric thrust and differential braking as necessary.
NOTE 1:
Prior to taxi, both pilots PF(LSP) + PM(RSP) must prepare the following Jeppesen charts:
- airport plan view for taxiing - SID charts
- approach chart of intended emergency - landing runway
- respective area en route chart
NOTE 2:
Thrust should normaly be used symmetrically. Caution is necessary while turning the aircraft in congested
areas on the ramp.
If necessary, monitor ground personnel wing tip clearence signals (wing tip and horizontal stabilizer
turning radius are greater than the nose turning radius).
Avoid passing engines over unpaved surface beyond taxiway edge.
Avoid high thrust setting at low ground speeds due to the risk of foreign objects ingestion. Good taxi
technique requires an awareness of the proximity of obstacles, the effect of engines thrust causing
damage of equipment or personnel injury, and consideration of passenger comfort.
NOTE 3:
On dry taxiways recommended maximum taxi speeds are 20 knots on straight taxiways, 30 knots on long
straight taxiways, 10 knots on turns and at parking area and 5 knots on narrow turns. On wet and
slippery taxiways taxi speed should be reduced to a value ensuring safe operation.
If the speed is too high, reduce speed with a steady brake application and then release the brakes to
allow to cool.
NOTE 4:
To reduce the possibility of flap damage during taxi on runway covered by snow or slush:

PART B
Chapter 2
NORMAL PROCEDURES
a) Before takeoff taxi with flaps up until line up clearence is received. Then extend flaps to takeoff
position
b) After landing do not retract flaps beyond 15 until flaps area has been checked free of debris

PART B
Chapter 2
NORMAL PROCEDURES
2.2.9. Before Takeoff Procedure
Ignitions..ON
LSP selects ignitions ON (only CJ)
Anti-Collision LightsON
LSP selects ON when entering therunway
WX Radar...WX
RSP selects WX or TAWS ON
Transponder ALT
RSP confirms that Transponder is on ALT
TCASABOVE
RSP selects ACAS on above
Thrust Attenuator SwitchAUTO (CJ, CJ1, CJ2)

RSP confirms auto position
T/O Clearance.RECEIVED
BTH confirm it and LSP turns on
Landing Lights
Pitot/Static Heat..ON
LSP turns Pitot Static heat switch ON,
care must be taken to not exceed the 2
minutes limitation
Landing LightsON
LSP confirms ON
Annunciator Panel CHECKED

BTH confirm that the annunciator panel
is clear or considered if open item (anti-ice)
Note 1: The Approach sector shall be checked prior to entering the runway. Red Stop bars shall not be
crossed, except undoubtable confirmation to disregard stop bars is given by ATC.
Note 2: PF sets WX on his/her side and PM sets TERR on his/her sid
15 JULY 12 REV: 7 PAGE: B/ 2-33

PART B
Chapter 2
NORMAL PROCEDURES
2.3. FLIGHT PROCEDURES
2.3.1. Takeoff procedure
2.3.1.1. Takeoff procedure PF (LSP) / PM (RSP) Duties
Condition PF (LSP) PM (RSP)

When lining up Check area from the left side Check area from the right side
Call: LEFT SIDE CLEAR Call: RIGHT SIDE CLEAR
When aligned with It is not allowed to set parking brake on runway before takeoff
centerline If RSP is PF:
Call: YOU HAVE CONTROL
Call: I HAVE CONTROL
YOU HAVE RADIO
2.3.1.2. Takeoff procedure PF / PM duties
Conditions PF PM
Takeoff clearence Select HDG and preselect
LNAV (if applicable) Check the mode on PFD
Release Brakes
Advance thrust levers, ascertains
that all engines accelerate
normally Check symmetrical thrust
NOTE: If available, rolling takeoff
is recommended
Symmetrical thrust Call: STABILIZED
set and stabilized Call: SET TAKEOFF THRUST
NOTE: If RSP is the PF move hand NOTE: If LSP is the PM, move hand
from thrust levers to the thrust levers
Ensure thrust levers advance to
required takeoff N1 (set takeoff
thrust)
Engine parameters Call: TAKE OFF THRUST SET
OK NOTE: After takeoff thrust setting the LSP hand must be on the thrust
levers until V1
Maintain light forward pressure on
the control column
Passing 80 knots Monitor airspeed and call out any
abnormal indication
Call: EIGHTY KNOTS
Check 80 knots (or actual speed if
higher)
Call: CHECKED
NOTE: Approaching V1 the control column is moved to neutral position or
slightly beyond neutral position
V1 Call: V1
LSP moves right hand from thrust
levers
VR Call: ROTATE
Rotate smoothly to 15 pitch Monitor airspeed and vertical speed
attitude

PART B
Chapter 2
NORMAL PROCEDURES
Conditions PF PM
Positive rate of climb Check positive rate of climb
according to vertical speed indicator
(min 500 ft/min) and altimeter
Call: POSITIVE RATE
Verify positive rate of climb on
altimeter and call: GEAR UP
Move L/G lever up
Change ATC frequency if required
Continue rotation to maximum .... Check the lights on L/G position
pitch or as limited by vertical F/D indicator extinguished
bar (if it show lower pitch attitude) Call: GEAR UP
Accelerate to V2 +10 up to 20 kt
Move hand onto thrust levers after
stabilized at climb speed (no
turbulence)
Passing 800ft /1500ft Call: SET CLIMB THRUST or
AAE SET MCT Set thrust levers to required position
Call: CLIMB THRUST or MCT
Accelerate to flaps up speed Check performance table
Monitor flight and engines instruments and departure track
When passing speed Call: FLAPS UP
for flaps retraction / Verify flaps up speed
3000ft AAE Move flaps control lever to position
UP
Check flaps up position
After flaps retraction Call: FLAPS UP
Call: FLC or V/S or VNAV
Announce: FLC or V/S (VNAV)
Trim the aircraft and synchronize
F/D bars
Engage autopilot after roll and
pitch mode are engaged
Call: AUTOPILOT ENGAGED

Announce: CHECKED
LSP
CJ IGNITION- NORMAL position
Call: AFTER DEPARTURE
CHECKLIST TO LINE
Read AFTER DEPARTURE checklist
Call: COMPLETE TO LINE
Passing transition Call: TRANSITION ALTITUDE
altitude Call: STANDARD
CJ, CJ1 Set 1013,25hPa (29.92 Monitor flight parameters
inch)
CJ2, CJ3 Press STD button on
PFD
LSP:
Set 1013,25hPa (29,92 inch) on CJ, CJ1 Set 1013,25hPa (29.92
standby altimeter inch)
CJ2, CJ3 Press STD button on PFD
Crosscheck altimeter setting
15 JULY 12 REV: 7 PAGE: B/ 2-35

PART B
Chapter 2
NORMAL PROCEDURES
Conditions PF PM
Call: FLIGHT LEVEL ...... NOW
Call: CHECKED
Call: BELOW LINE
Read below line
When checklist is complete, Call:
AFTER DEPARTURE CHECKLIST
COMPLETE
NOTES:
1) At airports where transition altitude is the same as acceleration altitude, reset altimeters to
STANDARTD first and then accelerate the airplane.
2) At airports where altimeters reset to STANDARD is made before FLAPS UP call, PF calls for
AFTER DEPARTURE CHECKLIST (checklist is read in full).
3) V1 callout: Even though the callout of V1 is, to a degree, a crosscheck, it must be done timely
manner. The pilot monitoring gives more attention to monitoring airspeed and reads it much
more exactly. His confirmation of reaching V1 must be timely in order that the LSP will not
initiate a rejected takeoff after passing V1. The rule regarding V1 callout is finish the V1 callout
by the time the airplane reaches V1.
4) Below FL 100 / 10 000ft, 250 kts is recommended climb speed, the use of higher speeds than
250 kts with ATC approval is discretionary (higher speed improves fuel efficiency

PART B
Chapter 2
NORMAL PROCEDURES
2.3.2. Climb procedure
2.3.2.1. PF PM Duties
Conditions PF PM
Passing FL 100 / Call: FLIGHT LEVEL ONE
ALT 10 000 HUNDRED / TEN
THOUSAND FEET
Call: CHECKED
Adjust cabin / cockpit temperature
Checked PRESSUTIZATION normal
operation, cabin climbing, delta PSI
increasing
LSP
Turn off TAXI lights
Set PAX SAFETY lights as required
Remove charts used for departure
Climb schedule for the C-525 and C-525A and C-525B are indicated in Cessnas checklist for the
appropriate airplane and shall be complied with.
NOTES:
1) During climb for proper WX monitoring adjust radar antenna tilt by about 1 degree per
5000feet. Primary responsibility for radar antenna tilt adjustment is with PF.
2) Approachhing FL 290 (RVSM AREA) PF verifies that ALT 1 and ALT 2 readings are within 200
feet.
3) Decrease rate of climb to 1000 ft/m when passing 1000ft below / above assigned level.
4) The last 1000 feet before reaching assigned altitude, no checklists no other duties shall be
performed by the PF.
15 JULY 12 REV: 7 PAGE: B/ 2-37

