OMB CITATIONJET Model 525 EASA STANDARD …files.fliegerweb.com/AeroJet_OMB_VP525_Formatiert_Mi… · · 2017-12-15EASA Standard Operating Procedures, OMB 4. October 2017 1

AeroJet CitationJet Model 525 EASA Standard Operating Procedures, OMB

4. October 2017 1

OMB

CITATIONJET Model 525

EASA STANDARD OPERATING

PROCEDURES

Written by Capt. Robert Kühni


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Aircraft Matriculation

OPEN

Serial Number

OPEN

O P E R A T I O N S M A N U A L P A R T B

CITATIONJET 525

Operators Address

Manual Control Number

NORMAL PROCEDURES CHEKLIST

Pilots Abbreviated Checklist, Aktuelle Version muss eingetragen werden!

ABNORMAL/EMERGENCY PROCEDURES CHECKLIST

Pilots’ Abbreviated Checklist, Aktuelle Version muss eingetragen werden!

MINIMUM EQUIPMENT LIST

BERMUDA DEPARTMENT OF CIVIL AVIATION Approved Minimum Equipment List (MEL), Aktuelle Version muss eingetragen werden!


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OMB EASA STANDARD OPERATING PROCEDURES TABLE OF CONTENTS 0 GENERAL INFORMATION AND UNITS OF MEASUREMENT ................................ 5

0.1 Introduction .................................................................................................... 5

0.1.1 General ................................................................................................... 5

0.1.2 Operations Manual Organization ............................................................ 5

0.1.3 Operations Manual – Part B ................................................................. 5

0.2 Administration and Control of Ops Manual (Part B) ....................................... 6

0.3 Definitions and Units of Measurement ........................................................... 7

0.3.1 Definitions ............................................................................................... 7

0.3.2 Units of Measurments ........................................................................... 16

0.3.3 Additional Conversion Table ................................................................. 17

0.4 Airplane Dimensions .................................................................................... 18

1 LIMITATIONS .................................................................................................... 19

1.1 General ........................................................................................................ 19

1.2 Certification ................................................................................................. 19

1.3 Operational Limitations ................................................................................ 19

1.4 Passenger Seating Configuration ................................................................ 21

2 NORMAL PROCEDURES ................................................................................. 22

2.1 Overview ..................................................................................................... 22

2.2 Crew Resource Management (CRM) .......................................................... 22

2.3 Automated Cockpit – Overview ................................................................... 23

2.4 Manipulation of the AP/FD Controls ............................................................ 24

2.5 Checklists .................................................................................................... 25

2.6 Radio Communication ................................................................................. 26

2.7 Before Start and Engine Start ...................................................................... 27

2.8 Taxi and Runway Operation ........................................................................ 28

2.9 Line Up ........................................................................................................ 31

2.10 Noise Abatement ...................................................................................... 31

2.11 After Takeoff ............................................................................................. 32

2.12 Climb ........................................................................................................ 32

2.13 Transition Altitude and Transition Level ................................................... 33

2.14 Cruise ....................................................................................................... 33

2.15 Descent and Approach ............................................................................. 33

2.16 Approach and Before Landing .................................................................. 34

2.17 Circling Approaches ................................................................................. 36

2.18 Go-around & Missed Approach ................................................................ 36

2.19 Landing .................................................................................................... 37

2.20 Crosswind Landing ................................................................................... 37

2.21 After Landing ............................................................................................ 37

2.22 Operation on Wet and Contaminated Runways ....................................... 38

3 BRIEFINGS ....................................................................................................... 39

3.1 Preflight ....................................................................................................... 39

3.2 Departure .................................................................................................... 39

3.3 Arrival and Approach ................................................................................... 40

4 STANDARD CALLOUTS ................................................................................... 41

4.1 General ........................................................................................................ 41

4.2 Engine Start ................................................................................................. 41

4.3 Normal Takeoff ............................................................................................ 41

4.4 Climb ........................................................................................................... 42


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4.5 Cruise .......................................................................................................... 42

4.6 Flap/Gear Extension .................................................................................... 42

4.7 Precision Approach ..................................................................................... 42

4.8 Nonprecision Approach ............................................................................... 43

4.9 Missed Approach ......................................................................................... 43

4.10 Visual Approach ....................................................................................... 43

4.11 Landing .................................................................................................... 43

4.12 New Altimeter Setting ............................................................................... 43

4.13 New Altitude/Flight Level Assignment ...................................................... 44

4.14 Approaching Assigned Altitude/Flight Level ............................................. 44

4.15 New Heading Assigned ............................................................................ 44

5 ABNORMAL AND EMERGENCY PROCEDURES ........................................... 45

5.1 General ........................................................................................................ 45

5.2 Checklists .................................................................................................... 45

5.3 Cabin Crew .................................................................................................. 46

5.4 Emergency Procedures ............................................................................... 46

5.5 Flight Crew Incapacitation ........................................................................... 47

5.6 Fire and Smoke Drills .................................................................................. 48

5.7 Unpressurized and Partially Pressurized Flight ........................................... 48

5.8 Overweight Landing..................................................................................... 49

5.9 Exceeding Cosmic Radiation Limits ............................................................ 49

5.10 Lightning Strikes ....................................................................................... 49

5.11 Distress Communications ......................................................................... 50

5.12 Engine Failure .......................................................................................... 50

5.13 System Failure ......................................................................................... 50

5.14 Guidance for Diversion ............................................................................. 51

5.15 Ground Proximity Warning ....................................................................... 51

5.16 Traffic Collision Avoidance System (TCAS) ............................................. 52

5.17 Windshear ................................................................................................ 53

5.18 Emergency Landing/Ditching ................................................................... 55

6 PERFORMANCE .............................................................................................. 56

7 FLIGHT PLANNING .......................................................................................... 56

8 WEIGHT AND BALANCE .................................................................................. 56

9 LOADING .......................................................................................................... 56

10 CONFIGURATION DEVIATION LIST................................................................ 56

11 MINIMUM EQUIPMENT LIST ........................................................................... 57

12 SURVIVAL AND EMERGENCY PROCEDURES .............................................. 57

13 EMERGENCY EVACUATION PROCEDURES ................................................. 57

14 AIRPLANE SYSTEMS ....................................................................................... 57


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0 GENERAL INFORMATION AND UNITS OF MEASUREMENT

0.1 Introduction

0.1.1 General

The Operations Manual is prepared in accordance with EU-OPS 1 and includes company specific policies and operating procedures. This Operations Manual (Part-B) refers to the manufacturer's Flight and Operating Manuals and incorporates this SOP, or a Company SOP, approved by the Operator's Authority. The operating procedures contained in this Operations Manual (Part-B) will be adhered to by Flight Crew at all times. A complete copy of the part 'B' Manual is to be carried on board the aeroplane at all times.

0.1.2 Operations Manual Organization

The Operations manual is divided into four separate parts:

Part A – General/Basic Operations Manual Part B – Type Specific Aeroplane Operating Matters (AOM) Part C – Route Manual Part D – Training Manual

0.1.3 Operations Manual – Part B

Part B of the Operations Manual will comprise all type related instructions and procedures needed for the safe operation of a specific aeroplane type.


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0.2 Administration and Control of Ops Manual (Part B)

1. European Aviation Safety Agency (EASA) The European Aviation Safety Agency regulations applicable to the Operations Manual are contained in EU-OPS I Sub-Part P:

- OPS 1.1040 General rules for Operations Manuals - OPS 1.1045 Ops Manual, structure and content - Appendix 1 to EU -OPS 1.1045

2. Operator's Responsibility The Operator shall ensure that the Operations manual contains all Instructions and Information necessary for operations personnel to perform their duties. The Operator will ensure that the contents of the operations manual, including all amendments and revisions, do not contravene the conditions contained in the Air Operator Certificate (AOC) or any applicable regulations and are acceptable to, or, where applicable, approved by, the Authority. An Operator shall ensure that all operations personnel have easy access to a copy of each part of the Operations Manual, which is relevant to their duties. The Operator shall ensure that the Operations manual is amended or revised so that the instructions and information contained therein are kept up to date and that all operations personnel are made aware of such changes that are relevant to their duties. The Operator will supply the Authority with intended amendments in advance of the effective date for approval. When immediate amendment or revision is required in the interest of safety, they may be published and applied immediately, provided that any required approval has been applied for. An Operator shall incorporate all amendments and revisions required by the Authority. The Operator shall ensure that the contents of the Operations Manual are in accordance with Appendix 1 to EU- OPS 1.1045.


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0.3 Definitions and Units of Measurement

0.3.1 Definitions

Airspeeds

KIAS Indicated airspeed – Airspeed indicator reading corrected for instrument error. Values in this manual assume zero instrument error.

KCAS Calibrated airspeed – Indicated airspeed corrected for static source position error.

KTAS True airspeed – Equivalent airspeed corrected for density.

M Indicated Mach number – Machmeter reading corrected for instrument error.

MT True Mach number – Machmeter reading corrected for both instrument and static source position errors.

V1 Take-off decision speed (formerly designated as Critical engine failure recognition speed) – The speed used as a reference at which, due to engine failure or other causes, the pilot may elect to stop or continue the take-off.

V1 MBE Maximum V1 for brake energy – The maximum speed on the ground from which a stop can be accomplished within the energy capabilities of the brakes.

V1 MCG Minimum V1 limited by control on the ground – The take-off decision speed following an engine failure at VMCG. V1 may not be less than V1MCG.

