balticjet om b hs 125

OM Part B (HS-125)Chapter 2 – Normal Procedures

CHAPTER 2 – NORMAL PROCEDURES

2.1. OPERATING PROCEDURES

2.1.1 The procedures make full use of aircraft technology, whilst ensuring that both flight crew members are aware of the duties and workload of all other crew members. This is especially important in two pilot crew operations.

2.1.2 Standard Operating Procedures (SOPs) are established to provide guidelines for the crew to operate together as a coordinated team. They have been developed using information and experience from various sources, including aircraft manufacturers, other operators, and recommendations from flight crew, the CAA and other competent authorities.

2.1.3 The procedures set out a sequence of activities designate the crew member to accomplish them, and furnish brief explanations where these are considered necessary.

2.1.4 These procedures should be read in conjunction with the detailed checklists and normal procedures, which follow later in this section and emergency, and abnormal procedures. It is important that company procedures are followed to ensure a well coordinated, safe and efficient flight operation.

2.1.5 A Commander has the authority to vary the procedures, but only when circumstances so necessitate. If circumstances necessitate deviation from an SOP, both pilots should be briefed accordingly stating that it is ‘Non Standard item’.

2.1.6 Any crew member wishing to propose a new procedure or a change to an existing procedure, should submit that proposal in writing to the director flight operation, whilst continuing with existing SOPs. If the proposal is assessed as an improvement to present procedures it will be incorporated in the SOPs.

2.2. FLIGHT CREW ROLESIn this manual the following terms and abbreviations are used to define the operating status of the pilots.

Specification DetailsCommander Legal commander of the aircraft who must be a Captain.

Where two Captains are flying together, it is the captain designated as commander.

Captain A pilot who is acting as captain through the flight.First Officer A pilot who is acting as a first officer through the flight.Pilot flying (PF) The pilot handling the aircraft at the time – i.e.

controlling the flight path either manually or through the


autopilotPilot monitoring (PM) The pilot not handling the aircraft at the time.CM1 (crew member 1) The pilot occupying the left hand seat.CM2 (crew member 2) The pilot occupying the right hand seat.

2.3.CREW RESOURCE MANAGMENT (CRM) AND CREW CONCEPT

2.3.1 CRM is the effective utilization of all available resources, such as crew members, aircraft systems and supporting facilities, to achieve safe and efficient flight operations. All members of organizations involved in aeroplane operations, flight crew and cabin crewmembers, engineers, handling agents, etc., must work as a team to ensure safe and efficient operations. The aeroplane Commander must provide the direction for the team.

2.3.2 Flight crew have, like other professions, developed their own unique culture. Although pilots come from mixed and varied backgrounds, by creating an environment of cooperation and constructive dialogue, the Commander and the First Officer can establish and accomplish the common objectives.

2.3.3 As flight deck manager the Commander provides the leadership essential to coordinate all the actions necessary for a safe and efficient operation. He is responsible for keeping crew members informed at all times in order for them to carry out their duties effectively. Other crew members are responsible for the manner in which they interact with the Commander and with each other, so that decisions are made correctly and clearly.

2.3.4 Each pilot must be able to function with his flight deck colleague in a closely coordinated manner. This is achieved through the following:

• Cross Checks• Standardisation• Communication• Checklists

2.3.5 The importance of SOPs cannot be over emphasized, and it should be the aim of all Baltic Jet pilots to demonstrate a professional approach in both memorising and following the company SOPs. Periodic standardisation checks will be carried out.

2.4. CROSS CHECKS

2.4.1 All important tasks carried out by one pilot must be checked for error/mistake by the other pilot. To achieve this, the pilot making a change must inform the other pilot so he is aware of that change and a cross check can be made.

2.4.2 In many instances cross checks are achieved by the use of SOPs and Normal Checklists. Important items include:


• Airspeed, altitude and altimeter settings.• Aircraft configuration changes.• Navigation aid selections.• Headings and HDG bug selections.• Flight Management System selections.• Autopilot/Flight Director selections.

2.5. COMMUNICATIONS

2.5.1 Standardised callouts and phraseology in accordance with SOPs are essential to facilitate clear communications between crew members.

2.5.2 Using SOPs with standard callouts and phraseology reduces workloads, improves communications and makes for a more relaxed and professional interaction between crew members.

2.5.3 Good communication means listening to as well as speaking to the other crew member.

2.5.4 If no response to a standard (or deviation) callout is heard, the callout should be made (louder) a second time. If there is still no satisfactory response, the PM should suspect pilot incapacitation and be prepared to take control of the aircraft, announcing “My Controls”. During critical flight phases, e.g. take off & landing, if aircraft flight path is diverging from that desired, taking control before the second call may be required.

2.5.5 Communication with ATC should conform to ICAO standards.

2.6. CHECKLISTS

2.6.1 Checklists are separated into two types Challenge & Response and Read & Do checklists.

Read and Do Checklists.

– Cockpit Preparation (when accomplished by one pilot).– Securing.

The pilot reads the item from the checklist, accomplishes or verifies its status, and calls out the verified status of the item.


Challenge and Response Checklists.

Challenge & response checklists fall into two categories:1. Challenge & Response without a Flow:– Cockpit Preparation (when accomplished by two pilots).

2. Challenge & Response with a Flow:– Engine Start and Shutdown.– All checklists between After Start and After Landing inclusive.

In this context a flow is considered to be the items of the Baltic Jet Normal Checklist. PF will call for the checklist – both pilots will complete the appropriate items of the flow silently and when the flow is complete, PM reads the checklist.

PF, PM, LP and/or RP verifies the item is correctly completed and makes the correct response.

The flow and all responses for these checklists must be memorised by the flight crew.

2.6.2 Normal checklist responses are to be memorized by flight crew.

2.6.3 PF will request a checklist by announcing its title e.g. “After Start Checklist”, “Descent Checklist”, etc. The request for a “Checklist” initiates accomplishment of all associated procedure items.

2.6.4 The Checklists are read (including the title) by PM. Pilots will respond as indicated. The reader must confirm that the correct response to each challenge or action is achieved before proceeding to the next item. It is the reader’s responsibility that all recall and response items and actions are accomplished before advising “CHECKLIST COMPLETED”.

2.6.5 Items in a checklist may be deferred. If the actual configuration of an item is not in accordance with the checklist, corrective action shall be initiated before moving to the next checklist.

2.6.6 Pilots must not annotate or personalize a company checklist.

2.6.7 Checklist items may be annotated with LP, RP, PF, PM or B (Both), indicating which pilot responds to the item. Where an item is marked “B”, PF normally answers first.

2.6.8 Abnormal checklists are ‘Read and Do’ checklists. Accomplishing Abnormal and Emergency checklists differs from accomplishing normal procedure checklists in that the pilot reading the checklists states both the challenge and response when challenging each item.


In case of an emergency situation accomplish the Emergency Checklist first, then the Normal Checklist and then the Abnormal Checklist unless otherwise directed by the QRH.

In case of an abnormal situation finish the normal checklist first, and then accomplish the Abnormal Checklist.

2.7. CREW COORDINATION

2.7.1 CONFIGURATION CHANGES

Configuration changes should be made in accordance with the following procedure:

Pilot Flying (PF) Pilot monitoring (PM)Calls item to be changed. Then what it has to be changed to, e.g.:

1. “Flaps 15”.4. “Checked”5. “Gear Down”8. “3 Greens Confirmed”

Verifies speed within limits, repeats the instruction then makes selection and calls, e.g.:

2. “Speed checked, Flaps 15”3. “Flaps 15 set”.6. “Speed checked, Gear Down”.7. ”3 Greens”

Crew will then check that the selected status is achieved.

2.7.2 USE OF AIR BRAKES

PF should advise PM whenever air brakes are in use (e.g. “Airbrakes extended”). PF should also keep his hand on the airbrake lever whenever practical when they are in use.

2.7.3 AUTOPILOT/FLIGHT DIRECTOR MODE CHANGES

Both pilots must at all times be aware of the engaged and/or armed pitch/roll mode and autopilot engaged/disengaged status.

To facilitate this, all PFD annunciation changes must be called out by both pilots (except in the specific case of resetting ASEL – refer Section 2.10.2).


Mode selections should be made as follows:

Autopilot engaged

Pilot Flying (PF) Pilot monitoring (PM)Selects and calls the name of the button when he pushes the button.

Calls PFD Annunciation change e.g.: Presses the button and calls:

1. “NAV” (the name of the button)3. Checks the localizer armed onthe PFD and calls “Localizer armed”5. As soon as the localizer is captured on the PFD he calls “Localizer Captured”

Checks PFD and calls change as seen.

2. Verifies the button pressed – calls “Checked”.4. Verifies the localizer is armed and confirms by calling “checked”6. Verifies the localizer is captured and confirms by calling “checked”

Autopilot not engaged

Pilot Flying (PF) Pilot monitoring (PM)Calls for new mode.

1. “LNAV Mode”.3. Verifies PFD – calls “Localizer armed”.5. As soon as the localizer is captured on the PFD he calls “Localizer Captured”

Selects and calls the name of the button when he pushes the button:

2. Selects LNAV button, calls “LNAV” when pressing the button4. Verifies the localizer is armed and confirms by calling “checked” and aligns the heading bug.