PART B
Chapter 2
NORMAL PROCEDURES
2.3.3 Cruise procedure
2.3.3.1. PF PM Duties
Conditions PF PM
After reaching final Set cruise thrust and call: CJ3 - verify cruise thrust is displayed
cruising level CRUISE THRUST SET od MFD
CJ2 verify cruise thrust is set
according value on TMD
CJ, CJ1 verify value according
checklist
In RVSM area compare main altimeters difference max 200 ft
Verify pressurization system
Perform scan flow procedure
according to Scan Flow table see
Normal Procedures pont 2.1.8
- check FMC legs pages for
possible discontinuity
- check FMC PROGRESS/FUEL
page for ETA and expected fuel on
arrival
- adjust radar tilt for proper WX
monitor
Listening watch on emergency Set emergency frequency 121,5 on
frequency 121,5 VHF 2
NOTES:
1) During the flight the PM checks the remaining fuel, fuel consumption (in 30 minutes intervals,
preferably over OFP WPT). He / She will report the result to the PF and records the actual
values onto the OFP.
2) During cruise the PM fills in ENG monitoring onto OFP (preferably on the first flight of the day)
if flight conditions allow.
3) It is recommended that the fuel imbalance between main tanks of 200lbs or more be
corrected.
4) PM shall record on OFP besides time and fuel calculation also the ATC frequencies, ATC
clearances FL (ALT), direct to (route amendment) and heading.
15 JULY 12 REV: 7 PAGE: B/ 2-38

PART B
Chapter 2
NORMAL PROCEDURES
2.3.4. Descent procedure
2.3.4.1. Prior to top of descent
Conditions PF PM
Prior to top of Tune the arrival airport ATIS
descent frequency with an adequate time
reserve
Copy ATIS into the OFP. Inform PF
about ATIS
Enter arrival and approach data
(descent profile, arrival track,
landing runway) into the FMC
Enter wind, temperature and QNH
into FMC PERF page, select
required length for landing and
send the speeds (Vref, Vapp) to Record onto OFP speeds (Vref,
the speed tape Vapp) and LDR, LDA and actual
landing weight
Set navigation equipment and Set course
course Set DA (MDA) / DH if required
Set DA (MDA) / DH if required
Set destination altitude (CJ3)
Set destination altitude + 200ft
(CJ,CJ1, CJ2)
Perform approach briefing for kind

of approach / runway in use
Set DEFOG FAN as required
Set COCKPIT AIR DISTRIBUTION
max
Set TCAS below
Call: DESCENT CHECKLIST
Read: DESCENT CHECKLIST
When checklist is complete, call:
DESCENT CHECKLIST
COMPLETE
NOTES:
1) In case of manual flight, the PM takes over the control and the PF sets FMC, navigation, RA
and performs the approach briefing.
2) If there is more than one landing runway in use, the approach briefing for the most expected
runway has to be performed with respect to other possible runway
15 JULY 12 REV: 7 PAGE: B/ 2-39

PART B
Chapter 2
NORMAL PROCEDURES
2.3.4.2 Approach Briefing (Recommended procedures and items)
At the beginning of approach pilots must prepare:

- Approach charts of intended landing runways
- STAR charts
- Airport plan view for taxiing
- Special charts for communication failure in case of missed approach procedure (if published)
The approach briefing must include:

- A/C status
- NOTAMs review
- WX DEST/ALTN, route to alternate
- Approxime holding time (fuel calculation for flight to the alternate airport)
- TOD point (use of VNAV, V/S, FLC)
- Runway in use
- chart identification and review of expected STAR for runway in use (including speed and altitude
restrictions)
- chart identification and type of approach for runway in use
- NAVAIDs tuning
- Final approach course / runway heading
- Altitude overhead OM
- DA/DH (MDA), RA setting
- Airport elevation
- MSA for the approach and missed approach area
- Missed approach procedure including navaids tuning
- Acceleration altitude in case of missed approach
- Altitude of intermediate approach
- Distance of glideslope capture (FAF)
- Missed approach pint (MAPt) in case of circling approach
- Use of brakes
- Use of AP
- RWY length (beyond G/S), APP RWY lightning, RWY windth
- Runway vacating and taxi procedures after landing, use of transponder
If runway in use is changed during initial, intermediate or final approach, PF flies the airplane, PM
performs necessary FMC changes, tunes navigation equipment (ILS, VOR, NDB) and sets courses for a
new assigned runway and PF verifies changes according to JEPPESEN charts. Then both pilots reset and
crosscheck DA/DH (MDA) for the new runway.
The approach briefing shall be concluded by the words: "approach briefing completed

PART B
Chapter 2
NORMAL PROCEDURES
2.3.4.3. Initial descent
The normal method of initiating the descent is to select a vertical mode and setup VNAV on the FMS:
If ATC requires an early descent use a vertical mode which will guide the aircraft down at a lower
vertical speed in order to converge on the required descent path. (The PF may use a V/S of
-1000 ft/min)
If ATC delays a descent beyond TOD, it is recommended to reduce speed and prepare for a
higher than normal rate of descent.
Conditions PF PM
Before leaving Perform scan flow procedure Monitor flight parameters
cruising flight level according to Scan Flow table see
Normal Procedures point 2.1.8
Passing FL 200 Call: FLIGHT LEVEL TWO
HUNDRED
Call: CHECKED
LSP
Set PAX SAFETY - ON
2.3.4.4. Descent Monitoring
Once the crew has established a descent rate, the Vertical navigation can be monitored by using the
vertical descent path indicated on the right side of the Attitude Indicator if a VNAV has been setup. The
glideslope of the VNAV is useful whenever cross track error is small (up to 5NM).
During the descent to crosscheck the descent angle, the crew may calculate the Flight Path Angle by
using the following formula: FPA () = FL/DIST (NM) or 30NM of Ground Track equals a loss of +/-
10000 feet at airspeeds between 360 and 440 knots.

PART B
Chapter 2
NORMAL PROCEDURES
2.3.5. Approach procedure
Approach procedure is normally started at transition level. Complete the approach procedure before:
- initial approach fix, or
- start of radar vectors to the final approach course, or
- the start of visual approach
Conditions PF PM
Passing FL 100 / ALT Call: FLIGHT LEVEL ONE
10 000 HUNDRED / TEN
THOUSAND FEET
Call: CHECKED
LSP Set ENGINE SYNCHRONIZER - OFF
Set TAXI lights - ON Verify ANTI SKID ON
Verify FUEL CROSSFED - OFF Verify THRUST ATTENUATORS
Set IGNITION ON (CJ, CJ1, CJ2) AUTO
When no restriction exist, speed
250 kts is recommended descend
speed, the use of higher speeds
than 250 kts with ATC approval is
discretionary (higher speeds
improve fuel efficiency)
Clearence to descent Call: QNH..... Monitor flight parameters
below transition level Set QNH on altimeter
has been obtained LSP
Set / Verify QNH on standby
altimeter
Set QNH on altimeter
Crosscheck altimeters settings
Call: ...... FEET NOW
Verify altimeter(s) indication
Call: CHECKED
Check / Tune appropriate navaids for approach
Check Morse code Identification -
CJ, CJ1, CJ2
Check alphabetic ident on PFD - CJ3
Update changes to arrival and approach as required
Update approach briefing as
required
Call: APPROACH CHECKLIST
Read APPROACH CHECKLIST
When checklist is complete, call:
APPROACH CHECKLIST
COMPLETE
15 JULY 12 REV: 7 PAGE: B/ 2-42