V2 Take-off safety speed – Target climb speed to be attained at or before a height of 35 feet above the runway during a continued take-off, following an engine failure.

VA Design maneuvering speed – The maximum speed at which application of full available aileron, rudder or elevator will not overstress the aeroplane.

VEF Critical engine failure speed – The speed at which, if the critical engine fails, the engine failure is recognized at V1.

VFE Maximum flap extended speed – is the highest speed


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permissible with the wing flaps in a prescribed extended position.

VFTO Final take-off climb speed – The speed attained at the end of the flight path acceleration segment during a continued take-off following an engine failure, and is the climb speed scheduled for the final take-off climb.

VLE Maximum landing gear extended speed – The maximum speed at which the aeroplane can be safely flown with the landing gear extended.


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VLO Maximum landing gear operating speed – The maximum speed at which the landing gear can be safely extended or retracted.

VMO / MMO Maximum Operating Limit Speed/Mach Number – The maximum operating limit speed (airspeed or Mach number) is the speed that may not be deliberately exceeded in any regime of flight (climb, cruise, or descent) unless a higher speed is authorized for flight test or pilot training operations.

VMCA Minimum control speed, air – Minimum flight speed at which the aeroplane is controllable with a maximum of 5° bank, when the critical engine suddenly becomes inoperative, with the remaining engine at maximum take-off thrust.

VMCG Minimum control speed, ground – Minimum speed on the ground at which control can be maintained and the take-off continued using aerodynamic controls alone, when the critical engine suddenly becomes inoperative, with the remaining engine at maximum take-off thrust.

VMCL Minimum control speed during landing approach – Minimum flight speed at which the aeroplane is controllable with a maximum of 5° bank, when the critical engine suddenly becomes inoperative, with the remaining engine at maximum take−off thrust.

VR Rotation speed – Speed at which rotation is initiated during take-off.

VREF Approach speed – The landing reference speed at a height of 50 feet above the runway threshold in the normal landing configuration.

VSR Reference Stall Speed – The reference stall speed upon which all performance data is based.

Temperature

ISA International Standard Atmospheric conditions.

OAT Outside air temperature – The free air temperature, obtained either from in-flight temperature indications or ground meteorological sources.

SAT Static air temperature (In-flight, SAT = OAT).

TAT Total air temperature – Static air temperature plus adiabatic compression (ram) rise.


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Distances

Take-off Distance

The take-off distance is the longer of: a. The distance from the start of the take-off roll to the point where the aeroplane attains a height of 35 feet above the take-off surface, with a failure of the critical engine at VEF . b. 115% of the distance from the start of the take-off roll to the point at which the aeroplane attains a height of 35 feet above the take-off surface, with all engines operating.

Take-off distance available (TODA)

The length of the take-off run available plus the length of the clearway available.

Take-off Run The take-off run is the longer of: a. The distance from the start of the take-off roll to the mid point between lift-off and the point at which the aeroplane attains a height of 35 feet above the take-off surface, with a failure of the critical engine at VEF . b. 115% of the distance from the start of the take-off roll to the mid point between lift-off and the point at which the aeroplane attains a height of 35 feet above the take-off surface, with all engines operating.

Take-off run available (TORA)

The length of runway which is declared available by the appropriate Authority and suitable for the ground run of an aeroplane taking off

Accelerate-Stop Distance

The accelerate – stop distance is the longer of (a.) and (b.) as defined below: a. The sum of the distances necessary to:

1) Accelerate the aeroplane from a standing start to VEF with all engines operating;

2) Accelerate the aeroplane from VEF to V1 assuming the critical engine fails at VEF ; and

3) Come to a full stop from the point reached at the end of the acceleration period prescribed in paragraph (a.) 2 above, assuming that the pilot does not apply any means of retarding the aeroplane until that point is reached; plus

4) A distance equivalent to 2 seconds at constant V1.

b. The sum of the distances necessary to: 1) Accelerate the aeroplane from a standing start to

V1 with all engines operating; 2) Come to a full stop at the end of the period


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prescribed in paragraph (b.) 1 above, assuming that the pilot does not apply any means of retarding the aeroplane until that point is reached; plus

3) A distance equivalent to 2 seconds at constant V1 .

Accelerate-Stop Distance Available (ASDA)

The length of the take-off run available plus the length of the stopway, if such stopway is declared available by the appropriate authority and is capable of bearing the mass of the aeroplane under the prevailing operating conditions.

Clearway An area beyond the runway, not less than 500 feet wide, centrally located about the extended centerline of the runway, and under the control of the airport authorities. The clearway is expressed in terms of a clearway plane, extending from the end of the runway with an upward slope not exceeding 1.25% above which no object nor any terrain protrudes. However, threshold lights may protrude above the plane if their height above the end of the runway is 26 inches or less and if they are located to each side of the runway.

Stopway An area beyond the take-off runway at least as wide as the runway and centered upon the extended centerline of the runway, able to support the aeroplane during an aborted take-off without causing structural damage to the aeroplane, and designated by the airport authorities for use in decelerating the aeroplane during an aborted take-off.

Actual Landing Distance

Actual landing distance is the distance from a 50 feet height at VREF with the flaps in the normal landing configuration, to a full stop on a smooth, dry, level, hard-surfaced runway and ISA temperature.

Landing Field Length

The performance charts in this chapter include factors for operational rules which require the use of 60% of the available runway in determining landing field length requirements. The required landing field length on a dry runway is the actual landing distance divided by 0.6. The landing field length required under wet runway conditions is equal to 115% of the dry runway landing field length.

Landing distance available (LDA)

The length of the runway which is declared available by the appropriate Authority and suitable for the ground run of an aeroplane landing

Take-Off Path

Take-Off Path The take-off path begins from a standing start and ends at 1,500 feet above the take-off surface or at the point where transition from take-off to enroute configuration is completed, whichever is higher.

Take-Off Flight Path

The take-off flight path begins at the end of the take-off distance and at a height of 35 feet above the take-off surface, and ends at 1,500 feet above the take-off surface, or at the point where transition from take-off to


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enroute configuration is completed, whichever is higher. This is also known as the Gross Take-off Flight Path.

Net Take-Off Flight Path

The net take-off flight path is the gross take-off flight path diminished by 0.8% climb gradient capability (or equivalent reduction in acceleration along that part of the take-off flight path at which the aeroplane is accelerated in level flight). The net take-off flight path must clear all obstacles in the take-off area by at least 35 feet vertically.


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Climb Gradient

Climb Gradient The ratio of the change in height, during a portion of a climb, to the horizontal distance traversed in the same time interval.

Gross Gradient Climb gradient expressed as a percentage ratio, obtained using the following formula: (Change in height ÷ Horizontal distance travelled) x 100 The gradients shown on the charts are based on true (not pressure) rates of climb.

Net Gradient The gross gradient reduced by the required margins.

First Segment The first segment starts from the 35-foot height and extends to the point where the landing gear is fully retracted, at a constant V2 speed and flaps in the take-off position.

Second Segment

The second segment starts at the point where the landing gear is fully retracted up to at least 400 feet above the runway, flown at V2 speed and flaps in the take-off position.

Acceleration Segment

The acceleration segment is the part of the take-off flight path that begins at the end of the second segment and extends horizontally over the distance required to retract flaps to zero, and accelerate to the final take-off climb speed.

Final Segment The final segment starts from the end of the acceleration segment and extends to the end of the take-off flight path, flown at the final segment climb speed, flaps up.

Miscellaneous

Centre of Gravity (CG)

The point at which the aeroplane would balance if suspended. The CG. distance from the reference datum is found by dividing the total moment by the total mass of the aeroplane.

GM, GW Gross mass – The maximum mass to which the aeroplane is certificated.

MLM, MLW Maximum landing mass - The maximum aeroplane mass approved for the landing touchdown at a maximum descent velocity of 10 feet per second.

MTOM, MTOW Maximum take-off mass – The maximum aeroplane mass approved for the start of take-off or for landing at a reduced descent velocity not to exceed 6 feet per second.

MZFM, MZFW Maximum zero fuel mass.

Take-off mass The take-off mass of the aeroplane shall be taken to be its mass, including everything and everyone carried at the commencement of the take-off run

Damp runway A runway is considered damp when the surface is not dry, but when the moisture on it does not give it a shiny appearance

Dry runway A dry runway is one which is neither wet nor contaminated, and includes those paved runways which have been specially prepared with grooves or porous


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pavement and maintained to retain ‘effectively dry’ braking action even when moisture is present.

Wet runway A runway is considered wet when the runway surface is covered with water, or equivalent, less than specified “Contaminated Runway” above or when there is sufficient moisture on the runway surface to cause it to appear reflective, but without significant areas of standing water


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Runway Contaminated by Standing Water, Slush or Loose Snow

A runway is considered to be contaminated when more than 25% of the runway surface area (whether in isolated areas or not), within the required length and width being used, is covered by more than 3 millimeters (1/8 inch) of standing water or slush, or by loose snow, equivalent to more than 3 millimeters (1/8 inch) of water.

Runway Contaminated by Compacted Snow

A runway is considered to be contaminated by compacted snow when covered by snow which has been compacted into a solid mass, which resists further compression and will hold together or break into lumps if picked up.

Runway Contaminated by Wet Ice

A runway surface condition where braking action is expected to be very low, due to the presence of wet ice.

Maximum approved passenger seating configuration

The maximum passenger seating capacity of an individual aeroplane, excluding pilot seats or flight deck seats and cabin crew seats as applicable, used by the operator, approved by the Authority and specified in the Operations Manual.