Note 1: Unexpected or undesired mode changes must be called.Note 2: If the selected mode fails to engage and there is no associated PFD Annunciation change, it should be called by either pilot e.g. “NO LNAV”.Note 3: Automatic mode changes, e.g. when capturing an altitude/FL will normally be called by PF first, then verified by PM or undesired FMA changes will normally called by PF first, then verified by PM.

2.7.4 HANDING OVER / TAKING OVER CONTROL

When aircraft control (PF duties) is transferred between pilots, the callout “You have control” should be made by the pilot who is handing over control. The callout “I have control” should be made by the pilot taking control. The Captain may, at any time, assume control of the aircraft from the other pilot by calling “I have control”.


2.8. ALTIMETER PROCEDURES AND CHECKS

2.8.1 QNH will be set on all 3 Altimeters for take\off and landing. Exceptionally, in some Countries (Russia, China) and at some Military Airfields (UK) QFE is used procedurally, in which case QFE should be set on the PF and PM Altimeters with the QNH on the standby altimeter.

2.8.2 Whenever the subscale of either the Captain’s or the First Officer’s Altimeter is changed, the PF should call ‘Altimeter Check’. PM responds in the manner set out below.

2.8.3 During climb, all 3 Altimeter sub\scale should be changed to standard when instructed to climb to a Flight Level, or when passing Transition Altitude, except the SBY altimeter, which should remain set to QNH until above MSA.

During Descent both main Altimeters should be changed to QNH when instructed to descend to an Altitude (or when passing Transition Level in North America).

Note: The Standby Altimeter may be changed to QNH when destination weather is received, normally before top of descent.

2.8.4 Both pilots should verify that both main Altimeters are set to the same subscale setting and are indicating the same altitude.

PM should confirm the verification using the following format:

Pilot Flying (PF) Pilot monitoring (PM)1. “Set QNH, Altimeter Check”. 2. PM – “QNH XXXX set, passing XXXX feet

(current altitude) climbing (or descending) XXXX feet” (assigned altitude).

OR

Pilot Flying (PF) Pilot monitoring (PM)1. “Set Standard, Altimeter Check”. 2. PM – “Standard set, passing Flight Level XXX

(current FL) climbing (or descending) Flight Level XXX” (assigned FL)

Note: In the event of a discrepancy between the main Altimeters, the standby Altimeter should be used to determine which main Altimeter is correct.


2.8.5 1,000 ft from assigned altitude/FL, PM will call “Approaching XXX FT / FL XXX”. PM responds “Checked”.

– Two or one finger(s) as appropriate may be substituted when radio traffic prevents the calls. The PF responds with “Check” or thumbs up.

– On capturing selected altitude/FL, PF calls “ASEL green” and “ALTS green”. PM responds to both with “Checked”.

2.8.6 An additional Altimeter check will be carried out during an instrument approach.Passing a specified position, which is briefed during the approach briefing on the final approach (Outer Marker Check) the PF will call “Outer Marker”. PM checks silently the fix altitude on the approach, ILS/VOR frequency and inbound course.If all of these are satisfactory, PM will confirm by calling “Minimum XXXX ft, Outer marker Check Completed”. If one of the parameters is not set accordingly PM will call e.g. “100 ft high”

PF must monitor closely and respond with “CHECK”. If the discrepancy cannot be resolved, initiate a Go\Around.

2.8.7 Before entering RVSM airspace, crew should ensure that the main altimeters indicate within 200 ft. of each other. The first RVSM check should be performed passing FL 150.

2.8.8 Set the Missed Approach Altitude on commencing final approach to DA (ILS or CDA NPA) or at altitude hold mode (circling approach).

2.9 CHANGING ALTITUDE (ASEL) SELECTOR KNOB

2.9.1 BEFORE FLIGHT

– When the ATC departure clearance has not been received or the initial cleared altitude/FL for departure is not contained within that clearance, the ASEL should be set to 9999.– As soon as the initial cleared altitude/FL for departure is received, either with the departure clearance or subsequently, that altitude/FL should be set and cross\checked.

2.9.2 DURING FLIGHT

The ASEL should be changed immediately upon receipt of an ATC instruction to climb/descend to a new altitude/FL:

A/P not engaged:– The PM will set the assigned altitude/FL and leave his finger in the area of the ASEL knob until:


– The PF verifies and calls “FL XXX checked” or “XXXX ft checked”.A/P engaged:– The PF will set the assigned altitude/FL and leave his finger in the area of the ASEL knob until:– The PM verifies and calls “FL XXX checked” or “XXXX ft checked”.

2.9.3 RATES OF CLIMB AND DESCENT

To prevent unwanted TCAS Resolution Advisories during climb and descent, rate of climb/descent should be restricted as follows:

– Within 2,000 ft. of assigned Altitude/FL:Maximum Rate of Climb or Descent 2,000 ft/min.

– Within 1,000 ft. of assigned Altitude/FL:Maximum Rate of Climb or Descent 1,000 ft/min.

2.9.4 Where a Vertical Speed (VS) or Pitch (PIT) mode is used to achieve the above, it is of utmost importance that both crew members closely monitor IAS throughout and be prepared to intervene immediately should an undesired reduction or increase of airspeed occur. In the event of any situation requiring a QRH action or Emergency/Abnormal Checklist, FLC mode should be used to guard against low or high speed events while distracted from normal operations.

2.9.5 Rate of descent (in 000’s of feet per minute) should not exceed height above terrain in 000’s of feet. e.g. at 2,000 ft AGL maximum rate of descent should be 2,000 ft/min, at 1,000 ft AGL maximum rate of descent should be 1,000 ft/min etc.

2.9.6 It is of vital importance that both crew members are aware of the current Minimum Safe Altitude (MORA, SSA or Min Radar Altitude as appropriate) at all times.During climb and descent, on passing each relevant MSA, PF will call “Passing MSA”. PM should respond “Check”.

The relevant MSA in this context is:– The MSA within 25 nm circle of departure/destination aerodrome (from the Jeppesen chart), and (if higher).– The highest MSA from the OFP between the aerodrome and TOC/TOD.

2.10. USE OF AUTOPILOT (AP) AND FLIGHT DIRECTOR (FD)

2.10.1 The autopilot reduces crew workload and therefore enhances the crew’s ability to closely monitor the aircraft flight path. Maximum use of the Autopilot is therefore encouraged particularly in IMC and/or busy airspace.


2.10.2 Pilots are also required to maintain hand flying skills and preserve their athletic instrument scan. Clearly then, occasional hand flying with the autopilot disengaged at appropriate times is also to be encouraged.

2.10.3 Pilots are therefore expected to exercise good judgment in determining when it is appropriate to disengage the Autopilot and hand fly.

2.10.4 Similarly, Flight Director Commands should be closely followed. If the PF does not choose to follow FD commands then a more appropriate mode should be selected or the FD should be switched off.

2.10.5 If PF is not happy with the level of automation or there is a loss of situational awareness, he should revert to a lower level of automation.

2.10.6 Whenever the autopilot is engaged and the RA is alive, PF should have his hands on the control column and thrust levers.

2.11. FMS/CDU USE

2.11.1 To keep both pilots situationally aware and to promote good CRM, the PF should call for PM to make any FMS/CDU changes during climb and descent. The PM should make the changes as instructed and execute (if appropriate to FMS type) after confirmation by the PF.

2.11.2 FMS/CDU inputs should be kept to a minimum below 10,000 ft. or MSA.

2.12 “HEAD DOWN” ACTIVITIES

2.12.1 Pilots should, whenever possible, schedule “head down” tasks to low workload periods.

2.12.2 During taxi, emphasis should be on minimum “head in cockpit” time.

2.12.3 On short flights, particularly when the aircraft does not climb above FL100/ 10,000 ft., no entries are required in the OFP.

2.13. STERILE COCKPIT RULE

During critical phases of flight (e.g. during level off) and whenever below 10,000 ft., below MSA or climbing above optimum Flight Level, flight crew should not participate in activities or conversations, other than those required for the safe conduct of flight.


2.14. AIRCRAFT LIGHTING

2.14.1 Interior During the hours of darkness, Cockpit & Instrument lighting should be set to achieve maximum visibility outside the cockpit, except during cruise, when lighting may be set as desired for comfort.

2.14.2 Exterior lightning during different period of operation:

Light When required Comes on Comes offNAV APU and/or Engines Are

running.Starting APU. (3) APU Shutdown. (3)

BEACON Engines are running. Before starting Engine. Commencing tow.

After engine shutdown

TAXI Aircraft in motion on ground. (1)

Parking Brake OFF. Cleared to Land.

10.000 ft climbing. Parking Brake On

STROBE On a Runway and in flight. (1)

When instructed to cross a Runway or Line up.

Runway vacated.

LANDING Take\off and Landing. Cleared for Takeoff. Cleared to Land.

After GEAR UP. Runway vacated.

PULSE Take\off, climb, approach,landing (1). Conflicting traffic (1).

Cleared to line\up. 10,000 ft descending. Conflicting traffic.

