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East African Aviation

Fokker 50

Standard Operating Procedures

October 2021
 EAA Fokker 50 Standard Operating Procedures (SOP)

Standard Operating Procedures

(SOP)
East African Aviation strongly supports the premise that the disciplined use of well-
developed Standard Operating Procedures (SOP) is central to safe, professional aircraft
operations, especially in multi-crew, complex, or high performance aircraft.

The procedures described herein are specific to the Fokker 50 and apply to specified phases of flight.
The flight crew member designated for each step accomplishes it as indicated.

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i) Approval Page

Prepared by: Date:

Ibrahim Omar

Checked by: Date:

Director Operation

Date:
Checked by:
Managing Director

Approved by:
ECAA Date:

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ii) Distribution List

Copy Organization

1 ECAA 1

2 Chief Pilot 1

3 Director of Flight Operations 1

4 Operations Manager 1

5 Base Libraries 1

iii) Record of Amendments

Date Section(s) Change By
Rev.No

With any section revision, the header of the entire section will be updated to reflect revision date. Also, with any revision
affecting the TOC, LDEP or the ROA, new pages will be distributed accordingly.

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List of Effective pages

Page Date Review No.

No.
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Page No. Date Review No.

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v) Table of Contents
i. Approval Page...............................................................................................................3
ii. Distribution List..............................................................................................................4
iii. Record of Amendments...................................................................................................4
iv. List of Effective Pages….................................................................................................5
v. Table of Contents.............................................................................................................7
vi. Preamble...........................................................................................................................11
1. General...................................................................................................................13
1.0 Policy..............................................................................................................................13
1.1 Crew Scheduling.............................................................................................................13
1.2 Duties Prior To Departure...............................................................................................13
1.3 Fuel Requirements...........................................................................................................14
1.4 Cockpit Preparation..........................................................................................................14
1.5 Use of Avionics................................................................................................................14
1.6 Use of a Ground Power Unit…........................................................................................15
1.7 Inverters….......................................................................................................................15
1.8 Weight And Balance Procedures…..................................................................................15
1.9 Air-stair Door…................................................................................................................16
1.10 Communication.................................................................................................................16
1.11 Crew Coordination............................................................................................................16
1.12 Checklists..........................................................................................................................18
1.13 Engine Start Procedure.....................................................................................................18
1.14 After Start Procedure........................................................................................................19
1.15 Taxi Procedures.................................................................................................................19
1.16 Run-up Procedures............................................................................................................20
1.17 Aircraft Control Transfer…...............................................................................................20
1.18 IFR and VFR Departures..................................................................................................21
1.19 Take-off….........................................................................................................................21
1.19.1 Normal take-off................................................................................................................21
1.19.2 Crosswind take-off...........................................................................................................23
1.19.3 RVR 600/1200 Take-off...................................................................................................23
1.19.4 Rejected Take-off..............................................................................................................23
1.20 Climb.................................................................................................................................23
1.20.1 10,000 foot Check...............................................................................................23
1.20.2 Flight Level Transition.......................................................................................24
1.20.3 Effect of Temperature on Altimeter Readings…...............................................24
1.21 Cruise….............................................................................................................25
1.22 Descent...............................................................................................................25
1.22.1 Flight Level Transition.......................................................................................26

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1.22.2 10,000 ft Checks….....................................................................................................26

1.23 Holding......................................................................................................................26
1.24 Flap and Gear Operation............................................................................................27
1.25 Approach…................................................................................................................27
1.25.1 Approach IN IMC, Night VMC, White-Out/Obscured Conditions….......................28
1.25.2 ILS Approach (2 Engine)...........................................................................................28
1.25.3 Pilot Monitored Approach (PMA).............................................................................29
1.25.4 Non Precision Approach (2 Engine)...........................................................................31
1.25.5 RNAV (GPS)/FMS) Approach…...............................................................................31

1.26 Missed Approach or Go-Around................................................................................33

1.27 Circling Approach…...................................................................................................33

1.28 Single Engine Approaches..........................................................................................34

1.29 Landing........................................................................................................................34

1.29.1 Crosswind Landings…..................................................................................................35

1.29.2 Partial Flap Landings…................................................................................................35

1.29.3 After Landing...............................................................................................................35

1.30 Engine Shutdown….....................................................................................................35

1.31 Cockpit Organization....................................................................................................35

2. Operating Notes and Emergencies.................................................................35

2.0 Emergency Procedures.................................................................................................35

2.1 Pilot Incapacitation........................................................................................................36

2.2 Two Communication Rule….........................................................................................36

2.3 Boarding/Deplaning with an Engine(s) Running..........................................................36

2.4 Lap and shoulder harness............................................................................................36

2.5 Operating in Icing Conditions (in visible moisture and OAT less than +5ºC)…........37

2.6 Circuit Breakers….......................................................................................................37

2.7 Emergencies (General)...............................................................................................38

2.8 Stall Recovery.............................................................................................................38

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2.9 Loss of Control and Upset Recovery.................................................................39

2.10 Rejected Take-off (malfunction below V1)…....................................................40

2.11 Engine/Cabin Fire on the Ground........................................................................41

2.12 Engine Fire in flight…........................................................................................41

2.13 Engine Failure or fire at or above V1. Take-off continued................................42

2.14 Engine Failure during Flight…..........................................................................43

2.15 Smoke in the Aircraft..........................................................................................43

2.16 Emergency Descent............................................................................................44

2.17 Bomb threat........................................................................................................44

2.18 Hijacking.............................................................................................................45

2.19 Emergency Landing/Ditching.............................................................................45

2.19.1 Type of Emergency.............................................................................................45

2.19.2 Evacuation information........................................................................................45

2.19.3 Signals…..............................................................................................................45

2.19.4 Time Remaining...................................................................................................45

2.19.5 Relocation of Passengers....................................................................................46

2.19.6 Announcements..................................................................................................46

2.19.7 Evacuation Drill...................................................................................................46

2.19.8 Passenger Evacuation..........................................................................................46

3 System Checks and Operational Requirements....................................47

3.0 General................................................................................................................47

3.1 Crew Briefing.....................................................................................................47

3.1.1 Take-off Briefing...............................................................................................47

3.1.2 Emergency Briefing............................................................................................48

3.1.3 Approach Briefing...............................................................................................48

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3.2 Period Systems Checks......................................................................................49

3.2.1 Current Limiter Check.....................................................................................49

3.2.2 Electrical System Check…..............................................................................49

3.2.3 Inverter System Check....................................................................................49

3.2.4 Electric Trim Check…....................................................................................49

3.2.5 Autopilot Test….............................................................................................50

3.2.6 Yaw Damp System Test..................................................................................50

3.2.7 Stall Warning System.......................................................................................50

3.2.8 Over-speed Warning Test.................................................................................50

3.2.9 Over-speed Governor/Rudder Boos….............................................................50

3.2.10 Engine and Prop De-ice...................................................................................51

3.2.11 Airframe De-Ice System.................................................................................51

3.2.12 Auto-feather System Test...............................................................................51

3.2.13 Fire Extinguisher System...............................................................................52

3.2.14 Oxygen Supply and Use..................................................................................52

3.3 Time and clock................................................................................................52

3.4 Collision and Bird Avoidance….....................................................................52

3.5 Fuel Requirements...........................................................................................52

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VI) Preamble

These Aircraft Standard Operating Procedures (SOPs) are issued by East African Aviation for guidance in the
operation of Fokker 50 aircraft. The SOPs cannot cover all circumstances.

However, they are intended to assist personnel to operate aircraft within the limitations of the aircraft flight
manual. All personnel are expected to exercise sound judgment and consistency in their application.

The greatest advantage of multiple crewmembers on board an aircraft is that more than one person can
contribute to the safety and effectiveness of the operation. In order for individual crew members to contribute as
much as they can, they must both meet a standard, and (for the most part) carry out their duties in a standard
manner. The SOPs deal primarily with the standardization of how the crew completes their duties.
Standardization is one of the most powerful tools available to the crew to prevent the undesirable, to determine
when something undesirable is occurring, and to deal with the undesirable should it occur. These SOPs are
provided as a part of the standardization tool. However, a standard procedure cannot be devised to cope with all
situations. Although the SOPs are to be complied with to the extent practical, there may be situations where
compliance with some part is inadvisable. Should it be appropriate to deviate from the SOPs all applicable
personnel shall be thoroughly briefed

This chapter contains information of a general nature that applies to several aspects of the operation or does not
conveniently fit into the other more specific chapters.

VII). Application

Publications. The SOPs supplement and expand on the information contained in numerous publications. In
particular the SOPs supplement the following publications:

i) Fokker 50 approved Aircraft Flight Manual (AFM);

ii) East African Aviation Operations Manual;
iii) Ethiopian Civil Aviation Regulations.
Aircraft Flight Manual Every effort has been made to ensure that the SOPs are compatible with approved
Aircraft Flight Manual. The SOPs are designed to promote the coordination of the multiple crewmembers
during operation of Fokker 50 aircraft. The SOPs are not intended to replace the AFM, but to supplement it.
Therefore, there are many cases where the SOPs detail additional requirements to the AFM.

Company Operations Manual Some areas of the SOPs deal with similar subjects that are found in the
Company Operations Manual. The SOPs supplement the Company Operations Manual. However, the SOPs
detail the procedures specifically for when the aircraft is operated by multiple crewmembers. Therefore, where
a difference exists from the Company Operations Manual, the SOPs shall be followed unless safety is
jeopardized.

SOPs are established to organize all cockpit sequences and to coordinate two crew actions. They also set the
standards that a Check Pilot will use to judge a pilot’s performance during flight training, line indoctrination,
and during proficiency, instrument, or line checks. These procedures will be followed on every flight.

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The Captain has the final authority and responsibility for the safe completion of the flight. He or she will be
expected to use all appropriated sources of information, including other crewmembers, to accomplish this
task.

At all times, the primary duty of the Pilot Flying (PF) is to fly the aircraft regardless of distractions. The
primary duty of the Pilot not Flying (PNF) is to assist in the safe completion of the flight and to perform
secondary duties such as systems operation, communications, checklists and other duties.

Finally, when making decisions, Flight Crews should remember that East African Aviation priorities are to
consider factors that enhance first of all safety, then passenger comfort/goodwill, and finally our own schedule
and internal wishes.

These procedures will be amended and added to as necessary. Any suggestions should be presented in writing
to the Chief Pilot.

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1 . General
1.0 Policy
Bearing in mind that safety must ultimately take precedence over all other factors, Company policy is that
customer satisfaction must be paramount in everything we do. The crew must make every effort to get our
patients and passengers or cargo to their destinations as quickly as possible while at the same time making the
flight as safe and as routine as possible.

1.1 Crew Scheduling

Every effort will be made to schedule crews as far in advance as possible and not to overload any individual,
but short-notice changes will inevitably take place and pilots will be expected to adapt if at all possible.
Pilots will attempt to call any crewmember late to work after 15 minutes. If there is no communication with
the late crewmember then the Chief Pilot is to be notified.

1.2 Duties Prior To Departure

The Fokker 50 is for the most part, dedicated to transport passenger and cargo for charter flight . Check in
time and the start of your duty time begins 15 minutes before engine start and ends 15 minutes after the air
craft is parked and engine are shut.

Captain’s Responsibilities:

 Obtain a thorough weather briefing

 Aircraft Walk Around
 Prepare the Operational Flight Plan
 File that flight plan
 Consult Performance Charts
 Order fuel
 All engine starts
 First leg of the day
 Any unusual take-offs or landings including RVR 1200
 All gravel operations
 Emergencies

First Officer’s Responsibilities

 Aircraft Walk Around
 Cockpit set up
 Cabin inspection
 Arranging for the aircraft to be positioned for departure
 Supervise Fuelling
 Stock the aircraft with standard or special catering
 Passenger evacuation including patient evacuation
The SIC will assist the PIC as required. If changes to this routine are to be made, the changes must understood
and agreed to by both pilots beforehand.

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When a crew consisting to two captains has been released for a flight, the pilot occupying the left seat shall
always be designated as the PIC for the particular leg being flown. The PIC for the conduct of the entire flight
is appointed by Flight Operations. Two qualified captains may switch seats as agreed if both are right seat
qualified.
In the event of a quick turn around its highly advisable to radio ahead and have fuel waiting for the
scheduled arrival time.
1.3 Fuel Requirements
Once the fuel requirements have been determined from the Operational Flight Plan, the Captain will place
the fuel order. An attempt should be made to give this fuel order to the company representative as early as
possible to facilitate an on-time departure. A crewmember should supervise the fuelling to ensure that the
correct amount and type fuel are uplifted. Whenever possible, the fuel ticket should be signed and retained
with the paperwork for the day. For most Air Medivac operations, fuelling to maximum capacity will not
place the Fokker 50 aircraft beyond its maximum allowed take- off weight of 20,820kg ., however, the
length of some airport runways may require a reduced take-off weight so there is not standard load of fuel.
Once the itinerary has been established and the most restrictive take-off runway has been determined, the
fuel load can be determined and ordered.