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0.3.2 Units of Measurments

All units of measurement are taken over from the C-525 AFM and C-525 AOM. Conversion tables are to be found in those manuals. Additional conversion tables can be found in the commercially produced Jeppesen Airway Manual Services, chapter “tables and codes”, refer to OM C “Route and Aerodrome Instructions and Information”

1. Altimeter Setting Jeppesen Airway Manual Europe Volume 1 Tables and Codes

2. Metric Multiples Jeppesen Airway Manual Europe Volume 1 Tables and Codes

3. Wind Component Tables Jeppesen Airway Manual Europe Volume 1 Tables and Codes

4. Pressure Altitude Jeppesen Airway Manual Europe Volume 1 Tables and Codes

5. Conversions Jeppesen Airway Manual Europe Volume 1 Tables and Codes


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0.3.3 Additional Conversion Table

Multiply By To Obtain Multiply By To Obtain

cm 0.3937 in km/h 0.6214 mph

cm2 0.155 in2 km/h 0.54 kt

cm3 0.061 in3 kt 1.151 sm

in 2.54 cm kt 1.852 km

in2 6.452 cm2 mph 1.609 km/h

in3 16.387 cm3 mph 0.869 kt

ft 0.3048 m gal (Imp) 4.546 liters

ft2 0.0929 m2 gal (Imp) 1.2009 gal (US)

ft3 0.0283 m3 gal (US) 3.7854 liters

m 3.281 ft gal (US) 0.8327 gal (Imp)

m2 10.76 ft2 kg 2.205 lbs

m3 35.3115 ft3 lbs 0.4536 kg

km 0.6214 sm psi 6.895 kpa

km 0.54 nm kpa 0.145 psi

sm 1.609 km

sm 0.869 nm

sm 5280 ft

nm 1.852 km

nm 1.151 sm


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0.4 Airplane Dimensions (Citation Jet)


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1 LIMITATIONS

1.1 General

1. General

The airplane will be operated in accordance with the limitations detailed in the manufacturer's Operating Manuals.

1.2 Certification

1. Status

Refer to the CITATIONJET 525 Aircraft Flight Manual The airplane is certified in the transport category for the following kinds of operation when the appropriate instruments and equipment required by the airworthiness certificate are installed; and approved. and are in operable condition.

2. Types of Operation The following types of Operation are approved: - IFR - Day and night VFR - Icing Conditions - RVSM

3. Crew Composition The Flight Crew consists as a minimum of: 1 Pilot

1.3 Operational Limitations

1. Weight and Center of Gravity

Refer to the AFM, Section II, Limitations

2. Speed Limitations Refer to the AFM, Section II, Limitations

3. Flight Envelope


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Refer to the AFM, Section II, Limitations

4. Wind Limits Refer to the AFM, Section II, Limitations

5. Performance Limitations Refer to the AFM, Section IV, Performance Part 25 Data

6. Runway Slope Refer to the AFM, Section IV, Performance part 25 Data

7. Wet or Contaminated Runways Refer to the AFM, Section VII, Advisory Information

8. Airframe Contamination Refer to the AFM, Section VII, Advisory Information

9. System Limitation Refer to the AFM, Section II, Operating Limitations


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1.4 Passenger Seating Configuration

1. General

For the seating Configuration Diagrams, refer to the AFM, Section VI, Weight and Balance Data and Equipment List.


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2 NORMAL PROCEDURES

2.1 Overview

1. General

The purpose of this section is to clarify and standardize the duties required of each crewmember when operating the aircraft with two Pilots. For Single Pilot operation it’s recommended to adhere to these standard operating procedures as well.

2. Definitions PF Pilot Flying PM Pilot Monitoring (Can be assigned as well as PNF Pilot Non Flying) LH/RH Left hand/Right hand seat position for completion of particular tasks due to the location of controls regardless of PF or PM role.

2.2 Crew Resource Management (CRM)

1. General

The philosophy for the operation of all multi-pilot airplane types is based upon the assignment of specific duties and responsibilities of the Pilot Flying and the Pilot Monitoring of the airplane.

2. Pilot Flying (PF) Responsibilities The PF is responsible for operating the airplane safely, within the limitations set out in the Aircraft Flight Manual and for ensuring that good CRM is practiced at all times during the flight. The PF will call for and monitor the completion of all normal, abnormal and emergency checklists and ensure compliance with ATC instructions and clearances.

3. Pilot Monitoring (PM) Responsibilities The PM is responsible for monitoring the safe operation of the airplane and for acting upon any instructions from the PF. The PM will read and ensure the completion of all required checklists when called for and will be responsible for all radio communications, unless otherwise instructed by the PF.


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4. Crew Resource Management Effective crew resource management and crew coordination will be utilized at all times. It is imperative that each crewmember be aware of the duties and responsibilities of the other crewmember. Normally, a crewmember shall not perform any function, or take any action, unless the other crewmember, if present, is first informed. If a crewmember is required to leave the cockpit, upon return he/she will be informed of all actions taken during his/her absence.

5. Sterile Cockpit Each crewmember shall not perform any activity during taxi, takeoff, initial climb, final approach and landing except those duties required for safe operation of the airplane. Normally, a sterile cockpit will also be maintained below 10,000 Ft MSL and during climb or descent when within 1,000 Ft of an assigned altitude.

2.3 Automated Cockpit – Overview

1. General

The purpose of modern automation in the cockpit is to reduce the workload for pilots, improve situational awareness and increase safety. It provides a tool for the crews to more efficiently manage airplane, navigation and interface systems. Pilots must understand that there are different levels of automation available and must be able to select the most appropriate level for any phase of flight to ensure the highest level of situational awareness.

2. Automation Levels Level 1 – Raw data, no automation at all. The pilot is hand-flying the airplane without the use of the airplane flight guidance system. Pilots should revert to this mode of operation when unsure of the status of navigation or flight guidance system (mode confusion) or when they are rushed. This mode is also useful during terminal operations when a last minute runway change is issued and traffic awareness may be compromised if one or both pilots go "head down" to make flight guidance system changes. Level 2 – Use of flight director and auto throttle (if installed). The pilot is hand-flying the airplane using the flight director. Level 2 automation is typically used during takeoff and initial departure. Level 3 – Use of flight director, autopilot, auto-throttles (if installed). The pilot is flying the airplane through the flight guidance system and autopilot. This can be referred to as tactical use of automation. One pilot shall always be tasked with the responsibility of monitoring the airplane's flight path.


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Level 4 – Use of flight director, autopilot, auto-throttles (if installed), plus FMS vertical and lateral path guidance. The pilot is flying the airplane using LNAV / VNAV. This mode can be considered as strategic use of automation. Situational awareness can be compromised if at least one crewmember is not tasked with the responsibility of monitoring the airplane's flight path.

3. Automation Backup Normally, when using the flight management system as the primary navigation source, the PM should have his / her avionics set so as to provide a “raw nav” backup (VOR/ DME) on his / her navigation display.

2.4 Manipulation of the AP/FD Controls

1. General

Normally, the crewmember responsible for the manipulation of the heading bug, course selector, altitude pre-select and Flight Director Modes will be determined by the state of the autopilot as defined below.

2. Autopilot Engaged Normally, the PF will make any required heading bug, course select, and Flight Director Mode changes. The PM will make altitude pre-select settings and will observe and verify the settings made by the PF.

3. Autopilot Not Engaged Normally, the PM will make any required heading bug, course select, altitude pre¬select and Flight Director Mode changes when requested by either the PF or by ATC. The PM will inform the PF of the change. The PF will observe and verify the settings made by the PM.

4. Altitude Assignment Normally, the PM sets the assigned altitude in the altitude alerter and orally repeats the altitude. The PF confirms the altitude assignment and alerter setting.


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2.5 Checklists

1. General

Flight crews should use a challenge-response method to execute any checklist. After the PF initiates the checklist, the PM challenges the PF by reading the checklist item aloud, except for the "After Takeoff Checklist." The PF verifies that the checklist items are accomplished and responds orally to the challenge. The PM confirms the accomplishment of the item, and then responds orally to the challenge. In all cases, the other pilot confirms the proper response. Any disagreement is resolved prior to continuing the checklist item. If the checklist was overlooked, good cockpit resource management requires the PM to ask the PF if the checklist should be started. After the completion of any checklist, the PM states that the specific "checklist is complete." This allows the PF to maintain situational awareness during checklist phases and prompts the PF to continue to the next checklist, if required.

2. Flow Patterns For normal procedures, a flow pattern is an efficient method for accomplishing the cockpit setup for each phase of flight. After using the flow pattern, accomplish the checklist to verify the proper setup of the cockpit. Under this concept, a normal checklist is a "done list" instead of a "do list." Flow patterns are not used for abnormal or emergency procedures. During an emergency, accomplish any immediate actions items, then call for the proper checklist. Maintain control of the airplane with one pilot always flying the airplane while the other reviews all the items of the appropriate emergency procedure. The PM reads out loud both the challenge and the response. Do not proceed to the next item until both pilots confirm completion of each item.

3. Abnormal and Emergency Checklists Accomplishing abnormal and emergency checklists differs from accomplishing normal procedure checklists in that the pilot reading the checklist states both the challenge and the response when challenging each item. The PIC will clearly state who is responsible for flying the airplane while any abnormal/emergency checklist is being performed. Always fly the airplane first, then perform the memory items (if any) and complete the remainder of the checklist. Both pilots must be able to respond to the memory items without reference to a checklist. Memory items will be completed as soon as the airplane is safely under control and at an altitude of at least 1,000 Ft AGL. If however, the nature of the abnormal / emergency situation dictates, the PM may accomplish and respond to checklist items while the PF flies the airplane.