PART B
Chapter 2
NORMAL PROCEDURES
2.3.6. Landing procedure
2.3.6.1. Landing procedure ILS CAT I approach
Conditions PF PM
Initial approach Reduce speed to flaps up
maneuvering or as required by
ATC or by procedure
Intermediate Call: FLAPS 15
approach Verify speed according to flaps limit
Move flaps control lever to position
15 (Approach)
Call: FLAPS 15
Radar vectoring for Call: SET INTERCEPT COURSE Set CF as the active WPT on CDU
ILS approach TO ....... Check intercept course is the same
as final approach course
When on localizer intercept heading:
- Verify that ILS is tuned and identified
- Verify that LOC and G/S pointers are shown
Clearance for ILS Arm APP mode
Approach Call: APPROACH
Verify LOC and G/S on flight mode annunciator (FMA)
Announce: LOCALIZER, GLIDE
SLOPE ARMED
Localizer capture Announce: LOCALIZER
CAPTURE
Set heading of landing RWY
Call: RWY HDG ....... SET
NOTE: Instead of setting RWY
heading, LOC course may be set if
required for GA / missed approach
procedure. Then when aligned
with runway and landing is
assured RWY HDG is set
Verify RWY HDG is set
Call: CHECKED
Check / set ADF pointers
G/S alive (first Call: GLIDE SLOPE ALIVE
positive motion of Call: GEAR DOWN
G/S pointer) Verify speed
Move L/G lever down
Check 3 greens light illumination and
red light extinguished on L/G
position indicator
Call: GEAR DOWN, 3 GREENS
Advice: CABIN CREW LANDING
POSITION (if applicable)
Glide slope capture Announce: GLIDE SLOPE
CAPTURE
Set missed approach altitude/FL
Call: MISSED APPROACH ALT
.....FEET/FL ..... SET Verify missed approach altitude/FL
Call: CHECKED

PART B
Chapter 2
NORMAL PROCEDURES
Conditions PF PM
Call: FLAPS 35
Verify speed according to flaps limit
35 (LAND)
Advice: Vref +additive
Call: FLAPS 35
Landing configuration Call: LANDING CHECKLIST
Read landing checklist
When C/L is complete, call:
LANDING CHECKLIST
COMPLETE
Outer marker or ....... Read published altitude over OM or
NM fix published fix
Call: OUTER MARKER (or....NM
FIX) ....... FEET, QNH.......
Check altitude over OM or published fix, taking aerodrome OAT into
consideration
Call: CHECKED
1 000 ft AAE Call: ONE THOUSAND
Call: CHECKED
500 ft AAE Call: FIVE HUNDRED
Call: CHECKED
LSP
LANDING LIGHTs ON
100 ft above pressure Scaning head down / head up
minimum or DH Call: APPROACHING
stated as RA MINIMUMS
Scaning head down / head up Report standard visuals clues
Decision Call: MINIMUMS
altitude / height Scaning head up Scaning head down / head up
Visual reference at Call: LANDING Monitor flight path and speed
DA/DH and flight Disengage AP not later than ....ft
path O.K. ARTE, call: AUTOPILOT
DISENGAGED Announce: FLIGHT DIRECTOR
No visual reference at Initiate go-around and missed
DA/DH or flight path approach procedure
not O.K.
NOTES:
1) In manual ILS raw data approach PM should call first movement of proper deviation indicator
LOCALIZER ALIVE, GLIDE SLOPE ALIVE. PF verifies and calls CHECKED and commands PM
to set correct RWY HDG and missed approach altitude
2) In manual ILS approach PF commands flaps setting and PM sets proper flaps

PART B
Chapter 2
NORMAL PROCEDURES
FLIGHT PARAMETERS DEVIATION CALLS

PARAMETER IF DEVIATION EXCEEDS CALL REQUIRED
+ 10 knots
IAS SPEED
- 5 knots
RATE OF DESCENT 1 000 ft/min SINK RATE
BANK OF ANGLE 7 BANK
LOCALIZER DOT EADI LOCALIZER
GLIDE SLOPE 1 DOT EADI GLIDE SLOPE
2.3.6.2. Delayed Flaps ILS CAT I Approach
The procedure describe in OM B, chapter 2, point 2.3.6. Landing Procedure for the ILS approach is
efficient for the ILS profile where the glideslope is intercepted at approximately 5nm. However, where
the glideslope is intercepted at greater distances, more efficiency can be achieved by delaying the
extension of landing gear and flaps to 15, and it is considered that this may be done without
compromising safety. Therefore if the approach is not being conducted in adverse conditions that would
make it difficult to achieve a stabilized approach, such as with significant tailwind, the gear and flap
selection may be delayed to conserve fuel or to accommodate speed request by ATC. The delayed flap
technique may be used as follows, provided the localizer interception is planned to occur at more than
5nm final:
- provided the localizer is intercepted at more than 7nm and the wind component along the final track is
less than 10 kts tailwind, the G/S may be intercepted with flaps up at the LSP discretion.
- not later than 6nm final (2000 ft AAE), select flaps 15, lower the landing gear. However, in VMC, with
no adverse weather conditions and with the landing RWY in sight, gear extension and flaps 15 selection
may be delayed to not less than 5nm final (1650 ft AAE).
- inside 5nm final with gear down and flaps 15 continue decelerating to an appropriate approach speed
while extending flaps to the final position (flaps 35) for landing. The landing flap position will normally
be selected when passing the OM inbound, but not later than 4nm final (1300 ft AAE).
Attention is drawn to OM B chapter 2, point 2.1.10 Stabilized Approach

PART B
Chapter 2
NORMAL PROCEDURES
2.3.6.3. Landing procedure VOR/DME approach
NOTE:
- It is recommended to carry out non-precision approaches with AP ON

- It is recommended to carry out non-precision at limit WX condition and at night as MONITORED
approach (RSP PF, LSP PM, but LSP makes landing)
Conditions PF PM
ATC or by procedure
Call: FLAPS 15
15 (Approach)
Call: FLAPS 15
Call: SET INTERCEPT COURSE Set FAF as the active WPT on CDU
TO ....... Check intercept course is the same
as VOR course as required
Clearance for VOR Select VOR/LOC raw data on EHSI

Approach Arm NAV mode
Call: VOR
Verify VOR/LOC on flight mode annunciator (FMA)
Announce: VOR ARMED
Adjust intercept heading for Call: COURSE ALIVE
smooth VOR capture First movement of CDI
VOR/LOC capture Announce: VOR CAPTURE
heading, VOR course may be set if
Call: CHECKED
Intermediate Call: GEAR DOWN
approach but not Verify speed
later than 3nm before Move L/G lever down
FAF Check 3 greens light illumination and
position indicator

PART B
Chapter 2
NORMAL PROCEDURES
Conditions PF PM
Approaching FAF Call: FLAPS 35
35 (LAND)
Advice: Vref +additive
Call: FLAPS 35
Set MDA or first step down fix
altitude (to arm V/S)
Call: MINIMUM DESCENT

ALTITUDE ...... FEET SET
or
Call: ...... FEET TO (Name of
step down fix) SET
NOTE: Set altitude rounded up to

the nearest hundreds Verify MDA or step down fix altitude
on approach chart
Call: CHECKED
LANDING CHECKLIST
COMPLETE
2.3.6.3.1. Final Approach without Step Down Fix
Conditions PF PM
Passing FAF Check position
Call: FINAL APPROACH FIX
Call: DESCENDING MDA
........ FEET
Select V/S mode and verify V/S
mode on FMA
Set appropriate rate of descent
Call: VERTICAL SPEED .......
Verify V/S mode
Check rate of descent
Announce: VERTICAL SPEED
Start timing if required
Altitude checks Call: AT ........ MILES
during descent ALTITUDE SHOULD BE
............. FEET
Call: DISTANCE ...............
ALTITUDE CORRECT
If deviation exist:
Call: DISTANCE ....... ALTITUDE
MINUS / PLUS ....... FEET
Adjust rate of descent to maintain
approach slope

PART B
Chapter 2
NORMAL PROCEDURES
Conditions PF PM
Call: CHECKED
Call: CHECKED
LSP
LANDING LIGHTs ON
Approximately Set missed approach altitude / FL
300 ft above MDA Call: MISSED APPROACH FL
..... / ALT ....... FEET SET Verify missed approach FL / altitude
Call: CHECKED
Reaching MDA Call: MINIMUMS
Scaning head up Scaning head down / head up
2.3.6.3.2. Final Approach with Step Down Fix
Conditions PF PM
Call: DESCENDING ..... FEET
TO........ (Name of step
down fix)
mode on FMA
Call: VERTICAL SPEED ....... Verify V/S mode
Start timing if required
Reaching step down Verify ALT annunciation on FMA
fix altitude Announce: ALT
Set MDA (to arm V/S)
Verify MDA on approach chart
Call: CHECKED
When the current step donw fix altitude is assured, the next step down fix
altitude or MDA may be set prior to ALT is engage to achieve continuous
descent path