Fuelling with passengers on board is allowed subject to the conditions in the Operations Manual and
CARs, but with the fire track readily available near the aircraft.

1.4 Cockpit Preparation

The ATIS and clearance (if applicable) and cockpit set-up will be performed in advance of departure time.
This includes testing the various avionics systems as well as setting those systems, as appropriate, for the
departure. The GPS/FMS can be programmed prior to engine start by operating the ground clearance
system. The comm. radios in the Fokker 50 can be programmed with up to 4 pre-selected frequencies and
the Nav radios with 2 frequencies. The PNF will discuss with medical staff and PF any cabin altitude
considerations they may have.

1.5 Use of Avionics

Avionics equipment deteriorates in direct proportion to the length of time that it is in operation. As a
general rule therefore, it should not be turned on unless it is to be used for its intended purpose on that
particular flight. This applies especially to the radar, which shall remain in the STANDBY mode when
not in use.

In the Fokker 50, all the avionics are an integrated commodity and all must be on for normal operation.
The terrain Awareness and Warning System (TAWS)/ Enhanced Ground Proximity Warning System
(GPWS) and the Multi -Function Display utilize the airborne radar screen so it must be ON for all
operations except pre-flight programming. Ensure the radar is on standby for all ground operations. All

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GPS programming will be accomplished as a flight plan prior to take-off. Only waypoints derived from
the database will be used to determine the flight plan. When flight plan selection is done as a pre-flight
procedure, both pilots must agree to the selection. Always program the destination airport but be sure the
clearance issued by ATC is to either the airport or the navaid. Never fly to the airport when the clearance
is to the VOR with the same name or vice versa. When the runway And/or the approach in use can be
determined, the approach will be programmed and a clearance to the IAF can be requested. Never fly to
an IAF without specific clearance. Always fly the route ATC has cleared the flight to. If pre-flight
programming includes powering up the EFIS, care must be taken to ensure the EFIS/Avionics cooling
fan is operating properly to prevent heat distress to the EFIS tubes.

1.6 Use of Ground Power Unit (GPU)

A GPU should always be used for preflight and engine start if one is available, especially for the first
start of the day. If the GPU is to be used to operate equipment and to charge the batteries prior to engine
start, the battery switch, must be selected to On PRIOR to applying GPU power use. This will minimize
the possibility of voltage surges reaching the avionics systems. Prior to energizing the electrical system
with the GPU, voltage can be checked with the overhead selectable voltmeter control and must be within
the limits described in the limitations section of the AFM. The pilot mist monitor the GPU at all times.

The battery switches must be in the ON position throughout and no attempt should be made to bring
the generators on line before the GPU has been disconnected from the aircraft.

The battery switch must be selected to on prior to GPU power use Check the AVAIL light move
voltage selector knob to battery and check battery voltage 22 volts mini selector knob to GPU position
and check AC voltage 115+15 frequency 385 HZ-415H2 then press P/B Ext. power on check amber on
light is illuminated .this will minimize the possibility of voltage surges reaching the avionics system.
The pilot must monitor the GPU at all time.

1.7 AC Power
In normal operations, the Fokker 50 utilizes both inverters simultaneously. Standard practice is to test
the inverter system on the first flight of the day and return both inverter switches to the on position for
normal operations.
After both engines are started and stabilized the captain can call or give single for the removal of GPU
if necessary press illuminated ON of Ext power. they “ON” P/B light will change to :AVAIC” light.

Note:- turn APU “OFF” with the APU Generator and Bleed both ON before the air conditioning
Economy P/B is pressed OFF . It APU Available
1.8 Weight and Balance Procedures
A weight and balance form must be completed prior to every flight in the Fokker 50. A copy of this form
must be retained at the departure point, whenever practicable.

It is the Captain’s responsibility to ensure that the aircraft is loaded within all AFM limitations.

The total take -off weight for cargo or passenger load should not put the air craft beyond it’s of C &G Limit
and its maximum take-off weight Limitation. Flight crew must determine in advance the most restrictive
airport /runway length when accepting the trip and maximum fuel /number of passengers (cargo load)

The take-off speeds is determined against the maximum take-off weight and flaps settings. It is possible that
the aircraft will depart home base witthen performance limitations but be beyond the maximum take-off
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weight for the subsequent leg due to mostly runway or filed length .

1.9 Air stair Door

To prevent accidental damage to the air stair door during the opening and closing process, the crew or
qualified ground personnel are the only persons to operate the door.

The cabin attendant will operate the door. To close the door completely. Press P/B( green button) and hold
until the door is closed completely. Then turn the door closing handle to Closed position and the should
check no door lights on CAP. The handle from inside to open position an push down the door to open by
gravity All door must be closed prior to towing or taxing the aircraft.

1.10 Communication

Communication in the cockpit is vital to safety and professionalism. It is important that standard terms and
phraseology be used at all times. Radio calls and Passenger Briefings should be done by the PNF whenever
possible and shall be made in a professional and courteous manner. There shall be no unnecessary
conversation in the cockpit during critical phases of flight. This includes take-off climb below 10,000 feet,
approaching any level off altitude, approaching a turn in the flight path, descent below 10,000 feet,
approach and landing. Cockpit speakers shall be OFF and both pilots will use serviceable headsets, when
operating below FL100.

Communication (continued after the last sentence FL100) EAA when a hand-over of R/T duties is made use
the working ‘your R/T ‘and ‘My R/T’.

FMS – PF programs the FMS during AP use under manual control the PF will instruct the PM (PNF) to set
FMS. Anything exceeding simple selection on the FMA by the PF requires a change of control.

Before entering data on the FMS check the title line and confirm the data check that FMS input
are correct before selecting ENTER.

Giving commands: Think ahead asks if it is a valid command? Give commands in a clear and sufficiently
loud voice.
Be cautious when giving gear /flaps commands at low altitude and unsafe aped.
Confirm correct action will be taken from any hen reversible command giren.

Receiving commands:-verify safe conditions and check validity of commands before executing.
Report when the required setting has been achieved (i.e flaps ,gear climb power) or selection has
been made when the selection result cannot be confirmed.
Get confirmation before executing any non-reversible action.

1.11 Crew Coordination

a) General. In any multi-crew operation, crew coordination is vital to the safe and effective
accomplishment of all flights. The Captain has overall responsibility for the safety and success of the
operation. This fact does not absolve the other crew members from their responsibility for doing all that is
reasonable to improve safety and enhance the operation. An individual crew member’s responsibility does
not stop at the boundary of the job description for that position. Rather it extends to any area of the
operation that the crew member comes in contact with. Flying in a multi-crew environment is
unquestionably a team effort. No single member is any less, or any more valuable than any other. During

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periods of high workload or high stress, it may be very difficult to ensure that critical information is
assimilated and acted upon appropriately. It is the responsibility of the crew collectively to ensure that
critical information is passed, understood, and acted upon in manner that fits the situation.

b) No crew member need fear retribution for making an input with the intent of improving the operation.

c) Harassment in any form in response to a crew member attempting to improve the operation will not be
tolerated.

d) Crew coordination is a theme that is dealt with throughout these SOPs. Almost every section contains
some direction or discussion pertaining to crew coordination. The information on crew coordination that
is contained in this particular section does not fit into other sections and/or is sufficiently broad in
application that it is more appropriate to place it here, in a general area.

e) Procedures Description. Procedures and the crew coordination involved are detailed in tables
distributed throughout these SOPs. The tables are in two or more vertical columns, dependent on the
number of flight crew that are involved in the procedure. Each action is contained in a single lateral row
and contains all of the actions and verbal calls of the relevant crew members. The situations are aligned
with left margin. The actions to be taken are shown with dash “-“ and indented one tab stop. Any verbal
calls are treated as actions and are distinguished by being enclosed in brackets.

f) Abnormal and Emergency Procedures. The crew coordination for abnormal and Emergency
situations is discussed in the chapter dedicated to those procedures.

g) Procedures Common to All Crew Members. To the extent that their duties permit, all flight crew
members are to monitor other crew members in the performance of their duties. Any deviation or
omission by a person is to be brought to the attention of that person as soon as practicable. It is in the
interest of safety and efficiency that all flight crew members have as high a situational awareness as is
possible. Therefore, any action that is taken by one crew member that may be relevant to other crew
members shall be brought to their attention. It should be noted that activities that superficially appear to
apply only to an individual crew member, in fact, have at least indirect or perhaps delayed relevance to
other members of the crew.

h) The use of Auto-Pilot. To reduce crew work load and thus improve safety use of AFCS is
recommended for initial limb out to final approach. During normal operation the PF should
select the on side FD to AP command. Selected AFCS modes must be confirmed with the FMA
at the PFDs. When the PF engages the AP he should announce. “AUTO PILOT ON “and
amnunciated AFCS modes. The PF operates the AFCS select the heading altitude/FL and
announce AFCS mode selection and status. The PNF (PM) repeats the AFCS mode selection
/status as it appear on his PDF and any mode change from ARMED to CAPTURE.

When the aircraft is flown manually the PF commands the PNF(Pm) to select the AFCS modes
and to set the heading bug, set the altitude/FL as cleared by ATC any change of the selected
altitude PL should be followed by selection of ASEL (except when secbing the missed
approach altitude) and announce of the altitude selected . However the altitude selected should
not be below the DME arrival step/MEA/Minimum safe Altitude in IMC.

Before using the autopilot, the Pilot Flying must be familiar with the operation, limitations and
monitor it closely.

i) Handling the FMC. The Pilot Not Flying handles the FMC work.

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j) Flight Deck Absences. Flight crews who leave the flight deck should during flight are to advise
the remaining crew to have the control of the aircraft announce “you have control” the condition in
which the aircraft is and the remaining flight deck crew Should repeat “I HAVE CONTROL “and
take care of the flight upon returning to the flight deck the member is to be briefed of any change
including but not limited to

i) Current ATC agency and frequency,

ii) Changes to the ATC clearance,

iii) Changes in speed, altitude, heading, and navigation aid or control status

iv) Changes in altimeter setting

v) Changes in engine power setting
vi) Changes in flight control to or from AP

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1.1 Cockpit Checklists

1.1.1 Use of Cockpit Checklists

1. Reading of all checklists is done according to the CHALLENGE and RESPONSE

method. Reading and response will always be done aloud, regardless of which
crewmember completed the action. In the case of Emergency and Abnormal
Checklists, the challenge and response will be read by the PM, the response will
then be repeated by the PF as a command to the PM to carry out that action, if that
action has not already been taken.
2. The normal procedures are performed by recall (memory) and follow a scan
pattern. The checklist is used to verify that all steps of the preceding procedure
have been accomplished.
3. The procedures assume that all systems are operating normally and that automated
features are fully operational.
4. Exterior lights, flight deck lighting, and personal comfort items that have no
obvious procedural requirements are not included in the checklist.
5. The Pilot Flying (PF) is the pilot handling the flying controls and the Pilot Not
Flying (PM) is the pilot performing the Co-pilot duties.
6. When the appropriate checklist is read, BOTH pilots must ensure that the
checklist items are correctly actioned, that is the system status or condition is in
agreement with the actions carried out.
7. If a section of the checklist is to be READ and RESPONDED to by the PM, the
PF must carry out a scan and ensure that all checklist items are completed.
8. The pilot reading the checklist shall ensure that the response given is as per the
checklist, or as appropriate to the situation, before proceeding on to the next
checklist item.
9. A broken line in the checklist procedure indicates a sequential condition that
should be met before continuing with the procedure.
10. If under conditions of high workload response to a checklist item cannot be given
immediately, the word STANDBY shall be used and further reading of the
checklist shall be suspended until the proper response is given. It is the duty of
the PM to remind the PF that a particular checklist is not done or completed.
11. When a checklist is completed, the pilot reading shall announce:
‘CHECKLIST COMPLETED'
12. Place the checklist inside the trim-wheel as a reminder when 'Holding at the Line'.

Note: IN ADDITION to those stated in the AOM and QRH, the following EMERGENCY and
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 EAA Fokker 50 Standard Operating Procedures (SOP)
ABNORMAL PROCEDURES and CHECKS are to be treated as MEMORY
ITEMS:-
1. The ENGINE FIRE EMERGENCY CHECKLIST, down to and including 'FUEL PUMPS OFF'
2. The EVACUATION / ON GROUND EMERGENCY CHECKLIST (complete)
3. The EMERGENCY DESCENT CHECKLIST (complete)
4. The JETPIPE FIRE ABNORMAL CHECKLIST (complete)

5. The LANDING GEAR HANDLE JAMMED IN DOWN POSITION ABNORMAL CHECKLIST

6. No LIGHT UP WITHIN 10 second AIR START

7. DIS continued ENGINE STAR ON GROUND

For any and/or WARNING light illumination the pertinent checklist will be used.