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4. Movement of Switches and Controls During abnormal or emergency situations, the movement of any control, switch, lever, valve or other device in the cockpit which may, if incorrectly positioned, affect the safety of flight (e.g. engine fire switches), must first be verified and confirmed by the other pilot to ensure that the correct action is being taken. The crewmember in the most efficient position will be tasked with this action. Any checklist item pertaining to a specific control. switch or equipment that is duplicated in the cockpit is read to include its relative position and the action required (e.g. "Left low pressure fuel cock close.")

5. Prompting of Checklists The PF is responsible for initiating appropriate checklists. However, if the PF forgets to call for a particular checklist, the PM should ask the PF whether a checklist should be started, e.g. "standing by with the descent checklist." Such prompting constitutes good CRM, which is appropriate in any flight situation.

6. Approved Checklist The pilot or operator must use the approved Company Checklist or Manufacturers Checklist

2.6 Radio Communication

1. General

It is the responsibility of the PM to communicate on the radio and change frequencies unless temporarily relieved of that duty by the PF during high workload phases of flight.

2. Radio Tuning and Communication The PM accomplishes navigation and communication radio tuning, identification of proper signal, ground contacts, and clearances. Before changing any navigation radio, the flight crew confirms the change does not affect autopilot or airplane control, and then selects the new frequency. This confirmation helps coordinate and use proper sequences with the autopilot, FMS, and other aids. After the NAVAID is tuned and identified, the PM announces, "(Facility) tuned and identified."

3. Headsets/Microphones/Speakers Headsets or hand-held microphones and speakers will be used by both crewmembers whenever the airplane is in motion and during simulator training.


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4. ATC Clearances Both crewmembers should listen to ATC clearances. The PM will read back the clearance and the PF will confirm his/her understanding of the clearance to the PM.

5. Declaring an Emergency A 'Pan' or 'Mayday' call will be made immediately if any situation arises that places the flight in immediate danger. Mayday (Distress) – A condition of being threatened by a serious and/or imminent danger and of requiring immediate assistance. PAN (Urgency) – A condition concerning the safety of an airplane, or of some person aboard, but does not require immediate assistance.

2.7 Before Start and Engine Start

1. General

The cockpit preparation can be completed by either pilot using the Before Starting Engines checklist. However, certain tasks completed by only one pilot should be verified by both pilot crew members prior to starting engines. These tasks are: - Completion of the Before Starting Engines checklist - Flight Management Systems (FMS) data entries - Navigation system setup - TOLD information - ATC clearance - Altitude alert/pre-select

2. Procedures Both pilots must be seated to operate aircraft engines. Engines will be started utilizing the proper checklist procedures. Before starting an engine, the immediate area around the aircraft must be visually checked for potential hazards to ensure a safe start. Pilots should make an effort to have a line service person act as an outside observer during engine starts whenever practical. All engines must be started before commencing taxi. The ATC clearance should be obtained and reviewed prior to starting engines if practical.


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2.8 Taxi and Runway Operation

1. General

These SOPs are designed to help increase and maintain pilot vigilance and situational awareness during ground operations thereby avoiding pilot deviation runway incursions. This training meets the requirements outlined in applicable HBAT and Advisory Circulars. These procedures apply to both single-pilot and multi-crew aircraft. a. Conduct a pre-taxi/departure briefing (or self-brief) that includes the expected taxi route and restrictions. b. Monitor the frequency when initial taxi clearance is called for to ensure that the taxi clearance is heard. c. After taxi clearance has been received, determine the runway assigned, any restrictions, and the taxi route. If in doubt or not in agreement, seek clarification from ATC. d. Observe "sterile cockpit," while taxiing. e. Have the airport diagram(s) out, available, and in use. As appropriate, cross check the heading situation indicator (HSI). Airport diagram and airport signage to confirm aircraft position while taxiing. f. Fixed navigation lights (red, green, and white) must be on whenever the airplane is in motion. g. Pilot(s) will monitor the appropriate tower frequency when anticipating a clearance to cross or taxi onto an active runway. h. When approaching an entrance to an active runway, pilot(s) will ensure compliance with hold short or crossing clearance by discontinuing non-monitoring tasks (e.g., Flight Management System (FMS) programming, Airborne Communications Addressing and Reporting System (ACARS), company radio calls, etc.). i. Prior to crossing or taxiing onto any runway, verbally confirm ATC clearance with other crewmember(s) (if multi-crew) and visually scan the runway and approach area. j. Read back all clearances/instructions to enter a specific runway, hold short of a runway, and taxi onto runway for "line up and wait" including the runway designator. NOTE: Do not merely acknowledge the foregoing instructions/clearances by using your call sign and saying "Roger" or "Wilco." Instead, read back the entire instruction/clearance including the runway designator.


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k. When entering a runway after being cleared for takeoff, or when taxiing onto a runway for "line up and wait," make your aircraft more conspicuous to aircraft on final behind you and to ATC by turning on lights (except landing lights) that highlight your aircraft's silhouette. l. Be especially vigilant when instructed to taxi onto a runway for "line up and wait" particularly at night or during periods of reduced visibility. Scan the full length of the runway and scan for aircraft on final approach when taxiing onto a runway either at the end of the runway or at an intersection. Contact ATC anytime you have a concern about a potential conflict. (1) In instances where you have been instructed to taxi onto a runway for "line up and wait" and have been advised of a reason/condition (wake turbulence, traffic on an intersecting runway, etc.) or the reason/condition is clearly visible (another aircraft that has landed on or is taking off on the same runway), and the reason/condition is satisfied, you should expect an imminent takeoff clearance, unless advised of a delay. (2) If landing traffic is a factor, the tower is required to inform you of the closest traffic that is cleared to land, touch-and-go, stop-and-go, or unrestricted low approach on the same runway when clearing you to taxi onto a runway for "line up and wait." Take care to note the position of that traffic and be especially aware of the elapsed time from the "line up and wait" clearance while waiting for the takeoff clearance. (3) ATC should advise of any delay in receiving takeoff clearance (e.g., "expect delay for wake turbulence") while waiting/holding in position. If a takeoff clearance is not received within a reasonable time after clearance to "line up and wait," contact ATC. Suggested phraseology: (call sign) holding in position (runway designator or intersection). For example, "(Call sign) holding in position runway 24L," or "(Call sign) holding in position runway 24L at Bravo." NOTE: An analysis of accidents/incidents involving aircraft holding in position indicate that TWO MINUTES or more elapsed between the time instruction was issued to "line up and wait" and the resulting event (e.g., Landover or go-around). Pilots should consider the length of time they have been holding in position whenever they HAVE NOT been advised of any expected delay to determine when it's appropriate to query the controller. m. To signal intent to aircraft downfield, turn on landing lights when cleared for takeoff. n. As part of the approach briefing/checklist. review the airport diagram and anticipated taxi route. CAUTION: A potential pitfall of pre-taxi and pre-landing planning is setting expectations and then receiving different instructions from ATC. Pilots need to follow the clearance or instructions that are actually received, and not the ones they expected to receive.


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2. Checklist Use The Taxi and Before Takeoff Checklists will begin once clear of any congested areas and will normally be completed before arrival at the runway holding point.

3. Crew Duties The crewmember taxiing the airplane must be looking outside to the maximum extent possible.

4. Taxi Procedure and Takeoff Briefing a. Advance the power levers slowly to commence rolling and check the brakes by gently feeling for initial response. b. The crew must be constantly aware of their present position on the airport and the intended taxi route. c. Prior to taking the active runway for takeoff, the PF shall consider (at least) the following items, and brief the PM, with regard to: • Special factors influencing this takeoff (wet runway, anti-icing requirements, crosswind, deviations from the norm, etc.). • Verify the airspeed settings (bugs) and power settings to be used. • Verify the navigation equipment setup. • Verify the initial flight clearance (headings, altitudes, etc.). • Review the emergency return plan. • PF will complete the briefing by asking, “Do you have anything to add?” • If the PM has nothing to add, he/she will state, “I have nothing to add”. • If the PM has questions or comments, they will be addressed before continuing the checklist.


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2.9 Line Up

1. General

The line up checklist items will be accomplished when cleared onto the runway. Strobe lights should be turned on when entering the runway. The primary responsibility of the PF during takeoff is to fly the airplane while the primary responsibility of the PM is to monitor the airplane systems and call out any abnormalities to the PF.

2. Instruments and Avionics The heading bug will be set to the departure runway magnetic heading and the Flight Director 'Go Around' mode will be selected.

3. Procedure Normally, the airplane will be positioned as close as possible to the end of the runway for takeoff. When lined up, compass heading and airplane position should be checked for positive runway identification. Takeoff power application may not be commenced until the airplane is lined up.

2.10 Noise Abatement

1. General

Refer to the AFM, Section IV, Performance


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2.11 After Takeoff

1. General

Prior to reaching at least 400 Ft AGL, or a safe altitude, only those switches, levers and controls necessary to ensure the safety of flight shall be moved. The appropriate airplane checklist will specify procedures for any actions after takeoff.

2. Landing Gear After liftoff, when a positive rate of climb is seen on the altimeters, the PM will announce "positive rate". The PF will command, "Gear up". The PM will repeat the command prior to actuating the gear handle.