10,000 ft climbing. Runway vacated. Clear of conflicting traffic.

1. When in fog or cloud the situation may require the operation of these lights to be postponed or cancelled.2. A/C not equipped with PULSE, use LANDING/TAXI lights instead for collision avoidance.3. A/C with unserviceable APU – comes on before starting engine, goes off after engine shut\down.

2.15 OPERATIONS NOT AUTHORISED

2.15.1 Operations are not authorised when the following conditions are present during:

2.15.1.1 TAKE OFF

– Thunderstorm over the airport.– Hail falling at the airport.– Severe windshear reported on the T/O path.– Snow, ice or frost deposits adhering to the wings, control surfaces or engines.– Heavy fall of wet snow with ambient temperature around freezing point.– Freezing rain reported (heavier than LIGHT).


– The runway braking action is reported as Medium\Poor, with any reported braking action of 0.30 or less.

2.15.1.2 LANDING

– Thunderstorm over the airport.– Hail falling at the airport.– Severe windshear reported on the approach path.– Freezing rain reported (heavier than LIGHT).– Reported Braking Action is Poor, with braking coefficient of 0.30 or less.

2.16 STABILISED APPROACH CRITERIA

All flights must be fully configured and stabilised by 1,000 ft HAT in IMC and by 500 ft HAT in VMC, with the exception of circling approaches. An approach that becomes not stabilized below these altitudes requires an immediate go around.

An approach is stabilised when the following criteria are met:– The aircraft is on the correct flight path.– Only small changes in heading/pitch are required to maintain the correct flight path.– The aircraft is in the landing configuration.– IAS is between VREF and VREF + 20.– Sink rate does not exceed 1,000 fpm. If an approach requires a descent rate greater than1,000 fpm, it must be briefed.– Thrust setting is appropriate for the aircraft configuration and ambient conditions.– All briefings and checklists (with the exception of autopilot disengagement in the landing checks, which may be deferred to the minimum height approved in the AFM) have been completed.– After glide path intercept, or after the FAF, the PF requires no more than normalbracketing corrections (see Note below) to maintain the correct track and desired profile to landing within the touchdown zone. Maximum deviation is one dot on the glideslope or localizer. Level\off below 1,000 ft. HAT is strongly not recommended.

Note: Normal bracketing corrections relate to bank angle, rate of descent and thrust management. Recommended ranges are as follows:

– Operating limitations in the approved AFM may be more restrictive and must be observed.)– Bank angle: Maximum bank angle permissible during approach may be specified in the approved operating manual and is generally not more than 30°. The maximum bank angle permissible during landing may also be specified in that manual and may be considerably less than 30°.


– Rate of descent ± 300 fpm deviation from target.– Thrust setting is appropriate for the aircraft configuration and ambient conditions.– Overshoots: Normal bracketing corrections occasionally involve momentary overshoots made necessary by atmospheric conditions. Such overshoots are acceptable but frequent or sustained overshoots caused by poor pilot technique are not normal bracketing corrections.

Special approach procedures or abnormal conditions requiring a deviation from the above criteria must be briefed accordingly.

2.17 RADIO COMMUNICATIONS/HEADSETS

2.17.1 If either pilot is unsure of an ATC instruction, it must be queried immediately for verification.

2.17.2 Headsets must be worn:– When receiving ATC departure clearance via voice communication.– From engine start to engine shutdown except during cruise.– When listening to the VOLMET or ATIS and when communicating with the handling agentduring flight.– For HF communications.– At any other time at the Commander’s discretion.

2.17.3 When the headset is not used during cruise, the speaker volume should not be so loud that it disturbs the passengers.

2.17.4 The PM will usually request the ATC clearance and write it down on the company flight plan. Whenever possible, both pilots should be present when ATC delivers the clearance. After the clearance has been received, both pilots will review it, recheck the FMS and Flight Guidance Controller and amend the T/O briefing as necessary.

2.17.5 The PM will normally handle ATC communications.

2.17.6 121.5 MHZ should be monitored on the second VHF box during flight whenever possible.

2.17.7 If an air to air frequency is published for a region, e.g. the North Atlantic or Africa, it should be monitored whenever possible.

2.17.8 The ATC VHF frequency must be monitored at all times, except when ATC communications is via HF radio, when a SELCAL facility may be used, provided it has been checked as operating on the ATC frequency in use. If a Pilot wishes to go to Box 2, for example to call the handling agent or to write down the weather, the other Pilot should be informed beforehand.


2.18 MONITORING AND DEVIATION CALLS

2.18.1 In the event that the pitch angle of the aeroplane seems to be inappropriate the call “PITCH” is to be made by PM. This is particularly important on over rotation during take\ off, and during the flare on landing.

2.18.2 If the bank angle exceeds 30 degrees or is more than 10 degrees from the desired bank angle, PM should call “BANK”.

2.18.3 In the event of an airspeed discrepancy, PM should call “SPEED”. The limits beyond which the discrepancy should be called are:– Within 5 KIAS of the maximum allowable airspeed (VMO).– Outside \5 to +10 KIAS of a briefed or target airspeed.– During the final stages of an instrument approach, any speed outside VREF to VREF +20.During an approach in turbulent conditions, deviation from VREF may be used as an alternative method for calling an airspeed discrepancy, e.g. “VREF MINUS 10”.

2.18.4 If the heading deviates by more than 10 degrees from the required heading, PM should call “HEADING”.

2.18.5 If, in level flight, the altitude deviates by more than 100 feet, PM should call “ALTITUDE”.

2.18.6 During the final approach after passing 1,000 ft. AAL, should the aeroplane descent rate exceed 1,000 fpm the PM should call “SINK RATE”.

2.18.7 When established for an ILS approach in IMC, should the LOC indications exceed a half dot left or right, or G/S indications exceed a half dot high or low, a call by PM of “LOCALIZER” or “GLIDESLOPE” should be made.

2.18.8 When established for a non\precision approach (LOC/NDB/VOR/DME) in IMC, a call of “LEFT OF TRACK” or “RIGHT OF TRACK” should be made by PM if the QDM divergence is approaching the maximum error limit of 5 degrees on RMI needles.

2.18.9 PF actions on hearing a deviation callout will be to immediately make a correction, then respond “CORRECTING”.

2.18.10 It is a vital part of PM monitoring duties to bring a serious and continuing divergence to the notice of PF in the conditions and manner indicated above.

2.18.11 Nonetheless, a realistic application of these calls, particularly those, which are concerned with track or glide slope divergence, must be implemented to take account of whether PF has already commenced appropriate corrective action.


2.18.12 In the event that PF receives a warning he should immediately take action to return the aircraft to an acceptable condition. In the event that PF cannot see a reason for airspeed or attitude calls on his flight instruments, he must check the standby instruments. Only when it is confirmed that a safe airspeed or attitude is being maintained should the ASIs or ADIs be compared for discrepancy.

2.19. CONTINUOUS DESCENT APPROACHES

It’s Baltic Jet policy that approaches should be flown so as to maintain a continuous descent whenever it is safe to do so, in order to reduce ground noise and to minimise the environmental impact of aircraft operations.

2.20 BRIEFINGS

2.20.1 TAKE OFF BRIEFING

2.20.1.1 A take off briefing must be given by the PF prior to each take off. This briefing should be brief (suggested maximum of 2 minutes) and must be given at a time when both pilots can participate without distraction. At the Commander’s discretion, the items of a normal take off and a standard RTO may be omitted from this brief and be replaced by the term “Standard Company Take\off”. The items which should be specifically briefed on every take off are those items which are different, e.g. the flaps setting, SID, EFFRA, emergency turn and specific threats (windshear, terrain, etc.).

2.20.1.2 The SID must be read completely by both pilots together and the FMS, NAV source, modes and altitude selector settings must be verified.

4.20.1.3 Briefing should be conducted before engine start. If the ATC clearance has not been received, the expected clearance can be briefed and confirmed later. If the actual ATC clearance is not the expected one, a re-briefing is necessary.

2.20.1.4 Both pilots are responsible for ensuring that the aircraft can safely follow the SID or departure route assigned by ATC.

2.20.1.5 The full briefing should include at least the following:

Normal Departure:1. Weather conditions for T/O: use of anti-ice, WX-radar.2. V-speeds & Single Engine Pitch Attitude from Performance Data.3. Expected taxi routing.4. Take off Fuel, take off Mass, take off flap setting, TODA vs. TODR5. SID: cross-check with FMS, nav. aid settings, initial altitude or flight\level: verify altitude selector.6. Any non\standard procedures e.g. MEL items, NOTAMs, etc.


Emergency Briefing:1. Emergency on ground – actions.2. Rejected take-off:

– Before 80 kts: for any significant malfunction and/or activation of the Master Warning/Caution System.– Between 80 kts and V1: only for any fire warning, engine failure (confirmed by 2 parameters), thrust reverser deployment, predicted wind shear warning (as installed) or if the aircraft is unsafe or unfit to fly.– Tasks of both pilots in case of RTO.

3. Engine failure procedure after V1:

– No action below 400 feet and normally not below EFFRA (except: gear retraction, silencing warnings (after verification) and actions necessary in the event of thrust reverser deployment). – Emergency Turn Procedure if required.– Return options or diversion to take\off alternate as appropriate. Consideration should be given to the possibility of an over\weight landing.