A. Communications
Cockpit speakers shall be OFF, and both pilots will use serviceable headsets, when operating below
FL 100.
Crews are to refrain from non-essential conversation below FL 100.
When a hand-over of R / T duties is made, use the wording: ‘Your R / T’ and ‘My R / T’.
FMS
PF programs the FMS, except under manual control.
During manual control the PF will instruct the PM to set the FMS.
Anything exceeding simple selections on the FMS by the PF requires a change of
controls. Before entering data on the FMS check the title line and confirm data.
Check that FMS inputs are correct before selecting ‘ENTER’.
Simple programming is essential, especially in high-workload situations.
Giving commands
Think ahead: Is it a valid command?
Give commands in a clear and sufficiently loud voice.
Be cautious when giving gear / flaps commands at low altitude and unsafe
speed. Confirm correct action will be taken from any non-reversible
command given.
Receiving commands
Verify safe conditions and check validity of commands before executing.
Report when the required setting has been achieved (i.e. flaps, gear, climb power), or selection has
been made when the selection result cannot be confirmed.
Get confirmation before executing any non-reversible action.

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 EAA Fokker 50 Standard Operating Procedures (SOP)

B. Flight Preparation
NOTE: Before starting the APU for the first flight of the day, its fire warning system must be tested.

On first entering the aircraft, check the Technical Log, License & Certificate Folder, Circuit
Breakers, Oxygen Pressure and that all Emergency Equipment is on board and serviceable.

Complete the walk-around inspection as detailed in the AOM. An inspection of the aircraft shall be
made before each departure. This check should be methodical, starting at the passenger door and
moving clockwise around the aircraft. Both Captain and Co-pilot are required to perform the external
walk- around check before their first sector of the day, the Captain may delegate the duty to the Co-
pilot for subsequent sectors.

Check the cabin area before taking your seat on the Cockpit. When seated in the Cockpit proceed
with the Cockpit Safety Inspection Scan.

C. Call for and complete the Cockpit Safety Inspection Checklist.

Obtain the surface conditions, then initiate the scan for the Cockpit Preparation Check.

The Standard Take-off Briefing may now be given, followed by the Nav / Com / FMP/ FMS set-up
and the Take-off and Departure Briefing for the expected departure clearance.

When the fuel log is complete, verify with the fuel on board and compare with the minimum sector
fuel. If all is correct, sign the fuel log.

D. Call for and complete the Cockpit Preparation Checklist.

Upon receipt and signing of the load sheet, set the aircraft weight in the weight window and complete the Take-
off Data Card and set the V speeds. This is to be accomplished in a coordinated manner, the
pilot who will be PF calls out each speed as he sets his bugs, the other pilot sets his speed bugs and confirms by
repeating each speed call-out.

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 EAA Fokker 50 Standard Operating Procedures (SOP)

EXTERIOR INSPECTION

PASSENGER DOOR STAIRWAY & EVACUATION CONDITION

LIGHT
LEFT PITOT STATIC TUBES UNCOVERED & CONDITION

FRESH AIR SCOOP CLOSED

NOSE WHEELS & CHOCKS CONDITION - IN PLACE

NOSE WHEELS OLEO & DOORS EXTENSION, NO LEAK, CONDITION

WARNING: DO NOT ENTER NOSEWHEELS BAY WHEN DOORS ARE OPENED

GEAR PINS REMOVED

TAXI LIGHT CLEAN & INTACT

RADOME CONDITION

RIGHT PITOT STATIC TUBES & ANGLE OF UNCOVERED & CONDITION

ATTACK VANE
FRESH AIR SCOOP CLOSED

EXTERNAL POWER UNIT RECEPTACLE CLOSED / GPU CONNECTED

RADIO ANTENNAE & ANTI COLLISION LIGHT CONDITION

FORWARD CARGO DOOR & EVACUATION CONDITION

LIGHT
ENGINE AIR INTAKE CLEAR

PROPELLER DOME SECURED

PROPELLER CONDITION, MOVES FREELY

FORWARD NACELLE, COWLINGS, ACCESS CHECK SECURE, NO FUEL OR OIL LEAK

DOORS & PANELS

LANDING LIGHT INTACT & CLEAN

DE-ICING BOOTS CONDITION

NAVIGATION & STROBE LIGHTS CONDITION

STATIC DISCHARGE WICKS INTACT (4)

AILERON, AILERON TABS & FLAPS CONDITION & ALIGNMENT

TANK VENTS CLEAR

UNDER SURFACES OF WING, INSPECTION NO FUEL LEAK - SECURED

PANELS
MAIN GEAR & WHEEL WELL BAY CONDITION & NO LEAK

LANDING GEAR DOORS CONDITION - INDICATORS ALIGNED

GEAR PIN REMOVED

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 EAA Fokker 50 Standard Operating Procedures (SOP)

APU SECTION CONDITION

OLEO EXTENSION - NO LEAK

WHEELS, BRAKES & CHOCKS CONDITION, NO LEAK - IN PLACE

LOCK LINK RED LINE IN LINE

UNDERSIDE OF WING (BETWEEN
CONDITION
NACELLE & FUSELAGE), FLAP & DE-
ICING BOOTS
WINDOWS & FUSELAGE SKIN CONDITION
REAR CARGO DOOR & EVACUATION LIGHT CONDITION

TAILSKID CONDITION

AIRCONDITIONING INLET SCOOP CLEAR

AIRCONDITIONING ACCESS DOOR SECURED

HORIZONTAL & VERTICAL STABILIZERS & CONDITION
DE-ICING BOOTS

RADIO ANTENNAS CONDITION

ELEVATORS & TRIM TAB CONDITION

RUDDER & TRIM / BALANCE TAB CONDITION

STATIC DISCHARGE WICKS INTACT (2)

TAIL CONE, NAVIGATION & STROBE LIGHTS CONDITION

REAR SERVICE DOOR & EVACUATION LIGHT CONDITION

WATER SERVICE PANEL SECURED

WINDOWS & FUSELAGE SKIN CONDITION

ANTI COLLISION LIGHT CONDITION

UNDERSIDE OF WING (BETWEEN
CONDITION
NACELLE & FUSELAGE), FLAP & DE-
ICING BOOT
TEMPERATURE PROBE INTACT
LOCK LINK RED LINE IN LINE

MAIN GEAR & WHEEL WELL BAY CONDITION & NO LEAK

LANDING GEAR DOORS CONDITION - INDICATORS ALIGNED

GEAR PIN REMOVED

OLEO EXTENSION - NO LEAK

WHEELS, BRAKES & CHOCKS CONDITION, NO LEAK - IN PLACE

UNDER SURFACES OF WING, INSPECTION NO FUEL LEAK - SECURED

PANELS

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AILERON, AILERON TABS & FLAP CONDITION & ALIGNMENT

TANK VENTS CLEAR

STATIC DISCHARGE WICKS INTACT (4)

NAVIGATION & STROBE LIGHTS CONDITION

DE-ICING BOOTS CONDITION

LANDING LIGHT INTACT & CLEAN

FORWARD NACELLE, COWLINGS, ACCESS CHECK SECURE, NO FUEL OR OIL LEAK

DOORS & PANELS
ENGINE AIR INTAKE CLEAR

PROPELLER DOME SECURED

PROPELLER CONDITION, MOVES FREELY

WINDOWS & FUSELAGE SKIN CONDITION

TOILET SERVICE PANEL. SECURED

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 EAA Fokker 50 Standard Operating Procedures (SOP)

E. Cockpit Safety Inspection

The complete Cockpit Safety Inspection Checklist shall be performed the first flight of the day, at
crew change, following any maintenance and following any layover exceeding 2 hours.

CHALLENGE ACTI RESPONSE

ON
Technical Log & Check the serviceability status of the aircraft from the CHECKED
Maintenance Status Technical
Log and discuss any deferred defects
Aircraft Documents Check all required documents & manuals are on board with CHECKED
valid expiry dates
Emergency Check: CHECKED
Equipment  Fire Extinguisher
 Axe
 Flashlights
 Life Vests
 Smoke Hood
 Oxygen Masks
 Smoke Goggles
 Asbestos Gloves
Oxygen System Check crew oxygen bottle valve CHECKED
& Pressure OPEN Minimum pressure:
1450 psi (3 crew) or 1000 psi (2 crew)
(Once a day only) On the three Audio Panels, select
SPKR Switch to OXY and Microphone Switch to OPEN
IC. Then, in turn, press the ‘Press To Test’
EMERGENCY FLOW SELECTOR of each Oxygen
Mask. Check that oxygen flows and that the sound it
produces can be heard in the Cockpit Speakers. After
this test, return Audio Panels to desired selections.
Fresh Air Scoops Check that both are shut SHUT

Circuit Breakers Check all CBs are in or collared in compliance with CHECKED
dispatch requirements
Verify with maintenance personnel before resetting CBs
Landing Gear Check normal gear handle in down position with 4 gear DOWN
Selector down
green lights showing
Alternate Landing Check alternate gear handle in normal stowed position NORMAL
Gear
Flaps Check flaps are indicated up and lever is in up position UP

Instruments X-Check Check Engine Instruments and Cross Check all Flight COMPLETED
Instruments

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 EAA Fokker 50 Standard Operating Procedures (SOP)

F. Cockpit Preparation Checklist

The complete Cockpit Preparation Checklist shall be performed the first flight of the day, at
crew change, following any maintenance and following any layover exceeding 2 hours.
If the EXT PWR/APU GEN is not available, follow for ‘IF BATTERIES’.

CHALLENGE ACTIO RESPONSE

N
Interior and Exterior Confirm that all Checks have been carried out COMPLET
Checks ED
Check battery voltage (24V to 32V)
Batteries & load (+40A to -40A)This check must be carried out without ON
EXT
PWR/APU GEN on
Check GPU/APU voltage, frequency & load as appropriate (AC
External Power/APU ON
100V -
GEN
130V / 385 Hz - 415 Hz DC 24V - 32V / +40A to -40A)
Engine Fire Panel Check fire handles in and latched CHECKED
Set temperature selectors in AUTO
range Select required temperature
Air Conditioning If APU operating: SET
Select ECON on
Select APU bleed ON
Check Manual Rate Control at full DECR
Pressurization SET
Set rate limit selector to index
Seat Belt / No Smoking Switch ON (note that the seat belt sign must be off when
aircraft ON
Signs
fuelling is in progress)
Emergency Lights Pull emergency lights switch out and rotate to ARMED ARMED

Parking Brake Set Parking Brake on(do NOT rotate handle) ON

Set elevator trim within green
Trims band Set rudder trim to zero SET
Set aileron trim to zero
Give standard Take-Off briefing and the briefing for the
Crew Briefing expected departure runway and routing COMPLET
Include your actions in the case of an immediate return ED
EGPWS Press test button and listen for test TESTED
Gear Pins Check 3 landing gear pins & 4 pitot covers are on board
ON
BOARD
IF ON EXT PWR/APU GEN: - CONTINUE TO END OF LIST.
IF ON BATTERIES: - CONTINUE, AFTER ENGINES STARTED.

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COCKPIT PREPARATION CHECKLIST continued

CHALLENGE ACTIO RESPON
N SE
Test Panel AUTO FEATHER TEST CHECKE
D
(Once a day with EXT PWR / APU GEN only)
POWER LEVERS GRD IDLE
FUEL LEVERS...................................................OPEN
ERP......................................................................TO
AUTO FEATHER TEST BUTTONS.................DEPRESS
 Check torque remains 0%
 Check AF / APR ARMED and STBY lights on
LH AUTO FEATHER TEST
BUTTON.............................................................RELEASE
1. LH Fuel Lever light on
2. AF / APR ARMED and STBY lights go out
3. LH ENG OUT alert on the CAP
4. RH engine torque bug increases by 10%
5. Check Level 3 alert & cancel with MWL
6. LH FEATHER PUMP light on

RH AUTO FEATHER TEST BUTTON.............RELEASE

(Repeat procedure for RH engine)
FUEL LEVERS....................................................SHUT
TAKE OFF CONFIGURATION TEST(Once a day only)
 Depress TO CONFIG button with either power
 lever not in TO position
 Check the CAP for TO CONF light
 Check that depressing MWL will not cancel

SMOKE WARNING TEST(Once a day only)

 Depress TEST BUTTON
 Check MWL on & repetitive triple chime
 Check the CAP - 3 SMK lights on
 Check 3 cancellations
 Check Toilet external Red warning light
 Check Buzzer at aft Cabin Attendant's panel
Test Panel FIRE WARNING TEST(Once a day only) CHECKED
 Select Fire Test switch to LH and hold
 Check MWL on & repetitive triple chime
 Depress MWL to cancel repetitive triple chime
 L ENG FIRE alert light on the CAP
 LH fuel lever light on
 LH fire handle light on
 Release Fire Test switch

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 EAA Fokker 50 Standard Operating Procedures (SOP)

 (Repeat procedure for RH engine)

ALERT SYSTEM TEST
 (Once a day with EXT PWR / APU GEN only)
 Depress ALERT SYS TEST button
 Check TEST light on
 At single chime, check CMPL light on
 Depress ALERT SYS TEST button to acknowledge
SKID CONTROL TEST
 Check towing switch guarded OFF
 Depress SKID CTL TEST
 Check INBD and OUTBD lights on
 Release TEST button
 Check INBD and OUTBD lights out

1.12. CREW/PASSENGER BRIEFIGS

The plc shall ensure that crew members and passengers are made familiar with location and use of the
following items.
a) Seat belets
b) Emergency exists
c) Life jackets
d) Oxygen dispensing equipment
e) Emergency briefing cards
f) Fire existngisters

1.12.1.A Crew Briefings

The Captain shall perform a briefing for the entire crew before the first flight of the day and updated if there
are any significant changes. The briefing shall be accomplished as early as practical so as not to interfere
with the crew preparation duties.