3. Flaps At 400 Ft AGL the PNF will announce "400 Ft, V.2 plus 10". The PF will command "speed ……, flaps up". This technique prevents exceeding minimum, maximum or target speeds. The PNF will repeat the command prior to actuating the flap handle and then monitor the flaps while they are in transit and report when they are in the selected position with appropriate indications.

4. Checklist The After Takeoff Checklist will not be called for until after passing 400 Ft AGL.

2.12 Climb

1. General

The Climb Checklist will be called for and conducted only when clear of airport traffic. In high-density traffic areas, the climb checklist shall be conducted in a manner that will permit careful surveillance for conflicting traffic.

2. Procedures The PF will periodically announce his/her intentions/targets throughout the flight, such as "accelerating to climb speed... knots", "turning left to heading... etc"

3. Altitude Alerter Throughout the climb the PM will set the Altitude Alerter (pre-select) to the cleared altitude and announce 1,000 Ft below assigned altitudes and altitude restrictions. The PF will acknowledge each change to the altitude alerter by stating altitudes. i.e. leaving 3,000 Ft for 5,000 Ft.


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4. Pressurization The climb checklist will call for the pressurization of the airplane to be checked. This check will include: • That the cabin is climbing at approximately 500 fpm or appropriate rate • Cabin altitude is less than actual airplane altitude • Checking for positive differential pressure

2.13 Transition Altitude and Transition Level

1. Climbing

All altimeters in the cockpit will be set to 'standard atmosphere' and cross checked for accuracy prior to the aircraft passing the Transition Altitude (TA).

2. Descending All altimeters in the cockpit will be set to QNH and cross checked for accuracy before the airplane descends through the Transition Level (TL)

2.14 Cruise

1. General

The pilot changing the function, e.g. "autopilot on", shall call out any change of a cockpit function "Nav mode selected". The other pilot shall acknowledge the change in function. Approach planning and briefing should be accomplished as early as practicable.

2.15 Descent and Approach

1. Descent Planning

Descent clearance should be requested early from ATC to allow a smooth and efficient descent.

2. Descent Checklist The Descent Checklist will begin when leaving the enroute cruise altitude.


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2.16 Approach and Before Landing

1. General

The same crew coordination technique used for takeoffs is used here. The PM repeats commands, selects positions, and monitors and reports when landing gear and flaps are in the selected positions with appropriate indications.

2. Approach Setup and Briefing Normally, the PM will set up the approach as called for by the checklist (or as appropriate). After the setup is complete (to the extent possible) the PM will announce, "Setup complete, standing by for briefing." The PF will transfer control to the PM and brief the approach, checking the setup as accomplished by the PM. After the briefing is complete, the PF will ask if there are any questions and resume control of the aircraft. Both pilots shall review the information and procedures to be used for the descent and approach. The PF shall brief the PM on his/her intentions. This briefing should be concise and not be an attempt to memorize the approach procedure. It should include a review of the pertinent information and any special conditions, or procedures. that will be utilized for the approach and landing. Setup and use of navigation equipment and/or automation shall be briefed as applicable. If any abnormal conditions occurred during the flight which will have an effect on the intended approach and landing those implications must be thoroughly briefed and understood by both pilots.

3. Instrument Approach Procedure The Approach Checklist should be performed as soon as practical after the descent check is completed. While flying a published Instrument approach, the Approach Plate should be out and available. The PM will monitor the HSI, ADI and altimeters for warning flags during the approach and will immediately bring any warning flags to the attention of the PF. All nav-aids will be identified and monitored. The Before Landing checklist is normally completed prior to the Final Approach Fix. The landing shall not be made until the checklist has been completed. Close attention shall be paid to safe airplane attitude, altitude, airspeed and heading. The following points shall be noted: • Do not arm 'Approach Mode' until cleared for the approach • No descent on the GS will be initiated until the localizer is alive and the GS intercepted • Aircraft will be fully configured by the FAF or 1000ft AGL, whichever occurs


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first. As visual cues become available, the PM should advise the PF as to the relative position of the runway threshold, e.g. "Runway eleven o 'clock". If at any time alter descending below the DA/MDA the PF loses sight of the ground or approach/runway lights (as appropriate) he/she shall immediately execute a go-around, follow the published missed approach procedure and notify ATC.

4. VFR Approach For a VFR approach, a stabilized approach must be flown using the visual and/or electronic glideslope indications, if available. A go around will be initiated if, at any time, the airplane descends below the visual glideslope. The aircraft will be fully configured and stabilized no later than 500 ft AGL.

5. Uncertainty If at any time during the approach, there is a disagreement between crewmembers on course, heading, altitude, position, procedures or configuration, a missed approach must be initiated. Any disagreements between pilots or instruments will then be resolved at a safe altitude.

6. Final Approach After passing the FAF on all approaches, the PM shall monitor the instruments and will call out any warning indications or significant deviations from the planned flight path, descent rate or airspeed and will look for the runway. When a deviation from the planned flight path, descent rate, or airspeed exceeds a standard amount, the PM shall call the deviation and the PF will respond with "Correcting". If the PF does not respond to the deviation callout, the PM shall repeat the callout. If the PF still does not respond, the PM should assume that the PF has been subtly incapacitated and shall announce that he/she is taking control of the airplane. After reaching minimums, or by 500 Ft AGL in VMC, and with the approach lights or runway in sight, the PF will announce "Landing ". The call "Landing indicates: • Visual cues are verified • PF will from then on be mainly 'heads up' • PF intends to land • Airplane is in a position from which a safe landing can be made The PM shall monitor the instruments to ensure a normal approach until touchdown.


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2.17 Circling Approaches

1. Procedure

The duties of the PF and PM will be assigned during the approach briefing for the specific approach being flown. A normal instrument approach will be flown until visual contact with the airport is made at or above circling MDA. With the airport in sight, the approach becomes a visual reference approach with a continued crosscheck of the flight instruments. At this point, configuration and speeds will be the same as for a normal visual approach. A circling procedure should always satisfy the following criteria: - An identifiable part of the airport must always be in sight by one of the pilots - A safe airspeed must be maintained - Circling MDA will be maintained until in a position to make a normal descent to landing - The airplane will remain within the circling protected airspace at all times - The PM will normally remain 'inside' to monitor the instruments

2.18 Go-around & Missed Approach

1. General

If a go-around and missed approach has been executed for meteorological reasons, another approach shall only be commenced if the PIC believes that it will lead to a successful landing.

2. Circumstances The following circumstances will require an immediate missed approach to be initiated while in instrument conditions: • Loss of either audio or visual (EFTS) ident signal • Any malfunction of required navigational equipment • Loss of visual contact with the airport during a circling approach • Uncertainty or a loss of situational awareness by the crew

3. Procedure As soon as "go-around" is announced by the PF, the missed approach will be flown in accordance with the requirements of the approach being flown, or ATC instructions if different. Once initiated, the missed approach procedure will be followed regardless of whether the runway environment subsequently becomes visible.


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4. Go-around & Missed Approach from a Circling Approach If a go-around and missed approach is initiated at any time during the circling procedure, a turn must be made toward the landing runway and continued until established on the missed approach course.

2.19 Landing

1. General

When transitioning to visual guidance from an instrument approach, the PF should transition to the available visual glideslope indication as soon as possible.

2.20 Crosswind Landing

1. General

When the aeroplane is landed in crosswind conditions it is recommended to start banking very gently into the wind and at the same time apply rudder to de-crab and align the aeroplane with the runway heading just before initiating the 'flare'. Aim for a positive touchdown on the upwind wheel and counter the tendency for the upwind wing to lift by application of aileron into the direction of the wind.

2.21 After Landing

1. General

The call for the 'after landing checklist' should be delayed until the airplane is clear of the runway. During the landing roll, only those switches and controls necessary to ensure a safe rollout or prevent damage to airplane components such as landing lights should be moved.

2. Checklists At congested airports, it may be necessary to receive and comply with taxi instructions immediately upon clearing the active runway. After the airplane is clear of any congestion and the instructions complied with, the after landing checklist will be completed.


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2.22 Operation on Wet and Contaminated Runways

1. General

Refer to the AFM, Section VII, Advisory Information


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3 BRIEFINGS

3.1 Preflight

1. General

This briefing will usually be given prior to airplane movement by the PF to discuss the flight profile, potential problems, weather, safety and operational issues. This briefing also serves to set the tone for the flight and supports team building.

2. Content The topics to be covered would include, but not be limited to: • Airplane status to include MEL items • Weather (departure, en route and destination) • Performance criteria • Airport information • NOTAMS • Taxi route • Route of flight, including SID • Deviations from SOPs for any reason

3.2 Departure

1. General

Depending on circumstances, the takeoff briefing may be conducted prior to taxi, during taxi, or holding short for takeoff.

2. Content • Review the type of takeoff (wet/dry, noise abatement etc) • Review V speeds and power settings • Review the calls to be made by the PM • Discuss the action to be taken in the event of an abnormal/emergency indication before V1 • Discuss the action to be taken in the event of an abnormal/emergency indication after V1 to include emergency return • Discuss the departure procedure to include headings, altitudes and tracks to be flown and any minimum climb gradient required • Review radio, navigation, FMS and flight director selections • Review anti-ice requirements • Any questions


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3.3 Arrival and Approach

1. General

Arrival and approach planning and briefing should be accomplished as early as practicable.