PART B
Chapter 2
NORMAL PROCEDURES
Conditions PF PM
Passing step down fix Check position
Call: ... Name of step down fix
........ FEET
mode on FMA
Call: VERTICAL SPEED ....... Verify V/S mode
Call: CHECKED
2.3.6.3.3. At Minimum Descent Altitude
Conditions PF PM
MDA and flight path Disengage AP not later than 50 ft
O.K. below MDA, but not below 300 ft
ARTE call: AUTOPILOT
not O.K.
NOTE:
- same philosophy as for VOR/DME approach is valid for NDB/DME (NDB) and LOC/DME approach
- for visual approach and circling approach procedure see flight patterns
- for VOR, LOC approaches select NAV mode prior to commencing VOR approach (to intercepting
localizer)
- for NDB and circling approaches the MAP mode may only be used as additional information to raw
data
- circling is visual maneuver where RWY, RWY lights or special visual circling aids should be kept in
sight while at MDA for circling
- using LNAV to intercept final approach course when anticipating an ILS approach is NOT
allowed (intercept LOC in HDG)
- on final approach and after pasing FAF/FAP, resetting of approach minima is not recommended.
Below 500 ft AAE do not change landing flap setting

PART B
Chapter 2
NORMAL PROCEDURES

PART B
Chapter 2
NORMAL PROCEDURES

PART B
Chapter 2
NORMAL PROCEDURES
2.3.6.4. Visual references
The approach may not be continued below DA/DH, MDA unless the following visual references for the
intended runway are distinctly visible and identifiable to the pilot:
Non
Precision CAT I Approach
Approach
Special ident lights

Elements of APL
Threshold
Threshold markings
at least one
Threshold lights of these visual
Threshold identification lights references distinctly
VASI, PAPI visible and
identifiable
TD-Zone or TD-Zone markings
TDL
RWL
Centerline of APL
CLL
Lateral element (APL crossbar, THR,
barette of TDL)
2.3.6.5. Circling Approach

PART B
Chapter 2
NORMAL PROCEDURES
2.3.6.6. Visual Approach

PART B
Chapter 2
NORMAL PROCEDURES
Note: Traffic pattern altitude may vary by local terrain. At all times a safe obstacle clearance
shall be granted.
2.3.7. Go-around and Missed Approach Procedure

PART B
Chapter 2
NORMAL PROCEDURES
Conditions PF PM
No sufficient visual Call: GO-AROUND, THRUST,
reference established FLAPS 15
at DA/DH, MDA or
flight path is not O.K. Depress G/A button
Advance the thrust lever to G/A
thrust
Rotates aircraft to 10 pitch up
attitude
Climb speed according to Vapp G/A button depressed
Sets thrust lever to G/A thrust limits
Selects flaps to ordered position
Call: POSITIVE RATE
altimeter
Call: GEAR UP Move L/G lever up
Check the lights on L/G position
indicator extinguished
Call: GEAR UP
When positive rate of climb and gear up, the PF orders: SET G/A
THRUST for precision setting of G/A thrust. Then PM adjust G/A thrust
and announce: THRUST SET
Passing 400 ft RA Call: LNAV or HDG
Select LNAV or HDG
Verify flight mode annunciations
Announce: LNAV or HDG
Check/set missed approach FL/ALT
Call ATC if required
If required, call:
TUNE NAV RADIOS FOR
MISSED APPROACH If required, tune navigation aids and
advise
Passing acceleration Call: V/S or FLC
altitude Select V/S or FLC
Verify flight mode annunciations
Monitor flight and engines instruments and G/A track
for flaps retraction Move flaps control lever position up
Call: FLAPS UP
After flaps retraction Trim the aircraft and synchronize
F/D bars
Engage Autopilot
Announce: CHECKED
Conditions PF PM

PART B
Chapter 2
NORMAL PROCEDURES
After flaps retraction. Call: AFTER DEPARTURE

CHECKLIST TO LINE
(or AFTER DEPARTURE
CHECKLIST if altimeters setting
was changed to STANDARD)
Read AFTER DEPARTURE checklist
COMPLETE TO LINE
( or AFTER DEPARTURE
CHECKLIST COMPLETE)
1000 ft below missed Call: ONE THOUSAND TO
approach altitude LEVEL OFF
Missed approach When reaching missed approach altitude, verify ALT mode on FMA
altitude Announce: ALT

PART B
Chapter 2
NORMAL PROCEDURES

PART B
Chapter 2
NORMAL PROCEDURES
2.4. TERMINAL PROCEDURES
2.4.1. Landing roll procedures
Conditions PF PM
Landing roll Ensure thrust levers at idle
Without delay, fly the nose wheel
smoothly onto the runway
Call: GROUND FLAPS Move flaps control lever position
GROUND FLAPS
Check ground flaps position
Call: GROUND FLAPS
Smoothly apply brake pedal force
At taxi speed LSP calls I HAVE CONTROL / YOU HAVE RADIO and becomes PF
(if RSP was PF in flight) and RSP replies YOU HAVE CONTROL / I
HAVE RADIO and becomes PM.
NOTE: Touchdown should be performed in the touchdown zone (the first 3000 ft or the first third of
the runway, whichever is less).
2.4.2. After landing procedure
Start the after landing procedure when clear of active runway
Conditions PF (LSP) PM (RSP)

When leaving the LSP
active runway Set TAXI lights - ON
Switch PITOT/STATIC HEAT- OFF
Switch ANTI COLLISION LIGHTS -
OFF
When taxi clearance Set IGNITION NORM (CJ)
is received and taxi Switch ANTI-ICE /DE-ICE - OFF Set FLAPS lever to position 15
route is verified WX RADAR SBY
Set TRANSPONDER as required
Set TRIM T/O
Switch Coffe Heater OFF
Note Time, Fuel
Call: AFTER LANDING
CHECKLIST Read AFTER LANDING CHECKLIST
When C/L is done, call:
AFTER LANDING CHECKLIST
COMPLETE
When starting final LSP Verify:
turn to parking Set TAXI lights - OFF - ANTI-ICE/DE-ICE - OFF
position Check ground personnel
Call: MARSHALLER IN PLACE

PART B
Chapter 2
NORMAL PROCEDURES
2.4.3. Shutdown procedure
Start the shutdown procedure after taxi is complete.
Conditions LSP RSP

PARKING BRAKE Set
When taxi clearance STANDBY GYRO CAGE
is received and taxi STANDBY GYRO SWITCH OFF AIR CONDITION OFF
route is verified AVIONICS OFF DEFOG FAN OFF
FMS OFF
THROTTLES CUTOFF
BEACON OFF
NAV LIGHTS OFF
BATTERY SWITCH OFF
Call: SHUTDOWN CHECKLIST Read SHUTDOWN CHECKLIST
When C/L is done, call:
SHUTDOWN CHECKLIST
COMPLETE
Disembarkation Open cabin door and disembark
passengers and bagage
NOTE:
- If applicable selects nose gear for towing position
- Before securing the aircraft, perform post flight inspection. Make sure, chocks are installed, pitot and
engine covers are installed and control yoke restrained with seat belts.

PART B
Chapter 2
NORMAL PROCEDURES
2.5. ALL WEATHER OPERATIONS
2.5.1. Definitions and terminology
LVP Low visibility procedures

Procedures applied at an aerodrome for purpose of ensuring safe operation during category (CAT) II
and CAT III approaches and landings and low visibility take-off.
LVTO Low visibility take-off

A take.off from runway where RVR is less than 400 meters
Precision approach CAT I operations

Precision instrument approach and landing using ILS, MLS or PAR with a decision height not lower
than 200 ft and with RVR not less than 550 meters
Visual reference
See point 2.3.6.4 Visual references
2.5.2. Operating procedures
2.5.2.1. General policy
Opera Jet poicy is that ILS approach to CAT I minima will be performed normally using autopilot, flight
direstors. Operating crews are expected to take proper corrective action in the event of aircraft or
ground equipment failures consistent with RVRs appertaining at time of the failure. Minimum RVRs
and associated Decision Height is as follows:
- CAT I DH 200ft or above minimum RVR 550 m
2.5.2.2. Flight crew qualifications
LSP and RSP qualified means that they are:
Certified
- they have All weather operations (AWO) authorization entered and signed by authorized person
(training manager or approved OperaJet CRE/TRE) in OperaJet summary of checks and courses
certificate.
Current
- their last operator proficiency check (OPC) and AWO check must have validity (signed by approved
OperaJet CRE/TRE).
Recent
- recency for LVTO is maintained by recurrent training and checking.
NOTE 1: If operator is authorized to conduct take off with RVR less than 150 m, at least one LVTO to
the lowest applicable minima shall be flown during conduct of OPC.
NOTE 2: If one pilot has limited authority, his/her limits will define the limits for approach.
2.5.2.3. Checklist
Aircraft manufacturers standart checklist will be used for all normal, non-normal and supplementary
checks unless company type specific checklist are provided.