The briefing shall include:

 Aircraft status

 Expected significant weather

1.12.1B Take-Off & Departure Briefings

Before the first flight of the day, the Captain shall ensure the following company take-off briefing is given,
usually as part of the Cockpit Preparation Checklist:
 Standard Company Procedures and Call Outs
 Call '60 KNOTS, V1 and ROTATE'
 Monitor engine and flight instruments. If a malfunction occurs before V1 callout
CONDITION. If I decide to abort, I will call 'STOP'. YOU will take the control column,
hold ailerons into wind and call 'STOPPING & (reason)' on the radio.
 If a malfunction occurs after V1, take-off will continue. NO malfunction calls until the gear

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 EAA Fokker 50 Standard Operating Procedures (SOP)
is selected up.

1.12.1C Prior to each departure, the Pilot Flying shall give a departure briefing including:
 Departure route / SID - Chart No. / date / validity
 MSA / MEA
 Intended track
 Planned Altitude
 Nav aids / course set-up
 Actions in the event of an immediate emergency (engine-out) return
 Special considerations
After approval has been obtained from ATC, when the APU is in use it is suggested that the left
engine be started first and when stable, the APU turned off. This will avoid air, contaminated by
the right engine exhaust, being taken into the cabin.
1.12.1D Before Start Checklist

CHALLENGE ACTI RESPONSE

ON
Start-up Approval Call the Tower for Start OBTAINED
Approval, or traffic for start, as
required
Windows and Doors Check Cockpit Windows are CLOSED
locked closed
Check Door lights on the CAP are out

Anti-Collision Light Switch ON the Anti Collision Light ON

Fuel Pumps Switch ALL Fuel Pumps ON, ALL ON

whether EXT PWR or BATTERIES

Start Pushbutton Switch ON the Start System ON

Power & Fuel Levers Ensure Power Levers are Ground GROUND
Idle& Fuel Levers are Shut IDLE/SHUT

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 EAA Fokker 50 Standard Operating Procedures (SOP)

After Start

1. After both engines are stabilized, the Captain can call for the removal of ground
power if necessary.
2. The respective scan items can then be completed.

Note: Turn the APU “OFF” with the APU Generator and Bleed both ON, and
before the Air Conditioning ECONOMY P/B is pressed “OFF”.

3. Check A/F APR STBY light on.

4. On the first flight of the day and prior to calling the After Start Checklist the propeller
over speed protection should be tested.
5. Check heading bug selected to the runway heading.
6. Select GA mode by depressing the GA button on either power lever.
7. Select HDG mode.
8. Arm ASEL mode for initial altitude.

Note: Pitch command in GA mode is 8 deg up for take-off.

1.13 Engine Start Procedure

i) Pushback if pushback is required before starting engines contirn parking brake is off and tow switch is
on and after push back parking brke on and tow switch OFF

- Communication should be established with the ground crew.

- Do not oppose or hold the nose wheel steering tiller during pushback.

1. To ensure a smooth and unhurried departure, review taxi and departure routes and complete
the take-off briefing before engine start.

2. Ensure the parking brake is on before engine start

3. Obtain start approval prior to starting engines and advice POB and endurance.

4. After approval has been obtained from ATC with battery ONLY start the right engine and
use the right generator to close passenger entry door and to assist start the left engine.

During Ground power unit start due to the degree of having a ground crew to a rotating
propeller start first the left engine , disconnect the GPU and do a cross generator start on the
right engine,

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 EAA Fokker 50 Standard Operating Procedures (SOP)

The standard call made by the pilot performing the start to the other pilot shall be #2 engine
clear. He will visually confirm before stating the same. The pilot starting engine on or his
side should do the same.

5. The captain will perform all engine starts. the procedure for starting of engines is that the co-
pilots starts his stop clock the moment the starter is engaged ( starter cycle limit is 30
seconds) and the captain starts his stop clock when he opens the FUEL LEVER at 20%
NH( reset the clock after engine stabilized at approx. 60 sec)

6. The co-pilots will monitor the engine from the beginning of engine start until both are
stabilized and thereafter as per Standard Operating Procedures.

7. Coordinating with ground engineer by using of headset is important.

8. Both pilots should maintain a listening watch with ATC and ground engineer

9. MAX ITT=840-9500C for 5 sec. ITT less than 8400c 20 sec. during start

After Start Procedures

1. After both engines are stabilized, the captain will anmouna to the ground crew good start clear disconnect
off check at ----(time)hand signal on left /right or in front.

2. The respective scan items (after start memory item flows) can then be complete .

3. Check A/F APR STBY light is on.

4. On the first flight of the day and prior to calling the after start checklist. The propeller over speed protection
should be tested.

5. Select GA mode by depressing the GA button on either power lever.

6. Select HDG mode

7. Arm ASEL mode for initial altitude

NOTE:- pitch commend in GA mode is 8 day UP for take-off

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 EAA Fokker 50 Standard Operating Procedures (SOP)

After start check list

Challenge Action
Respons

STAT P/B Check light out OFF

PROBE HEAT Switch pitot and vane heating on ON

check in op lights out

ALERT LIGHT Check all CAP light out scan OUT

overhead panel all check amber and
white lights out.

PROP OVERSPEED Once a day only BOTH EN EEC ON , TESTED

ERP in TO , PWR LEVERS GRD
ILE.

Depress prop OVSPD TEST P/B and

HOLD ,NP ↑ to approach 67%(95% if
test fails)Approch 7 sec NP↓to GRD
idle (62.5%) release TEST P/B

EXT PWR/APU Check Ext power AVAL light out Removed off

1.14 Taxi Procedures

Taxiing
1. Ensure the parking brake is ON and advise the ground engineer to remove the chocks.
2. Complete the After Start Checklist, then request taxi clearance and await the ‘All Clear’ signal.
3. Taxi light should be switched ON for taxi, however, consideration should be shown to
personnel in the area of its beam by day and night.
4. Before releasing the parking brake, both pilots should confirm that the area around the
aircraft is free from obstacles. When releasing the parking brake do NOT rotate handle.
5. Advance the power levers slowly to commence rolling and gently check the brakes without stopping.

CAPTAIN CO-PILOT

Ensure safe taxi speed. Monitor taxi speed, call if excessive.

Monitor taxi path.
Ensure nose wheels follow correct taxi
guidelines / lights, no short cuts are to be Ensure obstacle clearance.

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 EAA Fokker 50 Standard Operating Procedures (SOP)

made. Use extreme caution during turns and

until your aircraft is clear of all obstacles.

TAXING CHECKLIST

TRIMS SET

FLAPS SET 5DAY

ALERT LIGHTS OUT

6. When clear of congested area the Co-pilot shall request ATC, Clearance for take –off the
Captain will then command the Before Take-off Checklist.

1.15 Aircraft Control Transfer

Positive control of the aircraft must be maintained at all times. To accomplish this, one pilot will always take
over from the other. That is to say that the pilot flying cannot leave control. He can only release control after
the other pilot has already taken it. In all cases, the phrase “I HAVE CONTROL” comes before the phrase
“YOU HAVE CONTROL”.

Normally, the control transfer will be discussed ahead of time. The pilot releasing control might say, “Take
control, Steer heading 250, Maintain 10,000 feet.” When ready the, the pilot taking control will place his/her
hands and feet on the controls and state,” I HAVE CONTROL.” The other pilot shall immediately release the
controls and reply, “YOU HAVE CONTROL,” and release the controls.

In some cases, such as in an emergency, one pilot might need to TAKE CONTROL from the other pilot without
discussion. In this case, the pilot taking control will place his or her hands and feet on the controls and state, “ I
HAVE CONTROL.” The other pilot shall immediately release the controls and reply, “YOU HAVE
CONTROL.”

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 EAA Fokker 50 Standard Operating Procedures (SOP)

1.16 IFR and VFR Departures

In practice, the FMS/GPS should be programmed prior to engine start or prior to taxi

The heading bug on each EHSI should be set to the runway heading. The course selector bug should be set to the
heading the airplane should turn for the given SID or ATC instruction PF should select on FMP HDG, ALT SEL
and GA with power control. When “GO AROUND” is selected on fight director, it will command whatever
heading the aircraft was on when wheels the left the ground on the LSP’s and RSP’S EADI. Can call the
Sentara .for a LSP take-off ,the PF(LSP)will command the PNF(PM)(RSP) to select gear up after his
announcement of positive climb at VFR(speed for flat retraction ASL>400FT) the PM(PNF) should check for both
the speed and the height and announce VFR and PF will command “Flaps up” and PNF should retract the flaps to
O position and announce flaps is at O.

PF will command to set FMP to IAS and PNF will select IAS and announce IAS set both pilots should confirm
ERP set to climb and IAS on EADI

PF will command after T/O checklist PNF will perform after T/O checklist and announce after T/o checklist
completed.

This task is done by LSP when the take-off is conducted by RSP. the Flight Director will command runway
heading and a pitch of 80 nose up altitude for best single-engine climb until “IAS and TCS is pressed, where the
PF(LSP) can now select the best climb altitude with pitch change button “ on the pedestal on the AP pitch control
If the departure procedure calls for a turn shortly after take-off the PF can select that heading on the EHSI bug,
where by the FD will now command the turn to the selected heading . The maximum bank to make at this moment
should be less than 150A.BELOW 500if AGL. The normal minimum maneuvering height is 500feet AGL. Under
normal conditions a rate one turn is recommended and a maximum bank angle of 30 degrees. The normal
maneuvering speed after take-off is V2+10 or VPR +10 after flaps retraction.

LSP –left seat pilot EADI- Electronic Attitude Indicator

RSP-Right seat pilot EHSI-Electronic Horizontal situation indicator.

MFD- Multi Function Display

The approach plate of the runway to used (should an immediate return to the departure aerodrome is required
under IFR conditions) shall be readily available.

As soon as the aircraft is cleared to take –off position, the PF shall prompt the PNF (pm) for before take-off
checklist. The checklist will be performed though the challenge and response method set the TCAS TO RA/TA
above.

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 EAA Fokker 50 Standard Operating Procedures (SOP)

1.17 Take-Off
1.17.1 Take-Off Procedure (Captain’s Sector)

CAPTAIN (PF) CONDITION CO-PILOT (PM)

 Left hand on tiller Cleared for take-off  Hold control column and set aileron
 Align aircraft on runway, verify into wind
and Call: 'R/W HDG,  Place and keep feet lightly on rudder
Compasses CHECKED' pedals – do not touch brakes
 Confirm R/W HDG and Compasses
Announce: 'CHECKED'
Start
timing
 Advance power levers to T/O Select take-off power  Check Auto Feather / APR ARMED
DETENT in approximately 4 and STBY lights ON
seconds after rolling and leave right
hand on power levers until V1
 Use tiller to keep a/c straight until  Check Engine Instruments
rudder becomes effective
 Transfer left hand to control column 60 Knots  Call: '60 KNOTS'
 Call: 'MY CONTROLS'  Release control column
 Announce: 'YOUR CONTROLS'
 Verify required torque obtained
 Release power levers V1/ VR  Call: 'V1, ROTATE'
 Rotate the a/c smoothly at about 3
degrees per second to an initial body
angle of 8 degrees
Positive rate of climb  Call: 'POSITIVE CLIMB'
 Command: 'GEAR UP' (indicated on both VSI and  Select landing gear up
altimeter)  Announce: 'GEAR IS UP'
when indicated up
Above 400 ft. AGL  Call: 'VFR'
 Command: 'FLAPS UP' and speed VFR or  Select flaps up
 Adjust pitch attitude to accelerate to above  Announce: 'FLAPS ARE UP' when
normal climb speed indicated up
 Command: 'CLIMB POWER' Speed above VFTO  Select CLB rating on ERP
and above  Check NP 85% and torque aligned
acceleration altitude with bug
 Announce: 'CLIMB POWER SET'

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 EAA Fokker 50 Standard Operating Procedures (SOP)