4. Any comments, questions or suggestions.

2.20.2 APPROACH BRIEFING

The approach briefing should be delivered prior to descent, ideally with ATIS received.

2.20.2.1 The PF gives the approach briefing

2.20.2.2 As a general guideline, follow the flow pattern given on the approach chart, which should cover the following items:– Landing fuel, Landing mass and Landing configuration, Landing Distance available vs. Landing Distance required.– VREF & VAPP speeds.– TOD point.– STAR and/or expected ATC instructions.– Type of approach and primary approach aid.– Transition level.– MSA and significant terrain or obstacle– Approach profiles and speed restrictions.– FAF and OM or substitute crossing altitude and/or DME distance.– DA/MDA.– Go\around procedure.– Missed approach procedure.


– Airport environment: approach lights, runway condition and slope, length and lighting, touchdown elevation.– Weather conditions and intended technique: anti\ice, crosswind, braking\action, Thrust\reversers.– Low visibility procedures, if applicable.– Expected taxi routing.– Crosscheck FMS arrival, waypoints and radio NAV setup.– Relevant NOTAMs.– If diversion to alternate becomes likely: check latest weather and runway in use, FMS routing and fuel required.

2.21. PHASE OF FLIGHT PROCEDURES AND CREW CO-ORDINATION IN GENERAL

2.21.1 The following allocation of duties is specified for the workload associated with normal operation. However, the Commander must assess any exceptional workload associated with non standart conditions and assign revised duties as necessary.

2.21.2 When the aircraft is stationary, switch selections on the Lower Instrument Panel in response to checklist items are normally made by the pilot on whose side of the cockpit the particular switch is located. The PF makes switch selections on the Pedestal. When the aircraft is moving, the PM should make all switch selections on the lower Instrument panel and pedestal.

2.21.3 It will be appreciated that some items associated with basic airmanship may be relevant to any phase of operation and therefore may not be included in a checklist.

1. Seat adjustment, safety belts and shoulder harnesses:– Seats and rudder pedals should be properly adjusted by both pilots in order to allow full control of the aircraft at all times that the aircraft is moving. Particular attention should be given to rudder pedals and the movement required for full rudder deflection. Shoulder harnesses may be removed in the cruise, but must be refitted prior to the top of descent.

– Shoulder harnesses may be removed in the cruise, but must be refitted prior to the top of descent.

2. Cockpit Lighting:– Set as desired in accordance with Section 4.14.1.

3. Weather Radar:– Should be on and correctly adjusted when in cloud or poor visibility, at night and in VMC if convective weather is observed or forecast in the area. Forced standby mode should be overridden and the departure route examined before take\off if there is any suspicion that hazardous weather may exist on departure.


– Ensure that the weather radar is turned off (or to standby) after landing to avoid injury to personnel or damage to equipment.


4. Anti-ice systems:

– Anti-ice systems should be turned on prior to operating in icing conditions. Icing conditions exist when the temperature is between a +10°C and a SAT of -40°C and visible moisture in any form is present (e.g. cloud, rain, snow, sleet, ice crystals, or fog with visibility of 1 mile (1500 metres) or less). Additionally, pilots should be aware that, particularly in the vicinity of thunderstorms, icing may also occur within high level clouds at temperatures well below -40°C. The use of anti-ice systems should be considered in these conditions.

– If using Wing & Stabiliser Anti-Ice for take-off, the WING/TAIL rotary switch should be selected to 10 minutes, at least 2 minutes prior to selecting takeoff thrust, to ensure full ice protection. At very low temperatures (-28°C or less), ice crystals can exist in the atmosphere but do not present a hazard. If the airframe ice protection system is used at these low temperatures, the water/alcohol content of the fluid will evaporate, leaving solidified glycol which, together with the impinging ice crystals, can give the appearance of ice. Use of the airframe ice protection system under these conditions is not advisable. Therefore, operation of the WING/TAIL ANTICE timer switch should be limited to the priming procedures with additional use in flight only when weather condition warrant.

– Minimise the duration of icing encounters as much as practical.– Do not hold in icing conditions with flaps extended.– Be aware that the increased engine idle schedule with anti\ice systems on willincrease descent distances. The use of spoilers may be required to ‘make it fit’.

2.22 PRE FLIGHT

2.22.1 CREW COORDINATION – PRE FLIGHT

Captain First officer1.Coordinate flight with Baltic Jet operations & Handling Agent.2.Confirm Flight Plan, Over Flight Clearances and expected number of passengers.3. Check weather & NOTAMS with F/O. Decide Fuel load.

1. Obtain and check weather, NOTAMS for route including any possible diversion airfields.

All allocation of pre-flight duties is entirely at the discretion of the Commander.


2.23. PRE DEPARTURE

2.23.1 CREW COORDINATION – PRE DEPARTURE

Arrival at aircraft.

Pilot flying (PF) Pilot Monitoring (PM)1. Co-ordinate duties with PM to prepare aircraft for service.2. Prepare Aircraft interior for flight including a check of cockpit Emergency Equipment.3. When ready to power up aircraft, complete checklists appropriate to circumstances.4. Initialize & enter route into FMS.5. Set up radio aids & Flight Guidance6. Controller for expected departure.5. Calculate Take-off Mass and Performance Data prepare a manual loadsheet as required.6. Check Take-off speeds in the MCDU.7. Check validity of NAV database andElectronic Jeppesen charts.

1. Carry out external inspection.2. Supervise refueling operation and other services.3. Liaise with handling agent regarding passenger arrival at aircraft.4. Assist with the Pre Flight Checks. Meet and greet the Passengers.5. Prior to closing the main aircraft door, carry out a final 360° walkround to ensure:– Aircraft is clear of all ground equipment.– All gear pins and blanks are removed.– All chocks are removed.– Aircraft is visibly in a flyable condition.6. Close doors, check latch pin sight windows.7. If flight accomplished without FA, brief passengers:– Emergency exits, cabin signs and emergency lights.– Seat belts, life jackets and dropout oxygen. – Smoking restrictions.– Armchairs locked fore/aft (headrests raised on aft\facing seats), seat backs upright and armrests raised. Folding tables stowed.– Telephones and portable electronic equipment.8. Crosscheck Take-off Mass, Performance Data or Manual loadsheet.

Doors closed.

Pilot flying (PF) Pilot Monitoring (PM)1. Check and set flight instruments.2. Monitor ATC clearance.3. Brief PM for departure.4. Call for, action & respond to appropriate items of ‘ENGINE START’

1. Monitor ATC clearance and obtain ATC clearance.2. Display Airport chart on DU2 and Departure chart on DU3.3. Read & check for response to appropriate


checklist as appropriate.5. Complete the flow and call for the ‘AFTER START’ Checklist.

items of ‘ENGINE START’ Checklist.

Pre Departure:

– Allocation of duties is entirely at the discretion of the Commander.– Do not operate electrical equipment especially HF radio and weather radar whilstrefueling.– Landing gear pins should not be removed until the aircraft is parked in its finaldeparture position on the ramp. The pins must all be removed by one pilot, shown to the other pilot and acknowledgement received that the appropriate number of pins have been removed.– Before starting engines immediately prior to departure, both pilots must be in their respective seats, with all doors closed. – During engine starting, callouts should be restricted to those necessary for confirmation that the engine is performing normally. Closely monitor all engine parameters during engine start. Place thrust lever to CUT OFF if any parameter rapidly approaches or exceeds its limit. If PM sees a problem with an engine while it's being started, he should call “STOP”.– Check speeds – V1, VR, V2 on the FMS. Speeds can be extracted from Flight Manual or, if not runway or obstacle limited, from the QRH.– Flight Director modes for take off are pre-selected NAV with HDG (Heading Select mode with heading bug set to runway heading). Ensure the AP/FD transfer white arrow is selected to the PF side. When the ATC cleared SID is in the active FMS Flight Plan (FPL), FMS NAV mode may be armed prior to takeoff.

2.24. TAXI

2.24.1 CREW COORDINATION – TAXI

CM1 CM21. Confirm cleared taxi routing on Airfield Layout chart.2. Turn on taxi lights.3. Taxi forward & gently check brakes and steering.4. When well clear of hazards check thrust reversers and flight instruments including source selections, RMI needle selections, FD modes and AP/ FD L/R arrow.5. Call for the “TAXI” Checklist and respond to appropriate items of the checklist.

1. Obtain taxi clearance. (Switch on transponder if required at particular airfield.)2. Check cleared routing on airfield layout chart.3.Gently check brakes when instructed by CM1.4.When well clear of hazards check flight instruments including source selections, RMI needle selections, FD modes, AP/FD L/R arrow and ESIS.5. Complete the flow, Read & Respond to appropriate items of “TAXI” checklist.


6. Review take-off briefing.

When instructed to line up on departure runway:1. Call for the “LINE UP” checklist.2. Complete the flow and respond to3. Line A/C up on centerline.