2. Content • Destination weather conditions • Alternate weather conditions • Fuel status and plan of action should a landing not be possible • Assigned STAR and other routing • The approach procedure and runway dimensions • Altitudes: MSA, FAF, step downs, minimums and runway threshold elevation • Vref and any other approach speeds • Desired avionics set-up • Anti-icing requirements • Missed approach procedures


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4 STANDARD CALLOUTS

4.1 General

The following convention is used throughout the Standard Call-Outs Section: • Challenges are indicated in Bolt Red • Responses are indicated in Bold Green • Callouts not requiring a response are indicated in Bold Black

4.2 Engine Start

SITUATION PILOT FLYING PILOT NOT FLYING

8 to 12% N2 8% N2 N1 Rising

Throttle to Idle Throttle Idle ITT Rising

Oil Pressure indication Oil Pressure Rising

45% N2 45% N2 Start Termination

N2 stabilized N2 Stabilized

ITT stabilized ITT Stabilized Fuel/Oil/Gen/Hydraulic Lights Out

4.3 Normal Takeoff


Setting Takeoff Power Setting TO Power

Power Set, Engine Instruments Norma1, Annunciator Panel Normal

Airspeed Alive Airspeed Alive

70 Knots 70 Knots, Crosschecked V1 V1

Vr Rotate

V2 V2

Positive Rate of Climb Gear Up Positive Rate

400 ft AGL or MSA and V2+10

Flaps Up Flaps Up


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4.4 Climb

SITUATION PILOT FLYING PILOT MONITORING

Above 400 ft and after flap retraction

After Take off and Climb Checklist

Checklist completed

4.5 Cruise


Cruise Flight Cruise Checklist Checklist completed

4.6 Flap/Gear Extension


Flap Extension Flap 15 Speed Checked Flaps 15

Landing Gear Extension Gear Down Speed Checked Gear Down

Gear Extension Complete

Three Greens Checked

Gear Down Three Greens

4.7 Precision Approach


Localizer Alive Checked Localizer Alive

Glideslope Alive Checked Glideslope Alive

1,000 ft above DA Checked 1,000 Above

500 ft above DA Checked 500 Above

100 ft above DA Checked 100 Above

DA – Adequate Visibility Reference

Landing Ground Contact Decide

DA – No Visibility Reference

Going Around No Contact


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4.8 Nonprecision Approach


Final Approach Fix (Present Altitude) for (MDA). Start time

Final Approach Fix

1,000 ft above MDA Cheek 1,000 Above

500 ft above MDA Check 500 Above

100 ft above MDA Check 100 Above

At MDA - No contact Maintaining MDA MDA - No contact

If normal descent Possible

Leaving MDA I am Inside

4.9 Missed Approach


Going Around Going Around Flaps 15

No Contact - Decide Flaps 15

Positive Rate of Climb Gear Up Positive Rate

400 ft AGL and V2 + 10 Flaps UP 400 ft

4.10 Visual Approach


1,000 ft Above Airport Checked 1,000 Above

500 ft Above Airport Checked 500 Above

4.11 Landing


Before landing Cleared to land Checklists Completed

4.12 New Altimeter Setting


New Altimeter Setting (QNH/Standard) Set (QNH/Standard) Set

Cross Check 3 Times Checked Altimeter reads “…..”


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4.13 New Altitude/Flight Level Assignment


New Alt/FL Assigned Confirmed (Altidude/FL) Set

4.14 Approaching Assigned Altitude/Flight Level


1,000 ft Prior to assigned Altitude

Checked One Thousand to go

1,000 ft Prior to assigned Flight Level

Checked One to Go

100 ft Prior to assigned Altitude or Flt. Level

Leveling 100 Ft Above/Below

4.15 New Heading Assigned


New Heading Assigned Left Heading 270 Left Heading 270


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5 ABNORMAL AND EMERGENCY PROCEDURES

5.1 General

1. PIC Authority

The PIC is the final authority for the safe conduct of the flight and may delay, divert or cancel any flight segment that, in his/ her judgment cannot be conducted safely.

5.2 Checklists

1. General

When any crewmember recognizes an abnormal or emergency situation, the PIC assigns who will fly the airplane, who will perform any required tasks and any items to be monitored. Following these assignments, the PIC calls for the appropriate checklist. The checklist will be accomplished with the appropriate challenge and response. The PF will not perform any task that might compromise control of the airplane, regardless of whether the airplane is being flown manually or by automation.

2. Challenge with No Response When the PM observes and challenges a flight deviation or critical situation. the PF must respond immediately. If the PF does not respond by oral communication or action, the PM must issue a second challenge. If the PF does not respond after the second challenge, the PM must announce that he/she is assuming control of the airplane and then take the necessary actions to return the airplane to safe flight.


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5.3 Cabin Crew

1. General

Cabin crew must be kept informed at all times of any abnormal/emergency situation that arises, either in flight or on the ground. In certain situations, such as flight crew incapacitation, cabin crew may be instructed to assist the flight crew as required. 2. Briefing If an abnormal or emergency situation arises, the cabin crew briefing must include the following items: • Nature of the emergency • Intentions of the flight crew • Anticipated timescale • Any special instructions

5.4 Emergency Procedures

1. Rejected Takeoff

The rejected takeoff procedure is a pre-briefed maneuver. Both crewmembers must know which malfunctions will mandate a rejected takeoff. Assuming both crewmembers train to the same SOP, either crewmember can call for a takeoff to be rejected by calling "Abort Abort" and then stating the problem if time permits. A takeoff will be rejected for any malfunction below V1. However, the PF may modify abort criteria to suit local conditions. When the PM announces, "Abort" the PF, responds with "Abort" and the appropriate action is accomplished. At or after V1 the takeoff will continue regardless of the nature of the problem.

2. Engine Failure during Takeoff Above V1 The crewmember that recognizes an engine failure will clearly state that an engine has failed by calling "Engine Failure". Air Traffic Control will be informed and, if possible, after a safe climb-out, an immediate return to the departure airport or other suitable airport will be made.


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3. Critical Malfunctions in Flight In flight, the observing crewmember positively announces a malfunction. As time permits, the other crewmember makes every effort to confirm and identify the malfunction before initiating any emergency action. If the PM is the first to observe any indication of a critical failure, he/she will announce it and point to the indicator/annunciation if possible. After verifying the malfunction, the PF announces his/her decision and commands accomplishment of any checklist memory items. The PF monitors the PM during the accomplishment of the assigned tasks.

4. Non-critical Malfunctions in Flight Procedures for recognizing and verifying a non-critical malfunction are the same as those used for time critical situations. Use positive communication to identify and direct the proper response. Time, however, is not as critical and allows a more deliberate response to the malfunction. Always use the appropriate checklist to accomplish the corrective action.

5.5 Flight Crew Incapacitation

1. General

Pilot incapacitation may be quite obvious or may be subtle in nature and may occur in all phases of flight. The operational goal of all flight crew is to be able to recognize pilot incapacitation in its early stages and take the appropriate actions to ensure the safety of the airplane and passengers.

2. Types of Incapacitation There are two types of pilot incapacitation: Obvious Incapacitation – Easily recognized as it involves a complete loss of ability to function. Subtle Incapacitation – Subtle Incapacitation happens more often and is not so easy to detect as it involves only a partial loss of ability to function.

3. Recognition of Incapacitation The following will promote the early recognition of pilot incapacitation: • The proper use of Standard Operating Procedures • Routine monitoring and cross checking of flight instruments, especially during critical phases of flight • Good crew cooperation (CRM)


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4. Action to be Taken Take Command and Control of the Airplane • Announce "I have control" • Engage the autopilot • Inform ATC • Monitor the performance of the airplane • Continue to navigate • Re-run any recently performed check lists to confirm the correct position of controls and switches Take Care of the Incapacitated Crewmember • Summon help from the cabin crew if on board • Provide first aid • Secure the incapacitated crewmember in his/her seat • Land as soon as possible Reduce Cockpit Workload • Perform check lists early • Configure early • Enlist the help of cabin crew if on board

5.6 Fire and Smoke Drills

1. General

Refer to the AFM and the Pilots’ Abbreviated Checklist Emergency and Abnormal Procedures.

5.7 Unpressurized and Partially Pressurized Flight

1. General



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5.8 Overweight Landing

1. General

In an abnormal or emergency situation an overweight landing may provide a higher degree of safety than remaining airborne to burn fuel.

2. Performance Considerations The following should be considered before making an overweight landing: • Runway length • Runway contamination • Approach climb gradient • Limiting tire speed • Flap limiting speed

3. Technique Use normal techniques for approach and landing, touching down as smoothly as possible.

5.9 Exceeding Cosmic Radiation Limits

1. General

Not applicable for private OPS.

5.10 Lightning Strikes

1. General

Lightning strikes are to be recorded in the maintenance log.


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5.11 Distress Communications

1. General

A "Pan" or "Mayday" call will be made immediately if any situation arises that places the flight in immediate danger.

2. Communications PAN - A condition concerning the safety of an airplane, or of some person aboard, but does not require immediate assistance. MAYDAY - A condition of being threatened by a serious and/or imminent danger and of requiring immediate assistance.

5.12 Engine Failure

1. General


2.

5.13 System Failure

1. General

All system failures will be managed in accordance with the Operation Manual, AFM and the Pilots’ Abbreviated Checklist Emergency and Abnormal Procedures. Subsequent actions will be determined by the nature of the failure and the impact that it has on the conduct and safety of the flight.


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5.14 Guidance for Diversion

1. General

An airplane may be considered to have diverted when it proceeds to an airport other than the planned destination.