1.17.2 Take-Off Procedure (Co-Pilot Sector)

CAPTAIN CONDITION CO-PILOT

 Left hand on tiller Cleared for take-off  Hold control column and set
aileron into wind
 Align aircraft on runway, verify  Place and keep feet on
and Call: 'R/W HDG , rudder pedals – do not
Compasses CHECKED' touch brakes
 Confirm R/W HDG and
Compasses
Announce: 'CHECKED'
Start
timing
 Advance power levers to T/O Select take-off power  Check Auto Feather / APR
DETENT in approximately 4 ARMED and STBY lights ON
seconds after rolling and leave  Check Engine Instruments
hand on power levers until V1
 Use tiller to keep a/c straight until
rudder becomes effective
 Announce: 'YOUR CONTROLS' 60 Knots  Call: '60 knots'
 Leave feet on rudder pedals and  Call: 'MY CONTROLS' and
be prepared to carry out a take over rudder control
rejected take-off
 Verify required torque obtained
 Call: 'V1, ROTATE' V1/ VR  Rotate the a/c smoothly at about 3
 Release power levers degrees per second to an
initial body angle of 8
degrees
 Call: 'POSITIVE CLIMB' Positive rate of climb  Command: 'GEAR UP'
 Select landing gear up (indicated on both VSI
and
 Announce 'GEAR IS UP' when altimeter)
indicated up
 Call: 'VFR' Above 400 ft. AGL and  Command: 'FLAPS ARE UP'
 Select flaps up speed VFR or above  Adjust pitch attitude to
 Announce: 'FLAPS ARE UP' accelerate to normal climb
when speed
indicated up
 Select CLB rating on ERP Speed above VFTO  Command: 'CLIMB POWER'
and
 Check NP 85% and torque aligned above acceleration
with bug altitude
 Announce: 'CLIMB POWER SET'

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 EAA Fokker 50 Standard Operating Procedures (SOP)

1.17.3 Take-Off Procedure

BOTH Captain and Co-pilot sectors
PILOT FLYING (PF) CONDITION PILOT NOT FLYING (PM)
 Adjust attitude to accelerate Initial climb-out  Check engine parameters and
gradually to normal climb speed of monitor initial climb-out
160 knots (see note 4)  Select VS
 Command: 'VS'  Announce: 'VS' when annunciated
 Confirm: 'VS' when annunciated
 Command: 'ENGAGE AP' if required  Engage AP if commanded
 Announce: 'AUTOPILOT ON  Announce: 'AUTOPILOT ON and FD
and FD annunciations' annunciations'
 Select or Command: 'IAS' as required  Select IAS if Commanded
 Confirm: 'IAS' when annunciated
 Announce: 'IAS' when annunciated
 Select or Command: 'HEADING
BUG LEFT / RIGHT (as  Select required heading if
required) commanded
 Select or Command: 'ARM NAV'  elect NAV mode if commanded

 Command: 'AFTER TAKE-OFF When convenient  Start the AFTER TAKE-OFF

CHECKLIST' after passing 1000 CHECKLIST
ft. AGL (The after take-off checklist is
completed passing FL100)
Note:
1. The Captain will at all times start engines, taxi the aircraft and with any take-off (including Co- pilot
sector) have his right hand on the power levers until the call 'V1, Rotate'. The Captain becomes the PF
with any rejected take-off.
2.The Take-off CONFIG alert occurs when one of the following conditions is met:
a. Elevator trim not in Take-off Position
b. Rudder trim not in Take-off Position
c. Flaps not in Take-off Position
d. Park brake not released with power levers in Take-off Detent
e. Neither Take-off, GA nor FLEX selected on the engine rating panel
f. Propeller auto feather system not armed with power levers in the Take-off Detent The alert cannot be
cancelled by depressing the MW
.
3. Rotation to Take-off Attitude should take approximately 3 seconds. Too fast a rotation may result
in the tail touching the runway. Following a correct rotation, the speed at lift-off is normally
slightly above V2.
4.Operation of TCS cancels the fixed pitch of the GA mode and aligns the FD pitch with the actual pitch
attitude.
5.It is the policy of Skyward East African Aviation NOT to use FLEX Take-off Power.

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1.17.4 Turns after Take-off

The normal minimum maneuvering height is 500 ft. AGL. Under normal conditions a rate-one turn is
recommended and a maximum bank angle of 30 degrees.
The normal maneuvering speed after take-off is V2 + 10 or VFR + 10 after flaps retraction. If
a turn is required below 500 ft. AGL, limit bank angle to 15 degrees.
Note: Air Traffic Control may specify departure instructions deviating from these procedures.

1.17.5 After Take-Off Checklist

(Read and responded to by the PM and monitored by the PF)

CHALLENGE ACTI RESPONSE

ON
Gear and Flaps Check up UP
Taxi light Switch OFF the taxi light OFF
ERP Ensure Climb Power is set CLB
Pressurization Checked ON
Landing lights Under normal conditions turn OFF when passing 10,000 OFF / ON
ft.
Altimeters When passing transition altitude set standard 1013.2 MB SET, X Checked

1.18 Normal Take-Off

1.18.1 Normal Take-off

The procedure given is the standard take-off technique. Where obstacles, noise
abatement, or instrument departure routes require such, this should be amended
accordingly.
 The elevator trim must be set within the green band.
 For recognition and prevention of bird impact leave landing lights on below
FL100 by day and night.
 To prevent damage to the propeller blades by stones, a rolling take-off is
recommended except in limited runway length conditions.
 Do not carry out tight turns at runway ends to line up on centerline for the start
of the take-off run. Make the turn with a radius that does not impose high tire
sidewall stress. Steer the aircraft towards the centerline during the initial take-
off roll so as to attain centerline by approximately 700 feet of roll.
 When taking off from a standstill apply power 40 percent and release brakes
shortly before target torque is obtained.

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 To select take-off power, advance the power levers to the take-off detent in
approximately 4 seconds after rolling.

The normal take-off procedure may or may not require, depending on runway length, the use of flap 5
degree or flap 15 degrees on Fokker 50 with “V speeds” appropriate to the current take-off weight.
Rolling take- offs will be used, when possible, provided that more than the required take-off distance is
available. If holding on short paved runways, power will be applied on brakes in accordance with power
charts once ATC clears the aircraft for take-off.

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Power Lever Control is as follows: the PF will maintain RTO authority after the “SET MAX PWER” call, by
maintaining contact with top of the power levers, but allowing the PNF to input small adjustments from the base of
the levers.

The PNF must, at all times, ensure that no engine limit is exceeded by continuously monitoring and “fine tuning”
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 EAA Fokker 50 Standard Operating Procedures (SOP)
the power levers. All take-offs should take-off power.” This will mean max ITT or torque depending on
conditions. The PNF will call, “Take-off POWER SET.” During the take-off roll, the PNF will call, “AUTO-
FEATHER ARMED,ACP STAND BY, AIRSPEED ALIVE, 60 KTS, V1” THE PF shall place BOTH hands on
the control column and when PNF calls “ROTATE,” rotate the aircraft to approximately at 8 degrees nose up
attitude. The required call and responses shall be as follows:

NOTE: the “60 KTS” challenge and response is designed to be a pilot incapacitation check and airspeed indication
check. If there was no response to two calls then the PNF must assume incapacitation and assume control of the
aircraft. When take-off performance is “runway-limited” power should be set while on the brakes. A rolling
take-off in this case may penalize the performance of the aircraft and may actually require a longer runway
when compliance with take-off requirements are necessary. The Captain only will make the take-off in RVR 1200
conditions.

PF PNF
Controls Aircraft
A. The PF has his/her hand at the top of the Power Cross check the PWR LEVERS TO detent and
Lever, advances the Power Levers slowly to call “TO PWR DETENT”CHECK ENGINE
derent. ”call” TO PWR DETENET” INSTRUMENTS

B. Responds 60kts Call 60kts V1,”ROTATE”

1.START Climb Call “POSITIVE RATE”
2.COMMAIN “GEAR UP” Put “GEAR UP” and report gear is up.
Commad “FLAPS UP” set climb power set IAS Calls “400ft” select flaps up press ERP CLIMB
,LAS on FMP
At 10,000feet the PF will call for ”AFTER TAKOFF CROSS CHECKED
CHECKS” set pilot any of attack vane windshield heat
on check NOP lights out.

1.18.2 After Take-Off Checklist

(Read and responded to by the PM and monitored by the PF)

CHALLENGE ACTION RESPONSE

Gear and Flaps Check up UP

Taxi light Switch OFF the taxi light OFF

ERP Ensure Climb Power is set CLB

Pressurization Checked ON
Landing lights Under normal conditions turn OFF when passing 10,000 ft. OFF / ON
Altimeters When passing transition altitude set standard 1013.2 MB SET, X Checked

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1.18.3 Crosswind Take-Off

The maximum demonstrated crosswind component is33KTS. Normal directional control techniques should be
used with care during transition to full power. Into- wind aileron should be used. If take-off is conducted
into gusty crosswinds, and runway lengths permit, it would be advisable to increase the Vr slightly to ensure
adequate margins of safety on rotation. A good rule of thumb is to add half the wind speed and all of the gust
speed.

1.18.4 RVR 600/1200 Take-Off

A take-off in RVR 1200 conditions will be conducted by the left seat pilot only from a runway served by an
ILS and RVR equipment, have high intensity runway lighting and have wither runway centerline lighting OR
runway centerline markings visible to the pilot throughout the take-off run. All requirements to conduct a
600/1200 RVR take-off are located in the Company Operations Manual. A take-off alternate has to be specified
on the flight plan and must be part of the take-off briefing. If there is any doubt as to whether or not a pilot
meets the requirements to conduct a 600/1200 RVR take-off then they should consult the COM. A complete and
thorough take-off briefing will be given for every take-off in RVR 600/1200 conditions. Included in the take-off
briefing will be the reject decisions. Prior to 80 kts, the PF will reject the take-off for any indication of
abnormalities. Between 80kts and V1, the PF will reject only for a catastrophic failure, fire or loss of directional
control. After V1, the flight is committed to the take- off. There will be as little conversation as possible
between the flight crew and no conversation what so ever between the flight and any outside facility. Prior to an
indicated speed of 80 kts, the PNF will callout any and all abnormal indications. Between 80 kts and V1, the
PNF will cancel all master caution and master warning indicators, ignore all yellow light items and call out only
red light items. After V1, the PNF will call out any master caution or master warning light at 400 ft AAE.

1.18.5 Rejected Take-Off

See “EMERGENCIES” for a full description of procedures.

1.19 Climb
Turns will be commenced at no greater than 30 degrees of bank angle and will normally be initiated at a
minimum height of 1000 ft. AGL unless requested otherwise by ATC or SID’s. (Note Relief from Net Take- off
Flight Path and greater bank angles may be allowed per Ops Spec.) and should be briefed pre-take-off. After
obstacles have been cleared and the flaps have been retracted, the aircraft should be accelerated to
a normal cruise climb speed of 160 kts. If a good rate of climb is required, then a lower speed may be used.
First consideration is the minimum obstruction clearance altitude and after that, Passenger comfort. In the
mountainous terrain, a good rate of climb is required to clear the terrain but after that, a 5 to 7 degree nose up
attitude should be maintained. A nose high attitude is very uncomfortable for the passengers.

Normal climb schedule should be 160 kts up to 10,000 ft and reducing 2kts for every 1,000 ft. thereafter to a
minimum of 125 kts. (best two engine rate of climb). That should result in 5 to 7 degree nose up attitude.

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The recommended en-route climb technique requires the CLB setting is selection ON ERP, IAS and to remain at
that setting for the remainder of the flight. The PF has the option to set IAS TO 140kt help depart out of tight or
deep valleys. 100% torque is the maximum allowed for continuous operation. As the aircraft climbs, the will be
remain to detent torque reduces as climb NO time will the pilot exceed 100% torque or 7650º ITT limits.

Note :-A nose high attitude is very uncomfortable for passengers.

1.19.1 Climb
To accelerate to climb speed maintain approximately 8 degrees
pitch. Using CMD speed on the PFD:
Normal climb speed is 160 kt
Below MSA in IMC 140 kt
For close in manoeuvring 140 kt
Max rate of climb speed is approximately 140 kt
And
In icing conditions maintain minimum 140 kt
(IAS)
In turbulence (that warrants) maintain 165 kt
(IAS)
To avoid propeller vibration, maintain 140 kt climb speed with normal two engine operation.
The AFCS is used in the HDG or NAV mode to intercept and track the required VOR radial.
Use IAS mode to maintain the required climb speed. Arm ASEL mode to capture selected
altitude.
When all essential duties have been performed and time permits, present a welcoming and
flight information passenger address. (Refer to Appendix D)
Note:
1. For torque bug splits during climb and cruise in excess of 6%, check engine torque figures
in the QRH. The Captain has the option to move the power levers of the engine with the
incorrect torque bug, either beyond or below the detent, to set the correct engine torque.
2. The same procedure should be used for torque not matching bug during climb and cruise.
Adjust power lever to match actual torque with bug.
3. Torque bug splits in excess of 6% must be reported to maintenance.

1.19.2 10,000 foot Check

At 10,000 feet, the PF will for call the 10,000 ft. checks and extinguish the recognition lights.