1. Complete the flow and read & respond to appropriate items of the “LINE UP” Checklist.

Taxi instructions:

– Taxiing is a critical phase of operation and must be treated as such. Both pilots must keep a good lookout at all times. Non-essential activities must be avoided. If any doubt whatsoever exists as to the clearance or present position the aircraft must be stopped immediately and verification sought.– When maneuvering in a confined space, bear in mind that with maximum nose wheel deflection, the wingtip describes an arc significantly greater than the nose wheel.– Never cross red stop bars unless specifically instructed to do so by ATC.– Taxiing on one engine is not permitted.– Running of checklists must not be carried out within the ramp area and must be suspended, with total attention given to lookout, when crossing an active runway.– When the flight instruments are checked during taxi, the instruments on both sides should be checked by the PM, with a final quick confirmation by the PF.– Maximum taxi speed is 30 kts. in a straight line, 15kts. in a turn of up to 90° and 10kts. in a turn of 90° or more.– Enter turns slowly for passenger comfort and to avoid tire scrubbing.– Use brakes and steering gently – anticipate braking requirements in good time.– If Weather Radar is required on the ground, ensure that no personnel are within 2 ft radially from the nose of the aircraft and that no large metallic objects (including aircraft) are within 100 ft. (30 metres) of the nose.– The take off briefing review during taxi is not intended to be an extended repeat of the original briefing.

2.24.2 TAXI DURING LVO

Great care must be exercised whilst taxiing in low visibility conditions. Checklists and briefings should only be completed when the aircraft is stationary. The taxi checks should be completed, as far as possible, before commencing taxi from the ramp. Do not hesitate to stop and call for a “follow me” if there is any uncertainty about your position. ATC will usually be unable to see the aircraft so keep them updated of your position especially when entering and vacating active runways.


2.25. TAKE OFF

Refer to Annex 2.A.1 for take off profile.

– The normal flap settings for take off are 0° or 15°. The second segment climb requirements may require take off with flaps 15°.– Use of reduced take off (assumed temperature/flex) thrust is prohibited on HS125. – When take off is planned from a runway where ATOM is close to RTOM or other special performance considerations exist, the aircraft Commander may elect to be PF.

2.25.1 CREW COORDINATION – TAKE OFF performed by CM1

CM1 CM2Clearance for “take off” received from ATC

1. Advance thrust levers smoothly towards take off thrust and call “TAKE OFF THRUST SET”.

1. Switch on L and R LDG LTS. Start elapsed time clock.2. Set and check take off thrust settings.3. Respond with callout “THRUST CHECKED”.

Note: After take off thrust is set, the CM1 hand must be on the thrust levers until V1.2. Maintain directional control by tiller until 80 kts.

4. Monitor directional control and engine instruments. Call “SPEED ALIVE” and “EIGHTY KNOTS”.

3. Respond “CHECK” and continue control airplane using rudders.

2.25.2 CREW COORDINATION – TAKE OFF performed by CM2

CM1 CM2Clearance for “take off” received from ATC

1. Switch on L and R LDG LTS. Start time clock.2. Advance thrust levers smoothly towards take off thrust and call “TAKE OFF THRUST SET”.

1. Call “I HAVE CONTROL”. Eyes out.

Note: After take off thrust is set, the CM1 hand must be on the thrust levers until V1.3. Maintain directional control with NWS up to 80 kts. Eyes out. Position rudder appropriately for directional control.4. Call “SPEED ALIVE” and “EIGHTY KNOTS”.5. Slowly relax pressure on NWS to the

2. Take over rudder in present position after 80 kts.3. Respond “CHECK” and continue control airplane using rudders.


neutral position after 80 kts. Eyes in.


2.25.3 TAKE OFF CONTINUED

Pilot flying (PF) Pilot monitoring (PM)Call “V1” and “ROTATE”.

Monitor airspeed noting V1, Remove hand from thrust levers at V1.At VR rotate smoothly to approx. 12°.

Monitor airspeed noting V1, Remove hand from thrust levers at V1.At VR rotate smoothly to approx. 12°.

Call “GEAR UP”. Respond “GEAR UP”, Select landing gear lever UP – L & R LANDING LTS to OFF (if no PULSE).

Adjust pitch attitude to maintain V2 + 10\20. Call “FLC MODE, SET V2 + 20” or "VS".

Respond “FLC MODE”, Select mode as requested.

Climb at V2 + 20 KIAS (or as limited by body angle or ROC).Call all PFD mode changes.Min 600 ft AAL call for autopilot and/or yaw damper ON, (as desired).Min 800 ft AAL:Set MCT (or MCR as desired for body angle).

Select autopilot or yaw damper as called for by PF. Monitor flightpath & departure tracking.

Continue climb at V2 + 20 KIAS or selected ROC. Follow departure route using HDG or NAV mode.At 1,500 ft AAL:Call for or select (depending on autopilot engagement) “SPEED 200”.Call “SPEED CHECKED, FLAPS ZERO”.At not less than 3,000 ft, accelerate to 250 KIAS.When instructed to climb to a Flight Level, set main altimeter to Standard, call “SET STANDARD, ALTIMETER CHECK”.

Set main altimeter to Standard, respond “STANDARD SET, PASSING FL XX (current FL) CLIMBING FL XX” (assigned FL).

Passing MSA Call “PASSING MSA”.Set standby altimeter to standard after passing MSA.Call for the “AFTER TAKE OFF” Checklist, complete the flow and respond to

Respond “CHECK”.Complete the flow and read & respondto appropriate items of “AFTER TAKE\OFF” Checklist.


appropriate items of the checklist.At FL100/10,000 ft resume normal climb speeds.

Take off – general notes

– The call of “SPEED ALIVE” is intended as confirmation that both PFD air speed indicators are responding normally during acceleration. If they are not, the take off should be rejected.– The call of “80 KNOTS” is intended as a pilot incapacitation check.– Where a departure SID is predicated on ground based NAV aids, consideration should be given to– PM displaying raw data on his HSI, with VOR/DME/NDB/ course displayed. If the take off is carried out with this selected, the PM’s display must be returned to FMS/NAV/LNAV, as appropriate, when established en route.– Before entering any active runway, both pilots must visually check the approaches and runway to ensure they are clear.– Before commencing the take off roll, both pilots must visually check the take off and climb out paths.– Just prior to commencing the take off, the crew should mentally rehearse the rejected take off procedure.– If take off performance is critical, hold AC on brakes as long as practicable.– If Take off Run Available exceeds TORR by at least 300 ft. (100 m.) and obstacle clearance is not a factor, a rolling take off may be accomplished.– Rotation rate should be smooth and at approximately 3°/sec.– PM should verify at least two indications of climb (from Baro Alt, VSI or RADALT) before calling “POSITIVE CLIMB”. This is especially important after an engine failure.– After lift off, SYNC can be used to synchronize the FD bars to the A/C pitch attitude.– When desired, call for or select, (as appropriate to autopilot engagement status), FLC mode. When using FLC mode, exercise caution when increasing speed. If too large an increase is selected quickly, the A/C may descend. Increase IAS in increments to avoid this– On initial climb out, limit pitch attitude to 20° maximum.– Maximum demonstrated crosswind for take off – 30 kts.– Minimum height for autopilot engagement – 600 ft AGL.– On first contact with departure/radar frequency, call SID, passing altitude/FL and cleared altitude/FL.

2.25.4 TAKE OFF NOISE ABATEMENT

It is Baltic Jet policy to alleviate noise close to the aerodrome by using ICAO Noise Abatement Climb (NADP 2) whenever it is safe to do so.

This procedure involves a thrust reduction at or above the prescribed minimum altitude and flap retraction between the prescribed minimum and the prescribed maximum altitude.


The noise abatement procedure should normally not be initiated at less than 1,500 ft AAL. However, if thrust reduction is required below 1,500 ft AAL, the minimum is 800 ft AAL. The initial climbing speed to the noise abatement initiation point shall be not less than V2 + 10 kts.

On reaching an altitude at or above 800 ft above aerodrome elevation, adjust and maintain engine thrust to MCT. Maintain a climb speed of V2 + 10 to 20 kts. with flaps in the take off configuration.

At 1,500 ft. AAL, while maintaining a positive rate of climb, accelerate and retract flaps on schedule.

Figure 2.25.4.1 Noise abatement take-off climb — Example of a procedure alleviating noise distant from the aerodrome (NADP 2)

2.25.5 LVTO TAKE OFF

For general information refer to OM A Section 8.1.3.4 – Baltic Jet LVTO section description.

LVTO conditions are defined as being an RVR below 400 m. Take off is permitted with an RVR below 400 m provided both pilots have completed specific training.

The following limitations apply to LVTOs:


– Absolute minimum RVR for take off is 125 m. for HS-125 aircraft.– Take off is carried out by the CM1 who will normally act as commander. When an LTC acting as CM2 is in the right seat, it would normally be carried out by the CM1.– Aerodrome LVP must be in force.– Take off from a contaminated runway is prohibited.

The take off briefing, which should be completed whilst the aircraft is stationary, must include LVTO requirements (e.g. LVPs, take off alternate, airfield lighting, remote Cat II/III holding points and take off flap setting) and actions in the event of failure.

Take off should normally be carried out with the highest permissible flap setting, to minimize the take off run.