2. Reasons for Diversion Possible reasons for diversion may include: • Meteorological conditions en route or at the destination • Technical reasons requiring a landing at the nearest suitable airport • Medical problems

3. Performance Diversion times and fuel tables may be found in the AFM.

5.15 Ground Proximity Warning

1. General

The Ground Proximity Warning System (GPWS) is designed to alert pilots to abnormal ground proximity situations. The GPWS computer monitors the closure rate with the ground and determines whether it is too high for the current airplane configuration and phase of flight. The GPWS also provides additional warnings regarding deviations from the flight path during approaches or when reaching decision heights. The GPWS provides the crew with audio instructions for evasive action, such as "pull up", and "terrain" along with annunciator warnings.

2. EGPWS The Enhanced Ground proximity Warning System (EGPWS) normally uses an augmented system to provide the crew with a visual display to indicate the airplane's relative position with respect to terrain.

3. Operation The GPWS is to be switched on and used for the duration of all flights unless it has become unserviceable and the MEL permits it to remain so.


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4. Evasive Action Whenever a warning is received, the immediate response must be to level the wings and initiate a maximum gradient climb to the MSA for the sector being flown.

5. Operator's Manual For further information refer to the GPWS/EGPWS Operator's Manual.

5.16 Traffic Collision Avoidance System (TCAS)

1. General

TCAS/ACAS is designed to provide collision avoidance information and guidance in two different ways: Traffic Advisories (TAs) • Traffic Advisories indicate the approximate position, either in azimuth only, or in azimuth and altitude, of nearby transponding airplane that may become a threat. Resolution Advisories (RAs) • Resolution Advisories require the crew to maneuver the airplane in the vertical plane, either up or down, to resolve conflicts with other airplane.

2. Conflict Resolution If a TA or RA is received, the following actions must be taken: Traffic Advisory (TA) • A TA will warn the crew of conflicting traffic and provide them with the opportunity to make a visual search for the traffic. It also alerts them to the possibility that an RA, requiring a change in flight path, may follow shortly. • If the potential threat cannot be located, and gives cause for concern, ATC should be consulted to determine if a change in flight path is warranted. • If the potential threat is located, and a collision is considered possible, the pilot


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will maneuver the airplane as required. • Once clear of the potential threat, the airplane will be maneuvered back onto its original flight path and ATC advised. Resolution Advisory (RA) • An RA provides the crew with a recommended course of action in order to avoid what is now an established threat. The required vertical maneuver should be initiated immediately. • When an RA and ATC instructions conflict, the RA shall be followed.

3. Operation TCAS/ACAS is to be switched on and used for the duration of all flights unless it has become unserviceable and the MEL permits it to remain so.

4. Operator's Manual For further information refer to the TCAS Operator's Manual.

5.17 Windshear

1. General

Windshear is a sudden, dramatic change in wind speed and/or direction that occurs over a very short distance at any altitude in the vertical and/or horizontal plane. Windshear can take the form of updrafts. Downdrafts or extreme horizontal wind components. It can cause violent changes in vertical speed and altitude and a sudden loss or gain in airspeed. Windshear can be associated with convective activity, a jet stream, frontal crossing or during a low-level temperature inversion and should be avoided if possible. The most hazardous time to encounter windshear is during takeoff, approach and landing due to the close proximity of the ground. In the event of the wind changing from a headwind to a tailwind, or to a downdraft, the result could be an abrupt loss of airspeed, lift and altitude.


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The recommended method for windshear reporting is to state the loss or gain of airspeed and/or altitude experienced.

2. Recovery Refer to the Citation 525 Series AFM, Maneuvers and Procedures and the training guidelines by Flight Safety.


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5.18 Emergency Landing/Ditching

1. General

Refer to the AFM, Section III Operating Procedures and the Pilots’ Abbreviated Checklist Emergency and Abnormal Procedures.


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6 PERFORMANCE

1. General For performance information refer to the AFM, Section IV, Performance, Part 25 data.

7 FLIGHT PLANNING

1. General For information on Flight Planning refer to the Operating Manual, Section VII, Flight Planning and Performance.

8 WEIGHT AND BALANCE

1. General For information on weight and balance refer to the AFM, Section VI, Weight and Balance Data.

9 LOADING

1. General The airplane must be loaded in accordance with the Airplane Weight and Balance Manual and as placarded in the Baggage/Stowage Compartments.

10 CONFIGURATION DEVIATION LIST

1. General There is no Configuration Deviation List available for this aeroplane type.


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11 MINIMUM EQUIPMENT LIST

1. Publication The airplane manufacturer Cessna publishes the Master Minimum Equipment List (MMEL)

2. Location A copy of the BERMUDA DEPARTMENT OF CIVIL AVIATION approved Minimum Equipment List is located on board the airplane.

12 SURVIVAL AND EMERGENCY PROCEDURES

1. General For information on survival and emergency equipment, refer to the following documents: • AFM, Section II, Limitations, KOEL • Cessna 525 Series MEL

13 EMERGENCY EVACUATION PROCEDURES

1. General For information on emergency evacuation, refer to the following documents: • AFM, Section III, Operating Procedures • Pilots’ Abbreviated Checklist Emergency and Abnormal Procedures.

14 AIRPLANE SYSTEMS

1. General For information on aeroplane systems refer to the AFM, Section III, Operating Procedures (Normal), the Operating Manual and the guidelines from FlightSafety in the CITATIONJET 525 Pilot Training Manual.


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Basis for this issue of the Citationjet Model 525 MEL is the FAA approved MMEL from CESSNA MODEL 525 CITATIONJET and CJ1, CE-525

MEL REV: NO.

ISSUE DATE DATE

INSERTED SIGN

MMEL-REV. REF. NO.

REMARKS

00 01.Sept.10


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List of Effective Pages


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Approved by


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NOTICE GENERAL The Minimum Equipment List (MEL) provides an aid for flight crews and maintenance personnel in their effort to dispatch an aircraft on schedule from any station. The MEL takes into consideration the particular aircraft equipment, configuration and operational conditions, routes being flown and requirements set by Authority. The MEL is intended to permit operation of an aircraft, under specific conditions, with particular instruments, items of equipment or functions inoperative for a period of time until repair can be accomplished. Refer to "Repair Intervals (MEL Category)" below. The provisions of the MEL are applicable until the aircraft commences the flight, specifying the point at which the aircraft first moves under its own power. The MEL is based on the aircraft certification authority approved Master Minimum Equipment List (MMEL) and on the approved Aircraft Flight Manual (AFM) Configuration Deviation List (CDL) as well as on Company Requirements. The MEL is part of the OM B (chapter 11) and does not deviate from the OM B/MOM Limitations or Emergency Procedures or from any applicable Airworthiness Directive and will not be less limiting than the MMEL. By approving the MEL, Bermuda Department of Civil Aviation (BDCA) permits dispatch of the aircraft for revenue, ferry or training flights with certain items or components inoperative, provided an acceptable level of safety is maintained by use of appropriate operational and/or maintenance procedures, by transfer of the function to another operating component, or by reference to other instruments or components providing the required information. CONTENTS OF THE MEL The MEL contains only those items required by Operating Regulations or those items of airworthiness significance, which may be inoperative prior to dispatch, provided limitations, and procedures are observed. Equipment obviously basic to an aircraft airworthiness, such as wings, rudders, flaps, engines, landing gear, etc., is not listed and must be operative for all flights. It is important to note that: All items which are related to airworthiness of the aircraft and which are not included on the Minimum Equipment List are automatically required to be operative. Equipment obviously not required for safe operation of the aircraft, such as galley equipment or passenger convenience items etc. may not be listed. CRITERIA FOR DISPATCH (COMMANDER RESPONSIBILITY) MEL conditions and limitations do not relieve the commander from determining that the aircraft is in a fit condition for safe operation with specific unserviceablities. Any decision to continue a flight following a failure or unserviceability which becomes apparent after the commencement of the flight (the point at which the aircraft first moves under it's own power) must be subject of the commanders judgement and good airmanship. The commander may continue to make reference to and use the MEL as appropriate. The decision of the commander to have allowable inoperative items corrected prior to flight will take precedence over the provisions contained in


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the MEL. The commander may request requirements above the MEL, whenever in his judgement such added equipment is essential to the safety of a particular flight under the special conditions prevailing at the time. However, he shall never accept lower requirements. Whenever possible account has been taken in this MEL of multiple inoperative items. However, it is unlikely that all possible combinations of this nature have been accounted for. Therefore, when operating with multiple inoperative items, the inter-relationship between those items and the effect on aeroplane operation and crew workload must be considered. The MEL cannot take into account all multiple unserviceabilities. Therefore, before dispatching an aeroplane with multiple inoperative MEL items, it must be assured that any interface or interrelationship between inoperative items will not result in a degradation in the level of safety and/or undue increase in crew workload. It is particularly in this area of multiple discrepancies and especially discrepancies in related systems, that good judgement, based on the circumstances of the case, including climatic and enroute conditions must be used. The commander has to be aware of all operational and technical consequences of a failure concerned and has to ensure that the failure is adequately isolated or deactivated. For technical advice contact Maintenance Control Center. MAINTENANCE RESPONSIBILITY Close co-operation is required between flight crew and maintenance in order to determine the best course of action to be taken when a system or component failure has occurred. The decision of the commander to comply with the appropriate MEL requirement and to postpone maintenance activity will supersede any other intention. The maintenance responsibilities are as following:

- To make every effort to correct all technical irregularities as early as practicable and that the aeroplane be released from maintenance base in fully operational condition, including the items not required by the MEL.