PART B
Chapter 2
NORMAL PROCEDURES
2.5.2.4. Non-normal operations
In general, equipment failures on approach should be dealt with using the appropriate Emergency,
Abnormal procedure. If any doubt exists as tot he operational status of the aircraft a go-around
should be executed and re-appraisal made at a safe altitude.
2.5.3. LVTO operations
2.5.3.1. Preflight planning
2.5.3.1.1. Weather considerations
In addtion to normal flight planning it is LSP (Commander) responsibility to check that departure
airfield RVR is satisfactory for take-off. CJ, CJ1 CJ2, CJ3 is normaly limited to 150 (125)m.
a) Departure airfield
If departure airfield weather is below CAT I minima, a suitable take-off alternate within one hour
flying on one engine must be available at which weather reports or forecasts or any combinations
thereof indicate that, during a period commencing 1 hour before and ending 1 hour after estimated
time of arrival at the airfield, weather condition will be at or above applicable CAT I minima. Practically
this means that following an engine failure on take-off 1 hour one engine inoperative flying distance is
approximetely 300 nm. Take-off alternate hast o be filed in ATC flight plan and recorded on OFP.
b) Destination airfield
The destination airfield weather forecast must be expected tob e at/or above appropriate CAT I
minima during a period commencing 1 hour after estimated time of arrival at the airfield.
c) Alternate airfield
The alternate airfield weather forecast must be expected tob e at/or above appropriate CAT I minima
during a period commencing 1 hour before and ending 1 hour after estimated time of arrival at the
airfield.
2.5.3.1.2. AIS / NOTAMs
Check that destination is certified and open for LVO operations and that all required equipment is
serviceable. Check that departure and alternate airfield are operational and required equipment
serviceable.
2.5.3.1.3. Fuel
When LVP condition are forecasted additional holding fuel shall be caried (when LVPs are in force,
aircraft will have to hold much longer than normal, both on ground and in the air).
2.5.3.2. Briefing (LVTO)
Over and above normal T/O briefing, this must include appropriate CAT II/III holding points, taxiway
lighting, taxi speed, runway exists.
Have all necessary charts available. Plan for full take-off thrust and allow for normal adverse weather
procedures and any appropriate corrections.
2.5.3.3. Taxiing during LVP (RVR below 400m)
- taxi with added caution. Taxi speed should be 10 kt or less

- make full use of taxiway charts in order to anticipate bends on taxiways. Taxiway lights have spacing
15 JULY 12 REV: 7 PAGE: B/ 2-61

PART B
Chapter 2
NORMAL PROCEDURES
reduced from 30m to between 15 to 7 meters on bend
15 JULY 12 REV: 7 PAGE: B/ 2-62

PART B
Chapter 2
NORMAL PROCEDURES
- be fully aware of aircraft taxiing in your vicinity, some aircrafts are not easy to see
- observe CAT II/III holding point marking lights
- if uncertain of ground position, do not hesitate to ask ATC your way
- inform ATC if you stop on taxiway
- do not talk in flight deck except for safety reasons
2.5.3.4. Takeoff with LVP (RVR below 400M)
2.5.3.4.1. Requirements and limitations
The flight crew:

- both pilots must be trained
- LSP is always PF
- RSP is always PM
2.5.3.4.2. Airfield and runways
Low visibility take-off may be performed:

- low visibility procedures are in force at CAT II/III certified airports or even if airport is not CAT II/III
certified but special low visibility procedure must be established
- status of visual and non visual facilities is sufficient prior to low visibility take-off
2.5.3.4.3. Takeoff minima
Table 1 RVR/visibility for Take-Off
Take-off RVR / Visibility

Facilities RVR / Visibility (Note 3)
Nil (Day Only) 500 m
Runway edge lighting and / or 250 / 300 m
centerline marking (Notes 1 and 2)
Runway edge and centerline 200 / 250
lighting (Note 1)
Runway edge and centerline 150 / 200
lighting and multiple RVR (Notes 1 and 4)
information
NOTE 1: The higher values apply to Category D aeroplanes.
NOTE 2: For night operations at last runway edge and runway end lights are required.
NOTE 3: The reported RVR / Visibility value representative of the initial part of the take-off run can
be replaced by pilot assessment.
NOTE 4: The required RVR value must be achieved for all of the relevant RVR reporting points with
the exception given in Note 3 above.
2.5.3.4.4. Takeoff minima RVR 125 m
Condition for using take.off minima 125 m RVR:
- approved by Authority
- low visibility procedure in force

PART B
Chapter 2
NORMAL PROCEDURES
- high intensity runway centerline lights spaced 15 m or less and high intensity edge lights spaced
60m or less are in operation
- flight crew members have satisfactory completed training and checking in simulator approved for
this procedure
- a 90m visual segment is available from cockpit at the start of take-off run and
- required RVR value has been achieved for all of the relevant RVR reporting points
NOTE: Company take-off minima CJ, CJ1,CJ2, CJ3 are RVR 150 (125) m but always check aerodrome
minima chart for approved state minima (they can be limiting).
2.5.3.4.5. Wind
Low visibility take-off may be performed if wind values do not exceed:
- crosswind 12 knots CJ2, CJ3 (10 knots CJ, CJ1)

- tailwind - 6 knots CJ2, CJ3 (2 knots CJ, CJ1)
2.5.3.4.6. Minimum equipment requirement
OperaJet MEL require this minimum equipment for low visibility take-off:
EQUIPMENT NUMBER
Autopilot 1
Flight Director 2
FD Bars 2
Hydraulic System 2
Yaw Damper 1
Horizons 3
ILS Receivers 2
Marker Beacons 1
Radio Altimeter 2
PFD 2
MFD 1
Flight mode annunciator 2
Source of Electrical Power 2
TO/GA Pushbutton 1
Operating Engines 2
2.5.3.4.7. Instrument setting
Both courses RWY HDG of the active RWY

NAV 1 ILS of active RWY (if available)
NAV 2 ILS of active RWY (if available)
LSP Mode MAP
FULL ROSE VOR/ILS, EXPANDED
RSP
VOR/ILS
2.5.3.4.8. Recommendations for low visibility takeoff
- ensure that aircraft is aligned with RWY centre line lights and not edge lights, bring aircraft to stop
advance throttles before releasing brakes
- do not use lights for take-off except for navigation light and beacon
15 JULY 12 REV: 7 PAGE: B/ 2-64

PART B
Chapter 2
NORMAL PROCEDURES
- use max thrust for take-off

- over and above normal PM duties, PM monitors ILS LOC deviations on EHSI. In case of loss of visual
reference PM states any deviations from ILS LOC and gives course guidance to maintain RWY track
2.5.3.4.9. Takeoff procedure PF (LSP) / PM (RSP) duties
Condition PF (LSP) PM (RSP)

When lining up Check area from the left side Check area from the right side
Call: LEFT SIDE CLEAR Call: RIGHT SIDE CLEAR
When aligned with It is not allowed to set parking brake on runway before takeoff
centerline
2.5.3.4.10. Takeoff procedure PF / PM duties
Conditions PF PM
Takeoff clearence Select HDG and preselect
LNAV (if applicable) Check the mode on PFD
Release Brakes
Advance thrust levers, ascertains
that all engines accelerate
normally Check symmetrical thrust
Symmetrical thrust Call: STABILIZED
set and stabilized Call: SET TAKEOFF THRUST
Ensure thrust levers advance to
required takeoff N1 (set takeoff
thrust)
Engine parameters Call: TAKE OFF THRUST SET
OK NOTE: After takeoff thrust setting the LSP hand must be on the thrust
levers until V1
Maintain light forward pressure on
the control column
Passing 80 knots Monitor airspeed and call out any
abnormal indication
Call: EIGHTY KNOTS
Check 80 knots (or actual speed if
higher)
Call: CHECKED
NOTE: Approaching V1 the control column is moved to neutral position or
slightly beyond neutral position
V1 Call: V1
LSP moves right hand from thrust
levers
VR Call: ROTATE
Rotate smoothly to 15 pitch Monitor airspeed and vertical speed
attitude

PART B
Chapter 2
NORMAL PROCEDURES
Conditions PF PM
Call: POSITIVE RATE
altimeter and call: GEAR UP
Move L/G lever up
Continue rotation to maximum .... Check the lights on L/G position
pitch or as limited by vertical F/D indicator extinguished
bar (if it show lower pitch attitude) Call: GEAR UP
Accelerate to V2 +10 up to 20 kt
Move hand onto thrust levers after
stabilized at climb speed (no
turbulence)
Passing 800ft /1500ft Call: SET CLIMB THRUST or
AAE SET MCT Set thrust levers to required position
Call: CLIMB THRUST or MCT
Accelerate to flaps up speed Check performance table
Monitor flight and engines instruments and departure track
for flaps retraction / Verify flaps up speed
3000ft AAE Move flaps control lever to position
UP
After flaps retraction Call: FLAPS UP
Call: FLC or V/S (VNAV)
Announce: FLC or V/S (VNAV)
Trim the aircraft and synchronize
F/D bars
Engage autopilot after roll and
pitch mode are engaged