During line up, confirm that the aircraft is lined up on the centerline lights and check the compass heading and RAAS indications. ATC will usually be unable to see the aircraft so they should be updated with the aircraft position, particularly in the event of a rejected take off.

2.25.6 RTO – REJECTED TAKE OFF

Refer to abnormal procedures Section 3.2.3

2.26. CLIMB

2.26.1 CREW COORDINATION – CLIMB

Pilot flying (PF) Pilot monitoring (PM)On passing 10,000 ft./FL100. Call for the “CLIMB” Checklist, complete the flow and respond to appropriate items of the checklist.

Complete the flow and read & respond to appropriate items of ‘CLIMB’ Checklist.

Climb Notes

– Check for normal pressurization every 10,000 ft. during climb.– Set standby altimeter to Standard when above MSA.– Approaching assigned altitudes/FLs, restrict vertical speed as set out in Section 4.9.3– Particular care must be exercised when using Vertical Speed (VS) mode. Airspeed must be closely monitored and any undesired increase or decrease must be corrected promptly by adjusting VS. If the divergence is rapid and/or significant, be prepared to disengage the Autopilot and manually adjust Pitch Attitude.– All PFD Autopilot/Flight Director mode changes must be called by PF and acknowledged my PM as set out in Section 4.7.3– Turbulent/Rough air penetration speed is 230 KIAS (0.70 M).


2.27. CRUISE

2.27.1 CREW COORDINATION – CRUISE

Pilot flying (PF) Pilot monitoring (PM)Call for the “CRUISE” Checklist, complete the flow and respond to appropriate items of the checklist. Monitor A/C systems & fuel state at regular intervals during flight.

Complete the flow and read & respond to appropriate items of the “CRUISE” Checklist.Maintain ATC communication.

Perform routine panel sweeps. Work out the OFP. On reaching cruise FL and at least once every hour – check fuel remaining against flight plan fuel.Carry out and record altimeter cross checks at least every hour. Inform PF at any time that MSA exceeds 10,000 ft.

Prior to top of descent, ensure expected arrival runway, STAR and transition is entered into FMS. Ensure radio aids are set for expected approach. Calculate landing mass, enter VREF and VAPP in FMS.

Obtain weather reports for destination and alternate airports as requested by PF.

Carry out approach briefing, ideally before TOD. Set BARO MIN for approach on PFD.

Set standby altimeter to destination QNH.Check landing mass, check VREF and VAPP in FMS.

Call for the “DESCENT” Checklist, complete the flow and respond to appropriate items of the checklist.

Complete the flow and read & respond to appropriate items of the “DESCENT” Checklist.

Cruise notes:

– Maintain fuel balance using the WING FUEL, XFEED, and TRANSFER lever.– Throughout flight, all manually tuned radio aids must be identified before use.

See Annex 2.A.2, Annex 2.A.3 and Annex 2.A.4 for approach profiles.


2.28. DESCENT, APPROACH AND LANDING

2.28.1 CREW COORDINATION – DESCENT, APPROACH & LANDING

Pilot flying (PF) Pilot monitoring (PM)Descend using the VS or VNAV mode appropriate to the circumstances. Plan to be at 10,000 ft/250 KIAS/30 nm from touchdown.

Passing 10,000 ft. / FL100 turn on TAXI Lights.

When passing MSA call “Passing MSA”.On being cleared to an altitude, set QNH on main altimeter. Call “Set QNHaltimeter check”.

Respond “Check”. Set QNH on main altimeter, respond “QNH XXX set, passing XXXX ft. (current passing Altitude) descending XXXX ft. (ATC assigned altitude)”.

At appropriate time after QNH has been set, call for the “APPROACH” checklist, complete the flow and respond to appropriate items of the checklist.PF should mentally rehearse the go-around procedure.

Complete the flow and read & respond to appropriate items of the ‘APPROACH’ Checklist.

When desired, call for configuration changes as set out in Section 4.7.1.

Respond to PF calls for configuration changes as set out in Section 4.7.1.

When radio altimeter comes alive, call “RADALT ALIVE”.

Respond “RADALT ALIVE”.

On ILS approach the wording should be e.g. with Autopilot Engaged:1. Approach Mode” presses APPR button3. “LOCALIZER ARMED”5. ”LOCALIZER Captured” when LOC green.7. ”G/S Captured, MAP ALT set” when GS green and sets missed approach altitude on ALT preselect.

2. “CHECKED” verifies APPR button pressed.4. „CHECKED“ verifies LOC and GS white on PFD6. „CHECKED“ verifies Localizer green on PFD8. “CHECKED“ verifies GS green on PFD and MAP ALT set correct.

On an ILS approach passing the Outer Marker/OM substitute (previously briefed final fix) the wording should be as follows e.g.1. “OUTER MARKER” Checks silently:

– OM Altitude– Inbound course– ILS Frequency– DH(A) and if all correct calls:2. OM check completed

Respond “CHECKED”.Commence Go Around if any discrepancy cannot immediately be


resolved.When landing flap is set, call “Complete LANDING checks”, complete the flow and respond to appropriate items of thechecklist.

Complete the flow and read & respond to appropriate items of the LANDING checklist below the line.

Ensure that the stabilized approach criteria set out in paragraph 4.16 are met by 1,000 ft. AAL in IMC, or 500 ft. AAL in VMC. If not, commence a Go Around.

As soon as landing runway visual contact is established call “CONTACT”.

Confirms landing runway visual contact is established and calls “CONTACT”.1) 100 ft. above DA/MDA call “APPROACHING MINIMUMS”.

At DA(H) call “CONTINUE or GO- AROUND”If “GO-AROUND” perform go-around procedure and follow the missed approach procedure

If “CONTINUE”, continue approach and complete landing.

Smoothly return the Thrust Reversers to REVERSE IDLE/DEPLOY by 50 KIAS.

2) Respond “Checked”.

Continue to monitor instruments and visual reference calling attention to any deviations from the desired approach path.

Looking out and call ”CONTACT / NO CONTACT”

On Landing verify Spoilers and Thrust Reversers deployed.

Call “FIFTY KNOTS”.

2.28.2 Notes – Descent, Approach & Landing

Cabin Safety:On passenger carrying flights, the Commander must ensure that the passengers are briefed on the need for all armchairs to be locked in the fore aft direction (with headrests raised on aft facing seats), seat backs upright, armrests raised and all folding tables stowed.

Descent Speeds:Normally Mach 0.78/300 KIAS then 250 KIAS at 10,000 ft./FL100 and below. Turbulent air penetration speed is Mach 0.70 or 230 KIAS

Holding:Approach Speeds:– 180 kts clean is a comfortable holding speed at all weights however optimum holding speed for the aircraft mass is available from the POM.– Avoid holding in icing conditions wherever possible. If short holds in icing conditions are unavoidable, 230 KIAS is recommended speed.


– Do not hold in icing conditions with the flaps extended.– As a rule of thumb, 20 lb./minute is a conservative estimate of fuel burn whilst holding.More accurate tabulated figures are provided in the Holding section of the Pilot Operating Manual.

Approach speeds:

– Typically, ATC request a speed of approximately 210 KIAS during initial approach vectors. This phase can therefore be flown clean. On base leg/ closing heading as instructed by ATC (or prior to the intermediate approach phase during a procedural approach) slow to 180 KIAS. Prior to intercepting the glideslope or descent point extend landing gear, flap 15° and reduce to 160 kts. On glideslope intercept, extend flap 15° and reduce speed toV2 +25 KIAS. Landing flap must be selected and a stabilised approach speed must be established by 1,000 ft. AAL at the latest in IMC or by 500 ft. AAL at the latest in VMC.

– When ATC request a speed of (typically) 160 KIAS to 4 nm this may be flown with flap 15° or with gear down & flap 25° as dictated by weather conditions, particularly the headwind component on the day. Bear in mind that the A/C can be reluctant to slow down.

NPA based on VOR/NDB:Approaches which are based on a VOR or an NDB beacon (with or withoutDME) can be flown in one of 2 ways:

FMS Overlay – This is the preferred method. If the approach is in the FMS NAV Database, the approach can be flown in FMS mode (green needles), provided the beacon needle is displayed on the PFD. The approach in the FMS must be checked carefully against the approach plate for waypoint sequence, tracks, distances, altitudes and missed approach. Pilots are not permitted to change or add to the waypoints and if any of these are not correct, the approach cannot be flown. Final approach course tracking must remain within ± 5° of the centerline, as shown by the needle, or a missed approach executed. The vertical mode to be used is VS or VPATH and the altitudes against range checks must still be made. If an FMS navigation failure/error message occurs, the continued use of FMS mode should be considered. A reduction in navigational performance (e.g. no TERM or APP caption) does not necessarily render the approach unflyable. In some cases, the approach may be continued in raw data. If the beacon fails, the approach must be discontinued and go-around procedure performed.

Raw Data –this is flown without using the FMS. The final approach course must be set on the PFD and flown in NAV/HDG mode (VOR approach) or HDG (NDB approach) with the green needle displayed on both PFD and MFD. Final approach course tracking must remain within ± 5° of the centerline or a missed approach executed. The vertical mode must be VS as above. If the beacon fails, the approach must be discontinued.