- To inform the commander as soon as practicable, when it becomes evident that inoperative equipment cannot be made serviceable before schedule departure.

- To inform Operations Control when RVSM capability is affected or a major component is inoperative that could affect operations planning for further aircraft dispatch.

- To ensure that actual cause of failure has been definitely localized and isolated according to the appropriate procedures in the maintenance manual so as to be sure that the failure will not in any way affect the operation of other associated equipment, required for flight.

- To ensure that the Technical Log (Briefing Card) on board the aircraft contains special advises to the flight crew, as well as a detailed description of the inoperative equipment and information about the corrective action taken.

To placard in a suitable manner inoperative control(s), and/or indicator(s) when they are accessible to the flight crew in flight. If inadvertent operation could produce a hazard, such equipment must be rendered inoperative (physically) as given in the


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appropriate maintenance procedure published in the Dispatch Deviations Procedures. The relevant operational and maintenance procedures are contained in the Dispatch Deviations Procedures attached to the MEL.


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DEFINITIONS For the purpose of the MEL, the following definitions shall be applied:

- Visual Meteorological Conditions (VMC) and Instrument Meteorological Conditions (IMC) refer to actual visibility expected in flight, and not to type of flight plan filed.

- "Day operation" means a flight conducted from the point of take-off to landing between 30 minutes before sunrise and 30 minutes after sunset.

- " Icing conditions" means the atmospheric environment is such that ice can form on the aircraft or engines.

- "Extended overwater flights" means flights at a distance of more than 400 nautical miles away from an emergency landing possibility.

- RVSM means Reduced Vertical Separation Minimum.

- B RNAV means Basic Area Navigation.

- P RNAV means Precision Area Navigation.

- MNPSA means Minimum Navigation Performance Specification Area.

- A "M" symbol means that maintenance action according Dispatch Deviations Procedures (DDP) is required when operating with the listed item inoperative. If no periodicity is defined in the Remarks Column of the MEL, maintenance action is a one-time action to be accomplished before the first flight under relevant MEL item (e.g. a deactivation procedure). Otherwise, this is a repetitive action. In this case, periodicity of the maintenance procedure is defined in the Remarks Column of the MEL item. The maintenance action may only be carried out by an approved EASA145 maintenance organisation and in accordance with the Aircraft Maintenance Manual (AMM). Maintenance action should be confirmed by an aircraft log entry.

- An "O" symbol means that a specific operation procedure according DDP must be accomplished by the flight crew.

- Items written in "italic" fonts indicate systems or components which are handled in a more restrictive manner than specified by the MMEL. Refer to "Procedures for Operation outside the MEL/MMEL (Special Permissions)" below.

- A dash (-) in the column 3 and 4 indicates a variable quantity.

- An asterisk "*" requires inoperative equipment, component, system or function to be placarded in the cockpit.


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- The letters "A" (alteration) "N" (new or revised) "D" (deleted) on the edge of that page indicate a revision.

- Where items or parts of items of the MMEL are deleted a "DEL" is set. - As a general rule in the MEL, the word "light" means not only the bulb itself but

also the whole light system e.g. monitoring circuit.

- "Inoperative" means a system and/or a component malfunction to the extent that it does not accomplish its intended purpose and/or is not consistently functioning within its designed operating limit or tolerance.

RECTIFICATION INTERVAL CATEGORIES (MEL CATEGORY) The Operator and the Continuing Airworthiness Manager must ensure that defect rectification or repair of inoperative systems or components, deferred in accordance with the MEL, is accomplished at or prior to the repair time required by the following letters given in the RECTIFICATION INTERVAL column of the MEL: A) Items in this category shall be repaired either before the next flight or within the time interval specified in the remark column. Where a time period is specified it shall start at 00:01 on the calender day following the day of discovery. B) Items in this category shall be repaired within three (3) consecutive days (72 hours) excluding the day the malfunction was recorded in the Technical Log. C) Items in this category shall be repaired within ten (10) consecutive days (240 hours) excluding the day the malfunction was recorded in the Technical Log. D) Items in this category shall be repaired within hundred-twenty (120) consecutive days (2880 hours) excluding the day the malfunction was recorded in the Technical Log. MANAGEMENT OF MEL TIME LIMITS Every effort shall be made by the maintenance to reactivate the inoperative system or component after the flight or as early as practicable but not later than the time interval specified by the letters A, B, C or D. Maintenance is responsible for planning the necessary ground time in order to repair the respective deficiency. In unusual circumstances where the repair time limit described above cannot be met, one extension of the repair time limit may be granted if:

- The aircraft is not available at the repair station at the planned repair date due to a technical problem or due to an operational reason enroute.

- The required spare part is not available. Note: For A-items no extension is allowed. Whenever a MEL time limitation overrun is unavoidable, a "MEL Rectification Interval Extension" form must be filled in. First, maintenance has to do a technical problem


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analysis and can then grant one extension by signing the "Permission" field on the "MEL Rectification Interval Extension" form. Bermuda Department of Civil Aviation (BDCA) has to be notified by the Continuing Airworthiness Manager with a monthly summary of all extension granted.


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MEL APPROVAL The MEL is established by Aerojet. The Continuing Airworthiness Manager, signing the list of effective pages certifies that the MEL does fully comply with all the requirements of Bermuda Department of Civil Aviation (BDCA) MMEL/MEL and current MEL Guidance Material issued by the Authority. The BDCA approval on the list of effective pages certifies the compliance with national regulations and policies of those items deviating from the MMEL where these are marked as such.


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1. SYSTEM AND SEQUENCE

NUMBERS

ITEM

2.

RECTIFICATION INTERVAL

3. NUMBER INSTALLED

4. NUMBER REQUIRED FOR DISPATCH

5. REMARKS OR EXCEPTIONS

21 AIR CONDITIONING

1. Flow Control Valve C 1 0 May be inoperative provided: a) Flight is conducted unpressurized, b) Cabin Pressurization Air Source Select switch

remains in FRESH AIR or OFF, c) All other components and functions of the

pressurization system operate normally, and d) Crew and passengers comply with any

applicable oxygen requirements. OPERATIONAL PROCEDURES

1. Start both engines and turn off the Air Cond and Defog switches and select manual COLD.

2. Select BOTH position on Air Source Select switch.

3. Press and hold the EXER button on display face of Cabin Pressurization Controller for two minutes and observe Cabin Differential Pressure Gage.

4. If Cabin Differential Pressure Gage remains constant the Flow Control Valve has failed in the closed position.

5. Place an “INOP” placard next to the Air Source Select switch.

6. Make appropriate entry on discrepancy report.

2. Air Source Shutoff Valves C 2 1 May be inoperative provided: a. The affected air source shutoff valve is verified

failed in the b. closed position, and

c. All other components and functions of the pressurization system operate normally.

OPERATIONAL PROCEDURES

1. Start both engines and turn off the Air Cond and Defog switches and select manual COLD.

2. Select left and right sources independently on Air Source Select Switch.

3. Press and hold the EXER button on display face of Cabin Pressurization Controller for t minutes and observe Cabin Differential Pressure Gage.

4. If Cabin Differential Pressure Gage remains constant the Air Source Shutoff Valve has failed in the closed position.

5. Place an “INOP” placard next to the Air Source Select switch.

6. Make appropriate entry on discrepancy report.


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1. SYSTEM AND SEQUENCE

NUMBERS

ITEM

2.

RECTIFICATION INTERVAL

3. NUMBER INSTALLED

4. NUMBER REQUIRED FOR DISPATCH

5. REMARKS OR EXCEPTIONS

21 AIR CONDITIONING

3. Emergency Pressurization Solenoid Valve

C 1 0 (O) May be inoperative provided the Emergency Pressurization System Solenoid Valve is verified closed. OPERATIONAL PROCEDURES

1. Move the airplane to suitable runup area. 2. Set parking brake. 3. Start one engine and adjust power to 75 % N1. 4. Open windshield manual control valves.

CAUTION: LIMIT GROUND OPERATION OF THE WINDSHIELD BLEED AIR SYSTEM TO FIVE SECONDS.

5. Position Windshield Anti-Ice Bleed Air switch to LOW.

6. Verify audible air flow to windshield bleed air nozzles.

7. Close windshield manual control valves. 8. Verify no audible air flow. 9. Position Windshield Anti-Ice Bleed Air switch to

OFF. NOTE: It may be necessary to slightly open and then close again the manual valves after the anti-ice switch is turned OFF to prevent W/S AIR O'HEAT annunication.

10. Shut down engine. 11. Place a placard adjacent to the Air Source

Select switch stating: "EMER PRESS INOP." 12. Make appropriate entry on discrepancy report.

4. Windshield Anti-Ice Flow Control and Shutoff Valve

C 1 0 (O) May be inoperative provided:

a) The windshield anti-ice flow control and shutoff valve is verified closed, and

b) The flight is not conducted into known or forcast icing conditions.

NOTE: Defog capabilities may not be sufficient when temperature/dew point spreads are less than 10° C (5° F).

NOTE: Emergency pressurization will be unavailable. 1. Start both engines. Ensure windshield bleed air manual valves are closed.

Documents

OMB CITATIONJET Model 525 EASA STANDARD …files.fliegerweb.com/AeroJet_OMB_VP525_Formatiert_Mi… · · 2017-12-15EASA Standard Operating Procedures, OMB 4. October 2017 1