Announce: CHECKED
LSP
CJ, CJ1 IGNITION- NORMAL
position
Call: AFTER DEPARTURE
CHECKLIST TO LINE Read AFTER DEPARTURE checklist
Call: COMPLETE TO LINE
Passing transition Call: STANDARD Call: TRANSITION ALTITUDE
altitude CJ, CJ1 Set 1013,25hPa (29.92
inch) Monitor flight parameters
CJ2, CJ3 Press STD button on
PFD
LSP:
Set 1013,25hPa (29,92 inch) on
standby altimeter CJ, CJ1 Set 1013,25hPa (29.92
inch)
CJ2, CJ3 Press STD button on PFD
Crosscheck altimeter setting
15 JULY 12 REV: 7 PAGE: B/ 2-66

PART B
Chapter 2
NORMAL PROCEDURES
Conditions PF PM
Call: FLIGHT LEVEL ...... NOW
Call: CHECKED
Call: BELOW LINE
Read below line
When checklist is complete, Call:
AFTER DEPARTURE CHECKLIST
COMPLETE
NOTES:
1) At airports where transition altitude is the same as acceleration altitude, reset altimeters to
STANDARTD first and then accelerate the airplane.
2) At airports where altimeters reset to STANDARD is made before FLAPS UP call, PF calls for
AFTER DEPARTURE CHECKLIST (checklist is read in full).
3) V1 callout: Even though the callout of V1 is, to a degree, a crosscheck, it must be done timely
manner. The pilot monitoring gives more attention to monitoring airspeed and reads it much
more exactly. His confirmation of reaching V1 must be timely in order that the LSP will not
initiate a rejected takeoff after passing V1. The rule regarding V1 callout is finish the V1 callout
by the time the airplane reaches V1.
4) Below FL 100 / 10 000ft, 250 kts is recommended climb speed, the use of higher speeds than
250 kts with ATC approval is discretionary (higher speed improves fuel efficiency).
2.5.3.4.11. Rejected takeoff
- if take-off has to be rejected, full use of centerline lights / markings should be made to keep aircraft
on runway centerline. As speed reduces, directional control becomes more difficult. RSP can assist by
calling out speed decay. Use full manual braking if in doubt.
- centerline lights alternate red and white at 900m of runway remaining. Centerline lights change to
continuous red with 300 meters remaining
- ensure runway exits and taxiways are correctly identified. If emergency permits, clear runway at
appropriate exit
- inform ATC
2.5.4. Crew requirements on type (including line flying under supervision)
Hours or Sectors Minimum

0 - 100 0 - 40 CAT I RVR + 100 m
> 100 > 40 Fully qualified
NOTE: OperaJet procedure Commander (LSP), COPI (RSP) in group B after completing LVO
training will have LVO landing minima CAT I RVR + 100 m regardless of information in the
table.
Commander (LSP), COPI (RSP) in group A after completing LVO training will be fully qualifie

PART B
Chapter 2
NORMAL PROCEDURES
2.6. STEEP APPROACH
The airplane must be flown in accordance with the procedures defined below:
1. Speed at glidepath intercept must be no greater than SVREF +10
2. The airplane must be stabilized on the glidepath, at SV REF. by 400 feet AGL and remain
stabilized to 35 feet AGL
3. The performance data are based on approach glidepath angles from
4.5 up to and including 5.5
4. If the visual glidepath reference system is not used, a landing distance adjustment must be
applied as presented in Performance - General, PROCEDURES FOR USE OF STEEP APPROACH
AND LANDING PERFORMANCE TABLES contained in applicable supplement.
5. Angle of attack system indications for "on-speed' reference are inaccurate in the steep
approach configuration and must not be relied upon for determinig or maintaining SVREF
(SVREF: The airspeed for steep approach landings used with full flaps and speed brakes extended)
2.6.1. Descent procedure

- see article 2.3.4., but instead of Vref set SVref
2.6.2. Approach procedure
- see article 2.3.5.

PART B
Chapter 2
NORMAL PROCEDURES
2.6.3. Landing procedure ILS approach

Conditions PF PM
ATC or by procedure
Intermediate Call: FLAPS 15
approach Verify speed according to flaps limit
15 (Approach)
Call: FLAPS 15
Radar vectoring for Call: SET INTERCEPT COURSE Set CF as the active WPT on CDU
ILS approach TO ....... Check intercept course is the same
as final approach course
When on localizer intercept heading:
- Verify that ILS is tuned and identified
- Verify that LOC and G/S pointers are shown
Clearance for ILS Arm APP mode
Approach Call: APPROACH
Verify LOC and G/S on flight mode annunciator (FMA)
Announce: LOCALIZER, GLIDE
SLOPE ARMED
Localizer capture Announce: LOCALIZER
CAPTURE
heading, LOC course may be set if
Call: CHECKED
Check / set ADF pointers
G/S alive (first Call: GLIDE SLOPE ALIVE
positive motion of Call: GEAR DOWN
G/S pointer) Verify speed
Move L/G lever down
Check 3 greens light illumination and
position indicator
Call:FLAPS 35
35 (LAND)
Advice: SVref +10 maximum
Call: FLAPS 35
TAWS......INHIBITED (either automatically or by the TAWS INHIBIT switch)

PART B
Chapter 2
NORMAL PROCEDURES
Conditions PF PM
Glide slope capture Advice: SVref
Verify speed
Call:Extend speedbrakes
Extend speedbrakes, verify
.....FEET/FL ..... SET
Throttles MODULATE as
necessary to maintain glideslope
and SVREF
LANDING CHECKLIST
COMPLETE
Outer marker or ....... Read published altitude over OM or
NM fix published fix
Call: OUTER MARKER (or....NM
FIX) ....... FEET, QNH.......
Check altitude over OM or published fix, taking aerodrome OAT into
consideration
Call: CHECKED
Call: CHECKED
Call: CHECKED
LSP
LANDING LIGHTs ON
Decision Call: MINIMUMS
altitude / height Scaning head up Scaning head down / head up
DA/DH and flight Disengage AP not later than 360ft
path O.K. ARTE, call: AUTOPILOT
not O.K.

PART B
Chapter 2
NORMAL PROCEDURES
2.6.4. Landing procedure LOC/DME approach
NOTE:
- It is recommended to carry out non-precision approaches with AP ON

- It is recommended to carry out non-precision at limit WX condition and at night as MONITORED
approach (RSP PF, LSP PM, but LSP makes landing)
Conditions PF PM
ATC or by procedure
Call: FLAPS 15
15 (Approach)
Call: FLAPS 15
Call: SET INTERCEPT COURSE Set FAF as the active WPT on CDU
TO ....... Check intercept course is the same
as VOR course as required
Clearance for Select VOR/LOC raw data on EHSI

LOC/DME Approach Arm NAV mode
Call: NAV
Verify VOR/LOC on flight mode annunciator (FMA)
Announce: LOC ARMED
Adjust intercept heading for Call: COURSE ALIVE
smooth LOC capture First movement of CDI
LOC capture Announce: LOC CAPTURE
heading, VOR/LOC course may be
set if required for GA / missed
approach procedure. Then when
aligned with runway and landing is
Call: CHECKED
Intermediate Call: GEAR DOWN
approach but not Verify speed
later than 3nm before Move L/G lever down
FAF Check 3 greens light illumination and
position indicator
Conditions PF PM

PART B
Chapter 2
NORMAL PROCEDURES
Approaching FAF Call: FLAPS 35

35 (LAND)
Advice: SVref + 10 maximum
Call: FLAPS 35
Set MDA or first step down fix
altitude (to arm V/S)

or
Call: ...... FEET TO (Name of
step down fix) SET
NOTE: Set altitude rounded up to

the nearest hundreds Verify MDA or step down fix altitude
on approach chart
Call: CHECKED
TAWS INHIBITED (either automatically or by the TAWS INHIBIT switch)
Final Approach Fix Advice: SVref
Verify speed
Call:Extend speedbrakes
Extend speedbrakes, verify
.....FEET/FL ..... SET
Throttles MODULATE as
necessary to maintain path and
SVREF
LANDING CHECKLIST
COMPLETE
........ FEET
mode on FMA
Call: VERTICAL SPEED .......
Verify V/S mode