Flight Level 100 Checks

Level 100
Checks
Cabin Signs OFF
Pitot & Windshield Heaters ON

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Engine Parameters Check

1.19.3 Flight Level Transition

Climbing through the transition altitude, the PNF will initiate the setting of the altimeters.

Pilot Flying Pilot Not Flying

“1013” “Transition, altimeters 1013”

NOTE:
Due to the high rate of climb capabilities of the aircraft, if the flight is cleared to Flight Level higher than the
transition altitude, it is suggested the Left seat Pilot’s altimeter be set to 1013 well prior to level off so the altitude
alerter will level the airplane at the proper flight level. This is especially important when there is a large difference
between Standard Altimeter Setting (QFE) and QNH. The same procedures should be used on descent to below the
transition level where the local Altimeter setting should be set prior to descending through the transition level so
there is less chance of an altitude bust.

1.19.4 Effect of Temperature on Altimeter Readings

a) All barometric type altimeters are calibrated based on standard conditions, which assumes that the temperature
at sea level is 15 degrees C and that it decreases with an increase in altitude at the uniform rate of 2 degrees C for
every 1,000 ft.

b) if the existing outside air temperature is higher than standard, the true altitude will be higher than the indicated
altitude. Conversely, if the outside temperature is lower than standard, the true altitude will be lower than the
indicated altitude.
c) When operating conditions of extreme cold. Flight altitude corrections should be obtained from the AIP/CAP
GEN. any time the destination airport is at 0ºC or colder a cold weather correction card should be filled out for and
IFR approach. The subsequent card then should be stapled with the OFP at the end of the day.
1.20 Cruise

Although no harm can be done to the engines by running the engines up to 800 degrees ITT, it is used during
single-engine procedure when MCT is selected on ERP ITT.

During level flight the PNF will do the necessary paperwork. He will also normally handle the radio
communications, tune and identify the navigational aids as required or as directed by the PF and program the GPS.

Engine trend monitoring will be carried out above the transition altitude, with ice protection ON CRZ and torque
power. Engine parameters will be recorded on the trend monitoring sheet after the engines have stabilized over a
period of five minutes.

a) Cruise Schedules
On reaching cruise altitude / FL, select CRZ rating at the ERP after 3 minutes or on attaining
180 kt IAS. Do not exceed VMO when cruising at low altitude, retard power levers if
required.
Specific fuel consumption improves with increasing altitude. For fuel economy the highest

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 EAA Fokker 50 Standard Operating Procedures (SOP)
cruise level should be selected, however, other factors may dictate lower cruise levels.
During cruise, when within VHF range of destination, monitor ATIS or request actual weather
and runway in use for descent and approach planning.
Complete the landing data and review the terminal area and approach charts before commencing the descent.
b) Normal Cruise Schedule

For normal cruise, maximum cruise power with torque equal to bug is used. For cruise speeds
see PERFORMANCE chapter of AOM.
c) Long-range Cruise Schedule
For lowest fuel consumption, use the long-range cruise schedule. Obtain the applicable
torque figure from the PERFORMANCE chapter of AOM.

1.21 Descent

During cruise within VHF range of destination monitor ATIS or the PNF (Pm) must obtain the latest weather
including the altimeter setting for the destination, the runway in use type of approach and any other information of
the destination.

The type of approach planned will be loaded into the FMS (GPs) to use for a decent and approach .The Fokker 50
will land at an airport with a runway of under 3,000ft but may not be able to take –off. It needs over 3,500 feet
filed length and balanced field number should be worked out before landing to ensure the possibility of departing.

Complete the landing data and review the terminal area and approach charts before commencing the descent.
Altimeter should be cross checked when changing the subscale setting.

Approach Policy
As a normal practice, Landing Lights are switched ON passing FL100 on the descent.
Altimeters are to be set to the landing airport QNH when passing the Transition Level and must be
cross- checked after resetting.
Speed bugs should be set as follows:

Outer bug(first) 60 kt
Inner Bug
VREF

Outer Bug(2nd) VFR

Outer Bug(3rd ) VFTO

A) Crew Coordination and Monitoring

1. The PF will conduct the Approach Briefing.
2. Late assignment of landing runway may require an additional Approach Briefing at a later stage of
the approach.
3. The PF should specify the set-up of the NAV aids.

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4. The PM should select and identify the NAV aids as commanded by the PF and monitor the airplane
flight path and AFCS operation.
b) Approach Briefing
a. The approach briefing shall be completed by the PF before descent and must include but not be limited
to the following items:

b. General Status of Aircraft (MEL / Maintenance Report)

c. Aerodrome Status (Notams, Airfield Peculiarities)
d. Weather Conditions (Destination)
e. Top of descent point
f. STAR (to cross-check with FMS where applicable)
1. Chart No. / date / validity
2. MEA / MSA
3. Transition Altitude
4. Intended Track
5. Altitude / Speed restriction
g. APPROACH (to cross-check with FMS where applicable)
1. Chart No. / date / validity
2. Type of Approach
3. Landing Runway
4. Airport Elevation
5. MSA
6. Holding pattern / entry / minimum holding altitude
7. Outbound and procedure turn headings
8. Inbound Course
9. Minimum intermediate altitudes during approach
10. Minimums: DA / MDA and visibility requirement
11. Missed Approach Point
12. Missed approach procedure
13. Missed approach Nav aids setup
14. Final Approach Speed
h. LANDING DATA

1. Landing Weight

2. Flaps setting

3. VREF

i. TAXI route to parking bay

j. ALTERNATE / Diversion

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1. Weather

2. Fuel requirement / holding time available

k. Any other items deemed important

Approaching the descent point (approximately 10 NM to run) the PF will ask for the descent and approach checklist
and it will be conducted by challenge and response.

(C)Descent Checks

DESCENT CHECKS
Seat belts & shoulder harness ON
Fuel CHECK
M.E.A SET
Cabin Signs ON

(D) Approach Checklist

APPROACH CHECKLIST
CHALLENGE ACTION RESPONSE
Approach / Landing Briefing Give full Approach Briefing COMPLETED

Pitot & Windshield Heaters Below FL 100 OFF

MSA / MDA / DA Check Landing Airport MSA, Minimum Descent CHECKED
Altitude
and Decision Altitude
Landing Data & Speed Bugs Check VREF, VFR and VFTO and set speed bugs SET

Pressurization Set the Landing Airport Altitude and QNH on the SET
Pressurization Controller
Fuel Quantity Check remaining Fuel and Balance ‘ADVISE
Check Minimum Diversion Fuel requirement AMOUNTS’
Seat Belt Switch Seat Belt Sign ON ON

Ground Idle Stop Select ground idle stop OFF OFF

Altimeters Check Landing Airport QNH is set when passing SET, X Checked
Transition
Level and cross check altimeter readings
Landing lights Under normal conditions turn ON when passing 10,000 OFF / ON
ft.

E) Normal Descent Schedule

At top of descent point, select VS mode with 1,500 ft. / min rate of descent. Maintaining speeds of 180 or below or
instructed by ATC (whichever is lower) using command speed on the PFD.

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When reaching this speed, select IAS mode and reduce torque to approximately 30 per cent.

F) Descent Planning
For descent planning, use 3 nm / 1000 ft. Adjust ROD compatible with distance to go by adjusting torque.
For other descent schedule planning use the following table as a guide:

Speed (kt) Torque (per cent) ROD (ft./min)

220 50 500
220 40 1,000
220 30 1,500
220 20 2,000
220 FLIGHT IDLE 3,000
160 40 0
160 20 500
160 10 1,000
160 FLIGHT IDLE 1,500

To reduce speed for turbulence or other reasons, select VS mode and retard power levers to flight idle. When at the
desired air speed reselect IAS mode and increase power to maintain the required rate of descent.

Cruising altitude should be maintained as long as possible. A number of factors affect the top of descent point:
1. Flight level and airport elevation (initial approach altitude)
2. Conditions during descent (wind, icing, turbulence)
3. Weather at destination and alternate (Visual or Instrument approach)
4. ATC requirements
5. Terminal area procedures and runway in use
To reduce speed or to increase the Rate of Descent (ROD) in a high and close situation, reduce power to FLIGHT
IDLE.
When reaching the desired speed or altitude, increase power. Confirm arming ASEL mode to level off at assigned
altitude.

1.22.1 Flight Level Transition

Descending through transition level the PNF will initiate the setting of the altimeters .

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 EAA Fokker 50 Standard Operating Procedures (SOP)
Pilot Flying Pilot Not Flying

“Transition, altimeters 1022”

“1022”

NOTE:
Due to the high rate of climb and/or descent capabilities of the aircraft, if the flight is cleared to an altitude just
lower than the transition level from the flight levels, it is suggested the Left seat Pilot’s altimeter be set to the local
altimeter setting well prior to level off so the altitude select will level the airplane at the proper altitude as opposed
to flight level. This is especially important when there is a large difference between Standard Altimeter Setting
(QFE) and QNH. The same procedures should be used from the altimeter setting region to the standard altimeter
setting region.

1.22.2 10,000ft checks

Through 10,000 ft the PF will call for the 10,000 ft approach checks. At this time , it will be normal to turn
on lanling lights for recognition and turn off pitot tube, wind shield, angle of attack are heater of if TAT is
above 120C.

1.23 Holding

If a hold at any fix is required, the hold should be entered at the fix with recommended holding speed of VREF+50
kts(for partial purpose use 160 kt)with zero flap.

Use AFCS HDG mode and ASEL/ALT modes and monitor the GPS/FMS and confirm entering the hold properly.

- To descend in a holding pattern select IAS mode and reduce power.

- To level off again arm ASEL for next altitude

1.24 Flap and Gear Operation

When required, the PF will call “FLAPS 10”, the PNF (PM) will respond with “SPEED CHECKS FLAPS
SELECTED” as he makes the selection and “ FLAP 10 SET” as he/she observes the indicator stop at the
required setting.

Flap Setting Company Limit (KIAS) Maximum (KIAS)

50,100,150 165 180
20, 250 145 160
35 0
130 140
The normal flaps setting for landing is 250 landing with flaps 35 is
Require d when runway length is too short for flaps 25
Recommended if:-
1. Runway is contaminated(reduced braking action)
2. Technical malfunctions require a correction of the landing distance.
If Possible company limits should be followed as long as it does not affect the safety of the aircraft

1.24.1 Maneuvering speeds

The normal maneuvering speed are
Flaps setting – speed
O-1400kt

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10-130kt
20-120kt
25-110kt
35-110kt
Note :- maneuvering speed flaps 20 is applicable only after go-around landing flaps 35.

1.24.2 Landing reference speed

The landing reference speed (VREF) equals 1.3 times the stall
speed. VREF depends on:
 Aircraft weight
 Flaps position
 Minimum control speed for landing
 VMCL See AFM chapter PERFORMANCE for minimum VREF.
VREF for Flaps 25 is obtained from speed booklet or from the aircraft weight indicator for landing weights of
15,000 kg or more. The QRH provides VREF for flaps 35 and for flaps 0.
To find VREF for intermediate flaps positions add 10 kt to the V2 of the nearest flaps position.
VREF is set on the inner speed bug. VFR and VFTO are set on the outer bugs.

1.24.3 Final approach speed

The recommended final approach speed is VREF + 10 kt. In gusty and strong wind conditions, wind correction to a
maximum of 10 kt may be used. The maximum final approach speed after wind correction is VREF + 20 kt, except
in wind shear conditions.
When required the PF will call “GEAR DOWN” the PNF(pm)will select gear down and respond “SPEED
CHECKED” and selects the gear ever to down and observe and call –IN TRANSIT “until the gear is down he/his
conforms :”FOUR GREENS –CONFIRM” The PF responds by checking the gear-down and locked green light by
”CONFIRMED”

Gear Extension Company Limit (KIAS) Maximum (KIAS)

Gear Down 160 174

1.24.4 Wind Correction

The final approach speed (VREF + 10) should be corrected for wind including gust as follows:
 Wind up to 9 kt no correction
 Wind and gust 10 to 20 kt add 5 kt
 Wind and gust more than 20 kt add 10 kt
The PNF (pm) will call the landing checks when PF request “LANDING CHECKS” after selecting the final

flaps settings.

1.25 Approach
1.25. A.1 Visual Approach and Landing
1.21.1 Normal Circuit
The procedure described below covers a complete visual circuit and landing. In situations where

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 EAA Fokker 50 Standard Operating Procedures (SOP)
a circuit is not required, configurations and speed should be adjusted accordingly.
Ensure speed and power are stabilized by 500 ft. above threshold elevation.
 Enter downwind at 1000 ft. above threshold elevation, speed 160 kt.
 Abeam runway midpoint select flaps10 and set approximately 25% torque.
 Abeam runway threshold select landing gear down, time 30 seconds +/- 1 sec / kt
headwind or tailwind component.
 When time is up turn onto base leg.
 When intercepting the 3 degree approach gradient, reduce power to approximately 20%
torque, select flaps 25 and commence approach descent.
 Complete the Landing Checklist.
 Adjust base leg to roll out on final at approximately 500 ft. above threshold elevation
on a 3 degree glide path at final approach speed.