Particular care must be taken when flying in countries, which are not WGS\84 mapped. In these countries, the FMS and NDB/VOR courses may not coincide. Tracking within ± 5° of the centerline, as shown by the needle, remains the ultimate criterion of correct tracking.Approach Speeds & Bugs:Bugs are set on the PFD as follows:

1. VAPP (approach climb speed). 2. VREF (for landing flap setting).3. Airspeed on approach should be stabilized at VREF + 10 for the landing flap setting

by 1,000 ft. AAL in IMC or by 500 ft. AAL in VMC.

Callouts:– The standard “500 FEET STABILIZED / NOT STABILIZED” in VMC or "1,000 FEET STABILIZED / NOT STABILIZED" in IMC call must be made on all approaches.– The standard calls of “APPROACHING MDA” 100 ft. before the MDA and “MDA” must be made on all briefed instrument approaches. The callout “APPROACHING MDA” may be skipped if both pilots confirm the landing runway insight confirming this by calling “CONTACT”.

VFR/Visual Approaches:– The minima for VFR and on circling approaches are given in OM A 8.1.3.2.– The configuration and speeds to be flown on a circling approach are shown at – Annex 2.A.4.

2.28.3 WIND GUST ADDITIONS

In strong and/or gusty winds, airspeed slightly higher than VREF is warranted. Unless otherwise specified in the Manufacturer's documentation, the following corrections to approach speeds should be applied:

Steady state wind speed 10 kts or less:– No adjustment is necessary.Steady state wind speed greater than 10 kts:– Add half the steady wind speed plus all the gust, up to a maximum of 20 kts.

2.28.4 CROSSWIND LANDING

– Maximum demonstrated crosswind for landing is 30 kts.

Crosswind landings are similar to those in other aircraft. Adequate aircraft control during take off and landing in a crosswind velocity of 30 kts. was demonstrated during certification tests of HS-125. Use the crab approach, then transition to a wing low, slipped drift correction prior to touchdown. Hold the upwind aileron into the wind through touchdown and track the centerline on the rollout. During the landing roll, keep the wings level by using aileron as


required. The spoilers, when deployed, destroy lift and make the brakes more effective. In extreme crosswind conditions, airspeed slightly higher than VREF is warranted. As a general rule, an increase of 1/2 the gust factor up to 15 kts. over VREF may be appropriate on final approach. Do not allow the aircraft to float with power off prior to touchdown. Fly the aircraft touchdown with little to no flare. Upon touchdown, keep the aircraft on the surface. As the spoilers deploy automatically, follow through the landing roll with roll control into the wind.

2.28.5 SLIPPERY SURFACES

Landing on a contaminated or slippery runway should be avoided wherever possible. Landing on a slippery surface requires careful consideration of many factors, such as type of runway surface, approach hazards, temperature, ice, water, snow and other crosswind scenarios. Normally thrust reverser operation helps achieve the computed stopping distance with a greater margin of safety. Contaminated runway data is available in the AFM.

Note: CAT.POL.A.235 stipulates that on a Contaminated Runway, the LDA must be the greater of:

I. 115% of the CONTAMINATED Actual Landing Distance (ALD) where this is determined in accordance with the approved data accepted by the AuthorityorII. The WET Landing Distance, which is 192% (= 115% of 167%) of the DRY ALD.

When calculating MLM, compare between “I” and “II” above and takes the more limiting. Extreme care should be exercised when assessing available runway length when there is no alternative to landing on a contaminated runway.

2.28.6 ONE ENGINE INOPERATIVE LANDING

With one engine inoperative, TRs may not be as effective on a contaminated runway as on a dry runway. Full single-engine reverse is fine on a dry runway from a directional control standpoint. However, do not attempt high power single-engine reverse on slippery runways. Differential reversing on a slippery runway may not yield satisfactory performance. Be prepared to stow thrust reversers immediately if the aircraft begins to slide sideways.

Extreme care should be exercised when assessing available runway length when there is no alternative to landing on a contaminated runway.

2.28.7 HYRDOPLANING

If there is a possibility of hydroplaning, use aerodynamic braking to slow below hydroplaning speed. Hydroplaning speed is approximately 106 kts. for accelerating aircraft (nine times the square root of the tyre pressure) and 95 kts. for a decelerating aircraft (eight times the


square root of tyre pressure). The main gear tyre pressure should be serviced to 135 (+10, \0) psi. If brakes are applied while the tyres are hydroplaning, the hydroplaning can continue to a much lower speed.


2.29 GO AROUND

2.29.1. CREW COORDINATION – GO AROUND

See Annex 2.A.5 for Go-around profile.

Pilot flying (PF) Pilot monitoring (PM)1.Press go-around button on either control column.2.Increase thrust towards T/O setting & initiate a climb.3.Call “GO-AROUND, FLAP 15”.

4.Check speed above VREF, respond “SPEED CHECKED, FLAP 15”.5.Select FLAP 15.

6.Call “GEAR UP”. 7.Check positive rate of climb.8.Call “POSITIVE CLIMB”.9.Call “GEAR UP”. Respond “GEAR UP”, select gear up.

10.Call “FLC MODE, SELECT VAPP”. 11. Select FLC mode & set FLC to VAPP.

12. At 800 ft. AAL minimum select MCT. Climb at VAPP min as limited by body angle.

13. When A/C stabilised in climb call ATC. “XXXX” GOING\AROUND.

14. At 1,500 ft. AAL increase speed to 200 kts. at VREF + 25 min call “SPEED CHECKED FLAPS ZERO”.

15. Check speed, respond “SPEEDCHECKS, FLAPS ZERO”, select flaps zero.

16.Follow missed approach procedure using HDG or NAV mode as appropriate. Call for the “AFTER TAKE-OFF” Checklist.

17. Monitor flight path and compliance with missed approach procedure. Advise PF of any deviations.

Go-around notes:

– Pressing either go-around button repositions FD command bars to 12°, commands heading at the time of engagement and disengages the autopilot.– Flaps may be retracted below 1,500 ft. AAL if published missed approach procedure requires a lower level off altitude.

2.30. TAXI IN & SHUTDOWN

2.30.1 CREW COORDINATION – TAXI IN & SHUTDOWN

CM1 CM2Confirm route with RP and taxi to parking position.

Obtain ATC taxi instructions, checkroute on chart.Monitor correct routing, avoid all


nonessential activities.Call for the “AFTER LANDING” Checklist, complete the flow and respond to appropriate items of the checklist.

Complete the flow and read & respond to the “AFTER LANDING” Checklist.

When correctly parked, apply the PARKING BRAKE.Call for & respond to appropriate items of the “SHUTDOWN” Checklist.

Read & respond to appropriate items of the “SHUTDOWN” Checklist.

Taxi in & shutdown notes:

– Before engine shutdown, the assigned squawk should be changed to A2000 before selecting the transponder to STBY or OFF. This is an ATC requirement to ensure the release of the assigned squawk.– Gear pins should be installed as soon as convenient after engine shutdown before the crew leave the aircraft so the aircraft can be safely moved by ground personnel.

2.31. P-RNAV TERMINAL PROCEDURES

2.31.1 PREFLIGHT PLANNING & CREW QUALIFICATION

The crew must be trained, qualified and current for the intended P-RNAV operations. For an aircraft with P-RNAV approval, a “P” shall be inserted in the FPL at Item 10, in addition to the “R” for BRNAV approval. NOTAMs must be checked for lack of availability of a navigation aid that might affect the navigation infrastructure required for the intended operation, including any non-RNAV contingencies and must be confirmed for the period of intended operation.

2.31.2 MEL

MEL must be consulted for relevant system deficiencies prior to dispatch.

2.31.3 FLIGHT PLANNING

Baltic Jet Hawker 800/850XP RNAV checklist must be consulted prior to any P-RNAV operations (Refer to Annex 2.E).

Availability of the on board navigation equipment necessary for the route to be flown must be confirmed. In certain areas, this may include the availability of an autopilot and/or a flight director to maintain track keeping accuracy. Where the responsible airspace authority has specified in the AIP that dual P-RNAV systems are required for a specific terminal area P-RNAV procedure, the availability of dual P-RNAV systems must be confirmed. In this case 2 independent FMGCs, an AP or FD and 2 sensors (either 2 GPSand/or 2 DME and/or 2 VOR) must be available. This typically will apply where procedures are effective below the applicable minimum obstacle clearance altitude or where radar


coverage is inadequate for the purposes of supporting P-RNAV. This will also take into account the particular hazards of a terminal area and the feasibility of contingency procedures following loss of P-RNAV capability.For terminal procedures requiring P-RNAV capability, radio navaid coverage will support RNP 1 accuracy, unless promulgated in NOTAMs. Otherwise, the procedure may specify that GPS equipment is required (refer to the published procedure chart). The minimum equipment required to fly a P-RNAV procedure is: One RNAV system, which means:

– One FMS and LNAV available (flight director coupled).– One VOR or one GPS receiver for FMS navigation update.– One DME or one GPS receiver for FMS navigation update– One AHRS.– Flight Plan Data on two Navigation Displays.– One autopilot.