PART B
Chapter 2
NORMAL PROCEDURES
Conditions PF PM
Altitude checks Call: AT ........ MILES
during descent ALTITUDE SHOULD BE
............. FEET
Call: DISTANCE ...............
ALTITUDE CORRECT
If deviation exist:
Call: DISTANCE ....... ALTITUDE
MINUS / PLUS ....... FEET
Adjust rate of descent to maintain
approach slope
Call: CHECKED
Call: CHECKED
LSP
LANDING LIGHTs ON
Call: CHECKED
MDA and flight path Disengage AP not later than 50 ft
O.K. below MDA, but not below 360 ft
ARTE call: AUTOPILOT
not O.K.
CAUTION
An unstabilized approach can cause increased landing distance or a high sink rate resulting in a
hard landing.
NOTE
- Speed brakes will automatically retract when the throttles are moved to or beyond
approximately 90% N2. Verify the speed brakes are extended throughout the approach.
- same philosophy as for LOC/DME approach is valid for VOR/DME approach
- for VOR, LOC approaches select NAV mode prior to commencing VOR/LOC approach (to intercepting
localizer)
- using LNAV to intercept final approach course when anticipating an ILS approach is NOT
allowed (intercept LOC in HDG)
2.6.5. TERRAIN AWARENESS WARNING SYSTEM (TAWS)

PART B
Chapter 2
NORMAL PROCEDURES
TAWS may give undesired 'Sink Rate" or "Pull Up" warnings during steep approaches. These
systems must Do inhibited automatically or manually prior to commencing a steep approach.
If a Honeywell EGPWS Is Installed, the warming envelope for Mode 1 ("Sink Rate" and "Pull Up"
warnings) will automatically be adjusted during approaches at the following airports. If no other
manual inhibit Is provided, steep approach operation is limited to these airports and approaches.
IDENTIFIER AIRPORT APPROACH

EGLC London City, England ILS DME Rwy 10 ILS DME Rwy 28
LSZA Lugano, Switzerland IGS Rwy 01

Lindbergh Field, San Diego,
KSAN California LOC Rwy 27
CYJT Stephenville, Newfoundland, Canada ILS Rwy 27
Other TAWS installations may incorporate a separate switch to inhibit undesired warnings.
Airplanes equipped with TAWS without an inhibit function are not approved for stoop approach
operation.

PART B
Chapter 2
NORMAL PROCEDURES
2.7. MEDICAL FLIGHTS
1) Air transportation of a person with a health condition that requires medical personnel as
determined by a health care provider; or
2) Holding out to the public as willing to provide air transportation to a person with a health condition
that requires medical personnel including, but not limited to, advertising, solicitation, association with
a hospital or medical care provider.
An aircraft C525 used in air ambulance is equipped with medical oxygen, suction, and a stretcher,
isolette, or other approved patient restraint/containment device (Supplemental Type Certificate). The
aircraft need not be used exclusively as an air ambulance aircraft, and the equipment need not be
permanently installed.
For operational procedure refer to Airplane Flight Manual Supplement (EGR-689-11)
10 MAY 12 REV: 6 PAGE: B/ 2-75

PART B
Chapter 2
NORMAL PROCEDURES
2.8. NORMAL CHECKLIST
2.8.1. Normal checklist specimenC525
BEFORE TAXI
BEFORE ENGINE START
Taxi Lights ON
Brakes + Steering CHECK
Preflight inspection COMPLETE
Flight Control FREE and
Keys, Covers REMV
CORRECT
Emergency Exit Pin REMV
Thrust Attenuator CHECK,
Wheel chocks REMV
AUTO
Cabin door CLS AND
Avionics, QNH, SSR, time SET,
LOCKED
CHECK
Passenger briefing COMPLETE
T/O data SET
Oxygen__In green CHECK
Crew Briefing COMPLETE
CBs + Clock CHECK+
SET
Simplified Takeoff
Boost Pumps NORM
PA 40C V1 VR V2 Venr
Generators GEN (if
<2000 or 108 108 110 126
EPU -OFF)
RWY less
ELT AUTO
>5000
Battery Switch__min.24 V BATT
STBY FLT display switch ON
Rudder Lock OFF
Parking Brake SET
Annunciator panel CHECK
Door Unlock Light OFF
Engine Instruments NO FLG
Fuel Quantity CHECK
Gear Handle__3 green DWN
Beacon ON
Nav Lights ON
Air Condition OFF
AFTER ENGINE START BEFORE TAKEOFF

Engine Instruments CHECK, Passengers CHECK
NORMAL Ignitions ON
DC Amps + Volts__30 A CHECK Anti Collision Lights ON
Avionics power, FMS ON RADAR WX
Exterior lights AS REQ. Transponder ALT
Pax Safety PASS TCAS ABOVE
SAFETY Pitot Heat ON
Pressurisation SET Anti Ice, De-ice AS REQUIRED
destination elevation Flaps, Trims T/O
Cockpit air distribution AS REQ. Landing Lights ON
Air source selector knob BOTH Annunciator Panel
Air Condition ON and CHECK
SET RWY HDG SET
Flaps, trims CHECK
and SET T/O
Autopilot CHECK
Stby Gyro ON,
UNCAGE
Rudder Bias, Speedbrakes CHECK
Seat Belt FASTENED
Parking Brake RELEASE

PART B
Chapter 2
NORMAL PROCEDURES
AFTER DEPARTURE / FL100

Gear UP
Flaps UP AFTER LANDING
Throttles SET Anti Ice De Ice OFF
MCT Pitot Heat OFF
Ignition NORM Ignition NORM
AP, Anti Ice, Engine Synchro AS REQUIRED
Altimeter STD SET, CROSS
CHECK RUNWAY VACATED
Pressurization Anti Collision Light________________________OFF
CHECK Flaps__________________________________UP
Lights, PAX Safety__FL 100 OFF Radar__________________________________STBY
Time, Fuel______________________________NOTE
DESCENT FL 200
Defog Fan and Cockpit air dis. AS REQUIRED SHUTDOWN
Pressurization SET DEST. ELEV. Parking Brake___________________________SET
Anti Ice, De-ice AS REQUIRED Anti Ice DE ice___________________________OFF
Pax Safety ON Defog fan_______________________________OFF
TCAS BELOW Air condition____________________________OFF
Computations PERFORM Landing Lights___________________________OFF
Crew briefing COMPLETE Cockpit Air NORM
Vref Emergency lightnig Pass Adviss._____________OFF
7000 8000 8700 9300 9700 10400 STBY FLT Display________________________OFF
Flaps Avionics power__________________________OFF
98 105 109 113 115 119 Exter. Lights____________________________OFF
15
Throttles_______________________________OFF
ref 92 98 102 106 108 112 Beacon_________________________________OFF
Cofee, Water Heater______________________OFF
APPROACH FL 100 Battery
Avionics, FMS SET
Landing Lights ON
Engine Sync OFF
Fuel transfer OFF
Antiskid ON
Ignition ON
Thrust Attenuator AUTO
Annunciator Panel
CHECK
Altimeters QNH, RA DH SET, CROSS CHECK
FINAL
Gear__ 3 green DOWN
Flaps SET, LAND
Pressurization
CHECK

PART B
Chapter 2
NORMAL PROCEDURES
2.8.2. Normal checklist specimenC525A
BEFORE ENGINE START BEFORE TAXI

Taxi Lights ON
Preflight inspection COMPLETE Brakes + Steering CHECK
Keys, Covers REMV Flight Control FREE and
Emergency Exit Pin REMV CORRECT
Wheel chocks REMV Thrust Attenuator CHECK,
Cabin door CLS AND AUTO
LOCKED Avionics, QNH, SSR, time SET,
Passenger briefing COMPLETE CHECK
Oxygen__In green CHECK T/O data SET
CBs + Clock CHECK+ Crew Briefing COMPLETE
SET
Boost Pumps NORM Simplified Takeoff
Generators GEN (if PA 40C V1 VR V2 Venr
EPU -OFF) <2000 or 108 108 110 126
ELT AUTO RWY less
Battery Switch__min.24 V BATT >5000
Rudder Lock OFF
Parking Brake SET
Fuel Quantity CHECK
Beacon ON
Nav Lights ON
Air Condition OFF

NORMAL Ignitions ON
DC Amps + Volts__30 A CHECK Anti Collision Lights ON
Avionics power, FMS ON RADAR WX
Exterior lights AS REQ. Transponder ALT
Pax Safety PASS TCAS ABOVE
SAFETY Pitot Heat ON
Pressurisation SET Anti Ice, De-ice AS REQUIRED
destination elevation Flaps, Trims T/O
Cockpit air distribution AS REQ. Landing Lights ON
Air source selector knob BOTH Annunciator Panel
Air Condition ON and CHECK
SET RWY HDG SET
Flaps, trims CHECK
and SET T/O
Autopilot CHECK
Stby Gyro ON,
UNCAGE
Seat Belt FASTENED