1.25.A.2 Stabilized Approach

For an approach to be stabilized the aircraft must:
 Be on a 3 degree approach gradient
 Be on extended runway centre line
 Be on speed (bug + additives)
 have rate of descent of not more than 1000 ft. per minute
 not trigger any EGPWS warnings
It is the responsibility of the flight crew to ensure safe conduct of the flight. A Go-around must
be executed if the aircraft is not stabilized OR deemed to be in an unsafe flight condition at any
time during approach.
At any time the PM considers the approach unsafe, he shall ADVISE the PF to
Go-around. When pilot incapacitation is recognized, PM shall immediately take
over controls.
Note:
1. At approximately 500 ft. above threshold elevation select flaps 35 if required. Reduce speed
to cross the threshold at VREF.
2. In icing conditions flaps 35 must not be lowered greater than 300 ft. above threshold elevation.

1.25.A 3. Landing Checklist

(Read and responded to by the PM and monitored by the PF)

The Landing Checklist should be accomplished after landing flaps are set.
If procedures are flown where the selection of landing flaps is delayed until short final, start the Checklist after
selection of ERP to T/OFF and hold at FLAPS. Call the 'FLAPS' item after lowering to the landing setting.
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CHALLENGE ACTION RESPONSE

Landing Gear Check four green lights and no warnings DOWN 4
GREENS

Cabin Report Get the report from the Leading Cabin Crew that the Cabin is OBTAINED
ready
Taxi Light Check switched on ON

ERP Select TO rating on ERP TO

Check green bars lighted on TO push button Check NP min 90%
Cabin Crew Through the PA system advise cabin crew to be seated ADVISED

Landing Clearance Ensure Landing Clearance has been received OBTAINED

Flaps Check & confirm correct setting for landing SET FOR
LDG

1.25. A.3.1 Landing

 Cross the runway threshold at approximately 50 ft. and at VREF.
 Flare at a slightly-up attitude and retard the power levers smoothly to idle. Do not prolong the
flare.
 Normal touchdown speed is between VREF and VREF -10.
 After touchdown on the main wheels, gently lower the nose wheels.
 Initially keep the aircraft straight with rudder.
 Select ground idle.
 At approximately 60 kt cancel reverse if used.
 At 60 kt the PM will call '60 KNOTS', select/check TO rating at the ERP and select Flaps to UP.
 Use nose wheel steering for directional control below 60 kt.
 The PM should hold the control column and aileron into wind until the LH pilot engages the flight
control lock (after flap lever is in the UP position).
 When the F/O is operating, the Captain becomes the PF at around 60 kt and the F/O becomes PM.
During taxiing the aircraft must be controlled by the Captain.
 After vacating or backtracking the runway, on the PF’s command, the PM will complete the After
Landing Actions and then complete the After Landing Checklist.
Note:
1. Do not select ground idle until nose wheels are on the ground.
2. Should the power levers appear jammed at the flight idle lock, move them forward slightly, then
reselect ground idle.
3. Use reverse only when runway is limiting.
4. The rudder is not effective for directional control with reverse thrust selected.
5. Unless runway length is limiting, it is recommended to cancel reverse at 60 kt to reduce the
probability of stone damage to the propeller or fuselage and to improve directional control at low
speed.
6. Select Flap Lever UP before engaging the Flight Control Lock ON, to ensure correct repositioning
of the Elevator Feel Control System.
7. When landing at night onto a wet runway, depth perception can be distorted, extra care and
concentration are required to avoid flaring too early or too late.

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1.25. A.3.2 No Ground Idle after landing

Premature attempt to select ground idle just before touchdown may block the automatic flight idle stop release
mechanism. Therefore if ground idle cannot be selected after touchdown, momentarily move the power
levers slightly forward to enable the automatic flight idle stop to release, and then reselect ground idle.
If it is still not possible to select ground idle:
8. Select TO rating on ERP as soon as possible.
9. Use brakes to slow down the aircraft.
10. Place one fuel lever to START position (if just one power lever cannot be selected to GROUND
IDLE, place that side fuel lever to START).
11. Aim for the next exit available.
12. Clear runway and stop the aircraft.
13. Verify / reset the ground / flight control circuit breakers and select ground idle. If after stopping,
ground idle cannot be selected:
8. Shut down engines.
9. Wheels chocked and parking brake off.
If after shutdown the power levers still cannot be reset to ground idle and further taxiing is required (no tow
bar and or tug available):
10. Allow brakes to cool for 30 minutes (if required).
11. Start one engine with power lever in flight idle.
12. Taxi on one engine for a maximum of 5 minutes.
In strong crosswind conditions, if only one power lever cannot be selected to ground idle, leave both fuel
levers at OPEN position and keep both power levers at flight idle until nose wheel steering becomes effective.
In addition differential braking can be used to maintain directional control.
Note :-

1. Landing distance will increase due to positive propeller trust during rollout (propeller pitch is at 15 degrees).
Actual landing distance is well within the normal required larding distance for flaps 25.

2. The brakes will become hotter than during normal landing. When taxiing is continued in this
condition brakes will heat up very quickly and may cause flat tyres.

3. Apply standard engine start procedure when starting with power levers in flight idle. After stabilization, engine
torque and fuel flow will be higher than normal.

1.25. A.3.3 Low Circuit

A low circuit is normally a part of a Circle-to-Land procedure.
 Enter downwind at or above Circle-to-Land MDA, speed minimum 130 kt with flaps 10
 OR, where permitted by the Approach Plate, at ‘Circle-to-Land Max Kts’.

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 EAA Fokker 50 Standard Operating Procedures (SOP)
 Abeam runway midpoint, select flaps 10 and set approximately 25% torque.
 Abeam runway threshold, select landing gear down and start time (15 sec / 500 ft.).
 When gear is down or time is up commence a level turn to base leg.
 Complete the Landing Checklist up to FLAPS, call the 'FLAPS' item after setting landing flaps.
 Maintain minimum 130 kt.
 Adjust base leg to rollout on the runway centre line.
 When intercepting the glide path, select flaps 25 and reduce power to follow the glide path at final
approach speed.
 When landing with flaps 35, select flaps 35 at or below 500 ft. (in icing conditions flaps 35 must
not be lowered above 300 ft. HAT).
 Reduce speed to cross the threshold at VREF.

Note: At the discretion of the Pilot Flying, landing gear may be selected down before descending through
830 ft. AGL to avoid nuisance warnings from the EGPWS.

1.25.A.3.4 Crosswind Landing

 On final approach maintain runway alignment by crabbing into wind.
 When crossing the threshold, apply rudder to align the aircraft with the runway centre line and
bank into the wind to counteract drift (3 - 5 degrees bank angle).
 Do not delay touchdown after de-crabbing is completed.
 After landing, keep straight initially with rudder and counteract the tendency of the upwind wing to
lift, by decisive use of the aileron.
 If reverse is required, apply reverse slowly and symmetrically. If problems occur with directional
control, reduce reverse or select ground idle.
 First Officer Crosswind landing limitation is 15 kt of crosswind component.
1.25.A.3.5 Go-Around
The Go-around Procedure is initiated from the following configurations:
 LG down, flaps 10, speed 130 kt
 LG down, flaps 25, final approach speed 120 kt or less
 LG down, flaps 35, final approach speed 110 kt or less

PF PM

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 EAA Fokker 50 Standard Operating Procedures (SOP)
Reaching DA or MAP and no visual contact
Confirms no contact and if so: COMMANDS: 'GO-  Announce: 'MINIMUMS, NO
AROUND' CONTACT'
 Press a power lever Go-around Button
 Advance Power Levers to Take-off DETENT
 Rotate to GA attitude (8 degrees)
Command: The FLAPS setting required
(ALL AT THE SAME TIME)  Monitor Go-around

If flaps are at 35 degrees  Select flaps as commanded When flaps

 Command: 'FLAPS 20' indicated as selected
 Maintain at least VREF 35 or 95 kt, whichever is  Announce: 'FLAPS ARE 20 / 10 / UP'
the higher
If flaps are at 25 degrees
 Command: 'FLAPS 10'
 Maintain at least VREF 25 or 95 kt, whichever is With positive rate of climb
the higher  Announce: 'POSITIVE CLIMB'
If flaps are at 10 degrees  Select gear up
 Command: 'FLAPS UP'  Select HDG mode and arm ASEL
 Maintain at least VFR  Check GA Power When gear is up
 Command: 'GEAR UP'  Announce: 'GEAR IS UP' When
 Confirm PFD annunciated on PFD
Announce: 'HDG, ASEL armed' Announce: 'HDG, ASEL armed'
Continue as for a normal climb-out, however, flaps (if at 10 or 20) are raised and climb power set at or above
800 ft. AGL.
Follow the published missed approach procedure or, if visual, climb to circuit altitude under ATC instructions.
The Captain can overrule a First Officer’s ‘GO-AROUND’ Command.

Note:
130 kt is always in excess of VFR.
VREF flaps 25 is approximately V2 for flaps 10.
With HDG mode operate the TCS, pressing the TCS button cancels the 8 degrees fixed pitch of the GA
mode and aligns the FD pitch with the actual pitch attitude at the time of pressing. When the desired speed
is attained select or command IAS mode.
Landing Flaps 35
Flaps 35 should never be selected until visual and on slope. In the event of a rejected landing (GO- AROUND flaps
35), the call is:- 'GO-AROUND, FLAPS 20' and the initial climb-out speed is VREF flaps 35 or 95 kt, whichever is the
higher.

1.25. A.3.6 After Landing

On the Captain’s command, the Co-pilot is to complete the After Landing Scan and Checklist while backtracking, or
after clearing, the runway.

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 EAA Fokker 50 Standard Operating Procedures (SOP)

CAPTAIN CO-PILOT

Ensure safe taxi speed. Monitor taxi speed, call if excessive.

Ensure nose wheels follow correct taxi guidelines / lights, Monitor taxi path.
no short cuts are to be made. Use extreme caution during Ensure obstacle clearance.
turns and until your aircraft is clear of all obstacles.

Ensure correct parking bay and docking procedures. Monitor appropriate bay and parking
guidance display.

LHS pilot is to check that the flaps have been selected up before engaging the flight control lock. This is to
ensure that the Elevator Feel Control resets correctly.

1.25.A.3.7 After Landing Checklist

(Read and responded to by the F/O and monitored by the Captain)

CHALLENGE ACTION RESPONSE

Flaps At 60 kt select flaps up UP

Landing / Taxi / Strobe lights Switch external lights as required OFF / ON

Radar and Transponder Select both to STBY or OFF, with Radar tilt at 15 STANDBY / OFF
degrees UP

Flight Controls LHS pilot selects flight control lock ON, when LOCKED
convenient, after flaps have been selected UP

APU Start APU (if available) ON/OFF

Notes

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 EAA Fokker 50 Standard Operating Procedures (SOP)
a. After vacating the runway, the aircraft may be taxied to the apron on both engines.
Where possible, to avoid delay opening the passenger door, shut down the left hand
engine first.
b. Allow engines to idle for a minimum of one minute before shutting down.
c. The Captain will instruct the Co-pilot to shut down the appropriate engine using the
standard command, 'SHUT DOWN ENGINE No. 1 (No. 2) when necessary'.
d. When the aircraft will not be used again that day, the command will be, “SHUT DOWN
ENGINE No. 1 (No. 2) FINAL STOP”. ‘FINAL STOP’ is to prompt the Co-pilot to hold
the fuel lever in the Start Position for a minimum of 20 seconds before moving it to the
Shut Position.
e. When the APU generator becomes available the Co-pilot will select it ON and advise the Captain.
f. Before bringing the aircraft to a stop, center the nose wheels.
g. When applying the Parking Brake, do not rotate the parking brake handle.
h. For both day and night operations, both engines must be shutdown with the left hand
propeller stationary, before the passenger door is opened.

Notes:
1. If the APU fails the first start attempt, a minimum of two minutes must elapse before a
second start attempt is made.

2. The APU must NOT be started whilst aircraft refuelling is taking place and loading the
aircraft in order to avoid confusion with ground handling personnel

1.25. A.3.8 Parking:

Parking the aircraft when it’s APU is unserviceable:

BY DAY: Shut down engine/s when aircraft parked, do not wait for the GPU to be connected. BY NIGHT:

1. Call the Company on the VHF comms requesting early connection of a GPU when parked.

2. When on the chocks:

a. Announce over the PA system, “Ladies and gentlemen, this is your Captain. The main cabin

lights will be off for a short period awaiting ground power connection. We apologize for any

inconvenience”.

b. Emergency lights - switch to ON

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 EAA Fokker 50 Standard Operating Procedures (SOP)
c. Seat belt sign - switch OFF

d. Shut-down engine No. 1.

3. When propellers are stationary: Pax door - OPEN

4. When external power available:

a. External power – ON

b. Emergency lights - switch to ARM/OFF as required.