*Dual P-RNAV systems or GPS may be required by certain airport Authorities – check on Jeppesen charts if Dual P-RNAV systems are required, FMS must be in synchronize mode.

2.31.4 BEFORE START

At system initialization, the flight crew must confirm that the navigation database is current (check database status on system power up) and verify that the aircraft position has been entered correctly. The active flight plan should be checked by comparing the charts, SID or other applicable documents, with the LEGS page of the CDU. This includes:

– Confirmation of the correct waypoint sequence.– Reasonableness of track angles and distances.– Any altitude or speed constraints.– Correct identification, where possible, of waypoints as fly-by or fly-over waypoints.– Check GPS available for procedures where GPS is stipulated

Pilots must particularly focus on any segment of the P-RNAV procedure, which is below MSA. If required by a procedure, a check must be made to confirm that position updating will use a specific navigation aid, or to confirm exclusion of a specific navigation aid (via FMS NOTAM navaid page). A procedure must not be used if doubt exists as to the validity of the procedure in the navigation database.

The flight crew must not modify the procedure that is loaded from the navigation database, although speed and altitude constraints that are missing in the database but are shown on the chart may be entered. This will not affect P-RNAV accuracy requirements. Waypoints and routing must not be altered as this may change the leg type and subsequent FMS behavior.

Permissible route modifications in the terminal area may take the form of radar headings or “direct to” clearances and the flight crew must be ready to react promptly. This may include


accepting an ATC clearance “direct to” a waypoint which is in the database: in this case the aircraft must be above MSA to ensure obstacle clearance.

RNP should be set to 1.0 in the FMS (PROG page 2). This will inform the flight crew when navigation accuracy is insufficient for a P-RNAV SID. The indication will be a message (MSG) in the PFD which flashes for a short while before going steady. This message is accompanied by a message in the FMS scratchpad “LOW POS ACCURACY”.

2.31.5 TAKEOFF, DEPARTURE & CLIMB

The RNP and EPU display on the PFD indicates required navigation performance and estimate of position uncertainty for the current conditions. For RNP 1 operations, system integrity is monitored automatically and RNP 1.0 will be displayed.

If GPS position is not available at take off and RNP operations are required, the FMS position must be updated prior to take off for improved navigation accuracy. The FMS position must only be updated to the runway coordinates when the aircraft is located on the runway threshold. If departing from an intersection, perform a manual position update to the current GPS position. If GPS is unavailable, depart using conventional navigation until DME/DME updating is attained and FMS position is updated. A transition to P-RNAV is then permitted.

Use NAV (HDG if required) and FLC or VS as required. If the first P-RNAV waypoint is predicated on ILS DME, use HDG until past the waypoint, then re-engage NAV. Set the initial procedure altitude/level. Check the relevant altitude constraint on the PFD.

After take-off and where feasible, monitor flight progress with reference to conventional navigation aids using the PFD and map display in conjunction with the MCDU.

2.31.6 BEFORE DESCENT

Prior to the arrival phase, the flight crew should consult the Baltic Jet Hawker 800/850XP P-RNAV Checklist. Verify that the correct terminal procedure has been loaded. Comparing the charts with the map display and LEGS page of the CDU should check the active flight plan. This includes:

– Confirmation of the correct route and waypoint sequence.– Any altitude or speed constraints.– Identification of fly\by or fly\over waypoints. Absence of discontinuities.– GPS selection and RAIM check. Departure/Arrival RNP settings (1.00 check).– No GPS RAIM, GPS NOT AVAILABLE, GPS/FMS DISAGREE displayed on CDU.– FMS is not be in Dead Reckoning “FMS DR” displayed on the PFD, MFD or CDU.


Some P-RNAV procedures, called open procedures, are terminated by means of a heading segment to assist sequencing and to prevent automatic turns onto final approach. Pilots must particularly focus on any segment of P-RNAV procedures, which is below MSA. If required, a check must be made to confirm that updating will include or exclude a particular navigation aid as appropriate. A procedure shall not be used if doubt exists as to the validity of the procedure in the navigation database.

The crew briefing must include reversion to a conventional procedure and the go around procedure.

As for departure, the creation, alteration or deletion of waypoints, by manual entry into the FMS Flight Plan by the flight crew, is not permitted, as it would invalidate the P-RNAV procedure.

RNP should be set to 1.0 in the FMS. This will inform the flight crew when navigation accuracy is insufficient for a P-RNAV STAR. The indication will be a message (MSG) in the PFD, which flashes for a short while before going steady. This message is accompanied by a message in the FMS scratchpad “LOW POS ACCURACY”.

2.31.7 DESCENT AND ARRIVAL

The lateral path must be flown using LNAV and pilots must monitor cross track error on the PFD carefully.

The recommended vertical modes are VNAV, VS or FLC (if VS or FLC are used then advisory VNAV should be selected on). The preselected altitude should be set to the next altitude constraint or cleared level/altitude until that constraint is passed and eventually to the platform altitude. The crew must monitor intermediate altitudes carefully. Note, that once the aircraft has leveled at the platform altitude suitable modes must be selected to complete ILS, non-precision or visual approach.

Observe altimeter-setting requirements.

Please note:

ATC may provide QNH when giving the transition clearance but not in all cases. If applicable, the change from STD to QNH is initiated on passing a designated fix and not on ATC instruction. QNH setting must be included in the approach brief. On passing the fix, PF will initiate the change to QNH.

The crew must monitor speed constraints carefully. Configuration changes or Airbrake may be required to remain on or regain the profile or control airspeed. If VNAV is active, a Check Speed message on the CDU or SPD on the PFD warns the crew of non-compliance with a


speed constraint. It is the PFs responsibility to ensure that the speed constraints are adhered to.

In case of deviation from the published procedure, e.g. due to weather, observe MSA and reset selected altitude.


2.31.8 GO-AROUND

Use standart procedures as described in this section 4.29.1

2.31.9 CONTINGINCIES

2.31.9.1 SYSTEM FAILURES

At any stage before entry into, or whilst in the P-RNAV SID or STAR environment, if any of the following messages are displayed:

• NO GPS RAIM.• GPS NOT AVAILABLE.• GPS\FMS DISAGREE.• GPS DISABLED.• FMS DR in yellow on the PFD, MFD, or CDU.• CHK POS.• LOW POS ACCURACY.• FMS NAV INVALID.• VOR/DME DISABLED.

The crew must inform ATC of the loss of P-RNAV/RNP-1 capability and follow ATC instructions. An immediate assessment of MSA should be made and a climb initiated if required.

2.31.9.2 COMMUNICATION FAILURES

In the event of communications failure, the flight crew should continue with the P-RNAV procedure in accordance with the published lost communication procedure.

2.31.9.3 INCIDENT REPORTING

Significant incidents associated with the operation of the aircraft, which affect or could affect the safety of P-RNAV operations, need to be reported by SOR in accordance with OM Chapter 11.

Specific examples may include:

Aircraft system malfunctions during P-RNAV operations, which lead to:

– Navigation errors (e.g. map shifts) not associated with transition from an inertial navigation mode to radio navigation mode.– Significant navigation errors attributed to incorrect data or a navigation database coding error.


– Unexpected deviations in lateral or vertical flight path not caused by pilot input.– Significant misleading information without a failure warning.– Total loss or multiple navigation equipment failure.– Problems with ground navigational facilities leading to significant navigation errors not associated with transitions from an inertial navigation mode to radio navigation mode.

2.32. Class 3 EFB’s USE (ELECTRONIC CHARTS ON DUs)

2.32.1 GENERAL INFORMATION

The electronic chart (E−Chart) format provides the ability to display an electronic version of the Jeppesen terminal charts on the MFD. E-Charts are permitted to be used as the primary source for briefings and monitoring, subject to:

– All 4 Display Units (DUs) being serviceable.– The aircraft Jeppesen database is verified current.– The “own ship” aircraft symbol on the chart display is not to be used for navigation of the aircraft. However, it can assist with situational awareness during all phases of flight including taxi.– Use of electronic Jeppesen chart data does not exempt the operating crew from the checking of NOTAMs.– Access to en-route Jeppesen charts (High/Low as appropriate) and Jeppesen text volumes.– A current source of Jeppesen information is readily available to the crew at all times in flight.

2.32.2 OWNERSHIP OF E-CHARTS AND BRIEFINGS

As with paper chart reference material, the overall ownership of electronic chart is with the PF.

The PF will set up, or ask to be set up by the PM, the appropriate chart(s) in accordance with the procedures outlined above.

The PF may then use the MFD controls to select the required chart for display, to pan around the charts, to zoom in or out on the chart, and also to change the orientation of the chart.

Note: In flight, the use of zoom should not be used if any part of the chart is no longer visible as a result.

For instrument approaches, the appropriate instrument approach chart will be displayed on the MFD. All aspects of the briefing must be covered und fully understood by both crew members.


2.32.3 ABNORMAL CONDITIONS

Management with Display Unit(s) Unavailable

– If one or more DU(s) becomes unserviceable, due to failure or electrical condition, the use of Electronic Chart presentation is prohibited.– Jeppesen chart reference material should be used for the departure and approach briefings with chart ownership and monitoring as outlined in OM\A.

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