PART B
Chapter 2
NORMAL PROCEDURES
AFTER DEPARTURE / FL100

Gear UP
Flaps UP AFTER LANDING
Throttles SET Anti Ice De Ice OFF
MCT Pitot Heat OFF
Ignition NORM Ignition NORM
AP, Anti Ice, Engine Synchro AS REQUIRED
Altimeter STD SET, CROSS
CHECK RUNWAY VACATED
Pressurization Anti Collision Light________________________OFF
CHECK Flaps__________________________________UP
Lights, PAX Safety__FL 100 OFF Radar__________________________________STBY
Time, Fuel______________________________NOTE
DESCENT FL 200
Defog Fan and Cockpit air dis. AS REQUIRED SHUTDOWN
Pressurization SET DEST. ELEV. Parking Brake___________________________SET
Anti Ice, De-ice AS REQUIRED Anti Ice DE ice___________________________OFF
Pax Safety ON Defog fan_______________________________OFF
TCAS BELOW Air condition____________________________OFF
Computations PERFORM Landing Lights___________________________OFF
Crew briefing COMPLETE Cockpit Air NORM
Vref Emergency lightnig Pass Adviss._____________OFF
7000 8000 8700 9300 9700 10400 STBY FLT Display________________________OFF
Flaps Avionics power__________________________OFF
98 105 109 113 115 119 Exter. Lights____________________________OFF
15
Throttles_______________________________OFF
ref 92 98 102 106 108 112 Beacon_________________________________OFF
APPROACH FL 100 Battery
Avionics, FMS SET
Landing Lights ON
Engine Sync OFF
Fuel transfer OFF
Antiskid ON
Ignition ON
Thrust Attenuator AUTO
Annunciator Panel
CHECK
FINAL
Gear__ 3 green DOWN
Flaps SET, LAND
Pressurization
CHECK

PART B
Chapter 2
NORMAL PROCEDURES
2.8.3. Normal checklist specimenC525B
BEFORE ENGINE START BEFORE TAXI

Taxi Lights ON
Preflight inspection COMPLETE Brakes + Steering CHECK
Keys, Covers REMV Flight Control FREE and
Emergency Exit Pin REMV CORRECT
Wheel chocks REMV Thrust Attenuator CHECK,
Cabin door CLS AND AUTO
LOCKED Avionics, QNH, SSR, time SET,
Passenger briefing COMPLETE CHECK
Oxygen__In green CHECK T/O data SET
CBs + Clock CHECK+ Crew Briefing COMPLETE
SET
Boost Pumps NORM Simplified Takeoff
Generators GEN (if PA 40C V1 VR V2 Venr
EPU -OFF) <2000 or 108 108 110 126
ELT AUTO RWY less
Battery Switch__min.24 V BATT >5000
Rudder Lock OFF
Parking Brake SET
Fuel Quantity CHECK
Beacon ON
Nav Lights ON
Air Condition OFF

NORMAL Anti Collision Lights ON
DC Amps + Volts__30 A CHECK RADAR WX
Avionics power, FMS ON Transponder ALT
Exterior lights AS REQ. TCAS ABOVE
Pax Safety PASS Pitot Heat ON
SAFETY Anti Ice, De-ice AS REQUIRED
Pressurisation SET Flaps, Trims T/O
destination elevation Landing Lights ON
Cockpit air distribution AS REQ. Annunciator Panel
Air source selector knob BOTH CHECK
Air Condition ON and RWY HDG SET
SET
Flaps, trims CHECK
and SET T/O
Autopilot CHECK
Stby Gyro ON
FADECs CHECK
Seat Belt FASTENED

PART B
Chapter 2
NORMAL PROCEDURES
AFTER DEPARTURE / FL100 AFTER LANDING

Gear UP Anti Ice De Ice OFF
Flaps UP Pitot Heat OFF
Throttles SET Ignition NORM
MCT
Ignition NORM
AP, Anti Ice, Engine Synchro AS REQUIRED RUNWAY VACATED
Altimeter STD SET, CROSS Anti Collision Light________________________OFF
CHECK Flaps__________________________________UP
Pressurization Radar__________________________________STBY
CHECK Time, Fuel______________________________NOTE
Lights, PAX Safety__FL 100 OFF
SHUTDOWN
DESCENT FL 200 Parking Brake___________________________SET
Defog Fan and Cockpit air dis. AS REQUIRED Anti Ice DE ice___________________________OFF
Pressurization SET DEST. ELEV. Defog fan_______________________________OFF
Anti Ice, De-ice AS REQUIRED Air condition____________________________OFF
Pax Safety ON Landing Lights___________________________OFF
TCAS BELOW Cockpit Air NORM
Computations PERFORM Emergency lightnig Pass Adviss._____________OFF
Crew briefing COMPLETE STBY FLT Display________________________OFF
Vref Avionics power__________________________OFF
7000 8000 8700 9300 9700 10400 Exter. Lights____________________________OFF
Flaps Throttles_______________________________OFF
98 105 109 113 115 119 Beacon_________________________________OFF
15
ref 92 98 102 106 108 112 Battery O
APPROACH FL 100
Avionics, FMS SET
Landing Lights ON
Engine Sync OFF
Fuel transfer OFF
Antiskid ON
Ignition ON
Annunciator Panel
CHECK
FINAL
Gear__ 3 green DOWN
Flaps SET, LAND
Pressurization
CHECK

Chapter 2

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Chapter 2

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PART B

10 MAY 11 REV: 4 PAGE: B/ 2-1

2.1. General Part 2-5

10 MAY 11 REV: 4 PAGE: B/ 2-2

2.2.3. Preliminary preflight procedure 2-20

1 FEBRUARY 12 REV: 5 PAGE: B/ 2-3

2.5.3.3. Taxiing during LVP (RVR below 400m) 2-59

10 MAY 12 REV: 6 PAGE: B/ 2-4

CHAPTER 2 NORMAL PROCEDURES

Normal procedure philosophy and assumptions

Normal procedures are used by a trained flight crew and assume:

If there is an incorrect configuration or response:

10 MAY 11 REV: 4 PAGE: B/ 2-5

NOTE: In training and checking situations Commander may be training Commander

General phase of flight responsibilities are as follows:

2.1.2 Normal checklist

2.1.2.2 Normal Checklist operation

10 MAY 11 REV: 4 PAGE: B/ 2-6

Checklist Call Read Verify Respond

NOTE: During taxi LSP is PF

If airplane configuration does not agree with required configuration:

If it becomes apparent that entire procedure was not done:

2.1.2.3 Checklist Content

2.1.2.4 Checklist Construction

10 MAY 11 REV: 4 PAGE: B/ 2-7

2.1.2.5 Response by both pilots

2.1.3 Cockpit Crew Co-operation

Good and clear communication improves crew co-ordination.

2.1.3.1 ATC clearances

2.1.3.2 Altitude Calls

The PF shall call:

10 MAY 11 REV: 4 PAGE: B/ 2-8

The PM shall call:

For standart altitude calls see following table:

10 MAY 11 REV: 4 PAGE: B/ 2-9

and ATC landing clearence is not received by PM call: MINIMUMS, PF calls:

CONTINUE. If landing clearence is received by 50 ft RA PF calls CONTINUE.

If landing clearence is received by 50 ft RA PF calls LANDING. If landing clearence

is not received by 50 ft RA PF calls GO-AROUND, THRUST, FLAPS....

10 MAY 11 REV: 4 PAGE: B/ 2-10

2.1.3.3 Aircraft Control Transfer

It should be called I HAVE / YOU HAVE CONTROL

2.1.3.4 Transfer of Radio Communication Responsibility

It should be called I HAVE / YOU HAVE RADIO

2.1.3.5 Non-standard Calls

2.1.3.6 Aircraft Configuration Speed Calls

2.1.3.7 Navaids Tuning

2.1.3.8 Autopilot Setting and flight mode annunciator Calls

NOTE: ANNOUNCING CHANGES ON THE FLIGHT MODE ANNUNCIATOR WHEN THEY

PF should advise the PM prior to AP disengagement.

10 MAY 11 REV: 4 PAGE: B/ 2-11

- all altitude changes are set and called by PF and checked by PM

10 MAY 11 REV: 4 PAGE: B/ 2-12

2.1.4 FMC CDU Operations

NOTE Verification is silent e.g. thumb up sign

Example for ATC clearence DIRECT ........., or ATC routing change

Automatic flight (PF inserts WPT into CDU)

2.1.5 Cockpit to Cabin Crew Co-operation

2.1.5.1 Pre-flight Information

10 MAY 11 REV: 4 PAGE: B/ 2-13

- forecast flight conditions

10 MAY 11 REV: 4 PAGE: B/ 2-14

2.1.5.2 Cabin crew Departure Report