1.25.A.3.9 Parking Checklist

CHALLENGE ACTION RESPONSE

Parking Brake Select Parking Brake ON. After wheel chocks have been put in ON / OFF
place select parking brake to OFF
External Power/APU When EXT PWR AVAIL shows, check voltage and frequency ON / OFF
and if correct, select ON
Allow the engine to operate at idle for a minimum of one minute
after landing, with FUEL LEVER in OPEN
Hold fuel lever in START momentarily before SHUT
Check torque indication drops to zero (before the decimal point) to
ensure propeller feathered. If required note A/C weight and fuel
Fuel Levers used before shutting fuel lever. SHUT
After the last flight of the day or if an oil quantity check is required:
FUEL LEVERSSTART
After 20 seconds
FUEL LEVERSSHUT

Engine Anti Icing Switch OFF OFF

Probe Heat Switch OFF OFF

Window Heat Switch OFF OFF

Anti-Collision Light Select OFF when both propellers are stationary OFF

Fuel Pumps Switch OFF after NH drops below 5% OFF

Seat Belt Select OFF when clear to open PAX door OFF

Set temperature selector in AUTO Select required temperature

When APU BLEED AVAIL light is on:
Airconditioning Select ECON ON SET
Select BLEED ON

Cabin Crew / Doors Advise Cabin crew that Doors may be Opened OPEN DOORS

Chocks Confirm whether Wheel Chocks have been Placed IN / AWAY

Parking Brake Select OFF when wheel chocks are in position ON / OFF

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 EAA Fokker 50 Standard Operating Procedures (SOP)

IF ON BATTERIES ONLY: - CONTINUE WHEN READY.

Emergency Lights Select OFF OFF

Batteries Select OFF to conserve charge, when not required further OFF

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 EAA Fokker 50 Standard Operating Procedures (SOP)

1.25. A.3.10 Final Stop Checklist

To be completed after the last flight for the day and with any transit stop exceeding 2 hours.

CHALLENGE ACTION RESPONSE

Emergency Lights Select OFF OFF

Oxygen Bottle Select Oxygen Bottle Valve OFF OFF

Gear Pins Confirm Gear Pins and Pitot Covers have been installed INSTALLED

Chocks Confirm whether Wheel Chocks have been Placed IN / AWAY

Parking Brake Select OFF when wheel chocks are in position OFF / ON

Batteries Select OFF when not required further OFF

Note: Do not switch off individual aircraft services, i.e. radios and navigation aids. Action only those items on
the checklist.

1.25.1 Approach IN IMC, VMC, White-Out/Obscured Conditions

The use of the appropriate approach plate is mandatory by both pilots and the ILS or the PAPIs (VASIs)
MUST be flown. “Dipping visually below the VASI or Glideslope” will not be tolerated. During the
approach for landing in IMC or night VMC, the PNF will make calls at 1,000 ft., and 100ft above minimums.
It is mandatory to use the radio altimeter as part of the approach and both RadAlts will be set to the same
altitude. Unless the approach is visual approach in daylight VMC, the approach will be loaded in the DMS, the
Flight Director will be programmed and the conventional Nav Aids set and F/D steering commands will be
followed. Each pilot shall have the appropriate approach plate in front of him/her whenever practical. A full
IFR Approach Briefing will be done whenever the ceiling is reported to be below the relevant sector altitude
or the visibility is less than three miles. The altitude alerter will be set to the missed approach altitude as soon
as the aircraft commences its approach and leaves the last-alarmed altitude.

For night VMC arrivals to aerodromes without a published IFR approach, the EAA Flight Supplement MUST
be consulted to determine if any special procedures are required. Normally, the aircraft will be flown overhead
centerfield to join the appropriate downwind leg. A normal circuit pattern will be flown. The PAPIs shall be
followed. If the airport location is in the GPS database, it will be programmed in and displayed. If a published
RNAV approach is available, it will be loaded and Vectors to Final will be selected on the GPS so all
approach waypoints will be displayed and may be used for advisory. If the final waypoint is the airport, a
comparison of TRUE airspeed vs GPS derived groundspeed may be made to provide advance warning of a
possible wind shear. If there is a large discrepancy,(10 kts), the PNF will constantly monitor the groundspeed.
If the two are in close proximity, a crosscheck at 1000 ft and 500 ft AAE is sufficient. The TAWS will always
have terrain displayed on the MFD.

For CFIT (Controlled Flight into Terrain) avoidance, the PF must brief of the location of terrain, if there is
any around the airport, and how to maneuver to avoid it.

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 EAA Fokker 50 Standard Operating Procedures (SOP)

1.25.2 instrument Approach Procedures

(A) Each person operating F-50 aircraft shall use a standard instrument approach procedures prescribed by
the authorities having jurisdiction over the acrodrome, unles otherwise authorized by Authority

B) Authorized DH Or MDA

For the purpose of this section when approach procedure being used provide for and requires the use of DH or
MDA the authorized DH or MDA is the higest of the following.

3. the DH or MDA prescribed by the approach procedure

4. The DH or MDA prescribed for PIC

5. The DH or MDA for the aircraft is equipped

l. Standard calls
During an instrument approach the PM(PNF) should start timing on command of the PF. The PM should
inform the PF after the appropriate elapsed time by the call “Time up” the standard calls listed below shall be
used during an instrument approach.
In addition to the standard calls listed at the beginning of this section, the standard calls listed below shall
be used during an instrument approach.

CONDITION PM PF

First positive inward 'Localizer alive'

'Checked
movement of localizer bar '
First positive movement 'Glide slope alive'
'Checked
of glideslope pointer
'
Overhead outer marker 'Outer marker, Altitude check' 'Checked
'
1000 ft. above threshold '1000 Flags Check'
'Checked
elevation
'
ON AN ILS APPROACH:
500 ft. above threshold '500 stabilized' or call out significant deviations in 'Checked
elevation airspeed, rate of descent and instrument indications '

100 ft. above DA 'Approaching Minimums' 'Checked

'
100 ft. above MDA '100 Above' 'Checked
'
At MDA 'MDA' 'Checked
'
'Minimums, Visual, Runway or Approach
'Landin
Lights' OR
At DA and MAP g' or
'Minimums, No Contact'

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 EAA Fokker 50 Standard Operating Procedures (SOP)
'Go-
around'

Note:
1. The call 'LANDING' or 'GO-AROUND' should be announced immediately after the
call 'MINIMUMS'.
2. If MDA coincides with MAP, call 'MINIMUMS' only.
3. The Captain can overrule a ‘Landing/Go-around’ command given by a F/O.

When an instrument approach is discontinued and the rest of the approach is flown visually,
the following call outs shall apply.

CONDITION PM PF
1000 ft. above threshold '1000' 'Checked'
elevation
500 ft. above threshold elevation '500 stabilized' or call out significant deviations 'Checked'
in
airspeed, rate of descent and instrument
indications

Instrument Approaches

ILS CAT 1 ADF / VOR / LOC ONLY

Decision Altitude Minimum Descent Altitude (MDA) / Missed

(DA) Approach Point (MAP)
At DA At MDA

PM. . .Assesses visual cues and calls PM.. .calls 'MDA'

'MINIMUMS, VISUAL' OR 'NO CONTACT' PF......maintains altitude

PF....confirms, decides & calls 'LANDING'OR At MAP

'GO-
PM.....Assesses visual cues and calls 'MINIMUMS,
AROUND'
VISUAL' OR 'NO CONTACT'

PF...confirms, decides & calls 'LANDING'

OR 'GO-AROUND'

Further calls should be made if the following deviations are exceeded during the final approach:

 'SPEED' selected final approach speed (for flaps setting) +10 kt / -5kt
 'SINK RATE' more than 1000 feet/minute
 'BANK' More than 15 degrees

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 EAA Fokker 50 Standard Operating Procedures (SOP)
 'LOCALIZER' Excessive localizer deviation (more than 1 dot)
 'GLIDE SLOPE' Excessive glide slope deviation (more than 1 dot)

1.25.3 ILS Approach (2 Engine)

If the weather is marginal or IFR or marginal VFR, an autopilot – coupled approach at the PF’s discretion, can
be flown. The autopilot will remain engaged until the decision to land is made. The aircraft should be slowed
so as to cross the fix outbound at 160 kts. Once outbound, the flaps should be selected to 10 0 maintaining 160
kts (When on Radar Vectors, the aircraft should be flown at 0 flap and 160 kts). This configuration should be
maintained until interception of the final approach course inbound. When the glide path comes alive, the flaps
should be selected (or confirmed) to 100, and the aircraft slowed to 140 kts. Upon interception of the glide path
the PF will call for, “GEAR DOWN,”. At the final approach fix, the flaps may be selected to 25C 0 and the
aircraft may be slowed to Vref + 10 kts. The remainder of the approach is flown at Vref + 10 kts until the
runway is visual. When stabilized on final approach at 500ft AGL (flaps 35 0 if necessary) and “landing
Checklist” once the PF will ensure that the aircraft crosses he threshold at Vref . An autopilot coupled
approach is flown in exactly the same manner except the autopilot is maneuvering the airplane instead of the
human pilot.

If the weather goes below minimums and the decision is to abandon the approach select Go-Around power on
ERP/Go-AROUND with the power lever Go-around button.

1.25.3 (a) Precision Approach

Precision approaches are accomplished using ILS. On an ILS approach the AP may be used to 50 ft.
above threshold.
Use AFCS NAV or HDG mode to stabilize on the required track and use ASEL mode to intercept and
level off at the assigned initial altitude.
The AFCS will capture GS only after LOC capture.
The following ILS Approach procedure is based on the use of the AFCS:
PF PM
Initial approach
 approximately 160kt  Descent & Approach Checklist completed
 HDG and ALT modes
At Localizer capture
 Announce: 'LOC CAP'  Announce: 'LOC CAP'
 Turn HDG bug to missed approach heading
When glide slope is alive (first movement)
 Announce: 'GLIDE SLOPE ALIVE'
 Command: 'FLAPS 10'  Select flaps 10
 Reduce torque by approximately 15 percent  Announce: 'FLAPS ARE 10'
At glide slope capture
 Command: 'GEAR DOWN'  Select gear down
 Announce: 'GLIDE SLOPE CAP'  Announce: 'GLIDE SLOPE CAP'
 Gradually reduce speed to approximately  Announce: 'GEAR IS DOWN'
130kt  Select altitude for missed approach procedure
 Advise Cabin Crew for Landing

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 EAA Fokker 50 Standard Operating Procedures (SOP)
When passing 1500 ft. above threshold elevation
 Command: 'FLAPS 25'  Select flaps 25
 Announce: 'FLAPS ARE 25'
 Command: 'LANDING CHECKLIST'  Complete Landing Checklist
 Gradually reduce to final approach speed  Announce: 'LANDING
CHECKLISTCOMPLETED'
Overhead outer marker
 Announce: 'CHECKED'  Announce: 'OUTER MARKER ALTITUDE
CHECK'
At 1000 ft. above threshold elevation
 Announce: 'CHECKED'  Announce: '1000' and call any deviations
At 500 ft. above threshold elevation
 Announce: 'CHECKED'  Announce: '500 stabilized' or call any
deviations
At 100 ft. ABOVE MINIMA
 Announce: 'CHECKED'  Announce: 'Approaching Minimums'
 Look up for runway

AT DECISION ALTITUDE: EXTERNAL VISUAL REFERENCE SUFFICIENT

 Calls: 'MINIMUMS, VISUAL' and the
 Announce: 'LANDING' visual cue,
i.e. 'APPROACH LIGHTS RIGHT OF
NOSE'
At 50 ft. above runway, or before
 Disengage AP  Monitor landing
 Continue with landing

AT DECISION ALTITUDE: EXTERNAL VISUAL REFERENCE NOT

SUFFICIENT
PF PM
 Announce: 'MINIMUMS, NO CONTACT'
 Confirm NO CONTACT and if so
 Announce: 'GO-AROUND'
 Initiate a Go-around

Note:
1. When carrying out an ILS All-Engine Go-Around, raise flaps to 'UP' and set climb power
at or after passing 800 ft. AGL.
2. When carrying out an Engine-Out ILS Go-Around the acceleration altitude is a minimum of
800 ft. AGL.
3. At all times when required pilots willadd the appropriate temperate corrections
to the necessary altitudes during the approach the non-flying pilot will monitor
the instrument and will make the filying pilot aware of excessive deviations
especially in altitudes and the in bound track being flown Eg. “ONE DOT
BELOW GLIDESLOPE” OR “ONE DOT LEFT OF LOCALIZER “(ie the

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 EAA Fokker 50 Standard Operating Procedures (SOP)
advisory should not require interpretation)
ONCE VISUAL FOR ALL LANDINGS, THE CREW WILL CONFIRM”
RUNWAY CLEAR”

1.25.4 Pilot Monitored Approach (PMA)

A pilot monitored approach procedure shall be utilized during a precision approach anytime the RVR is
reported below 2600, or, in the absence of RVR, prevailing visibility is below ½ sm. The landing shall be done
with Flaps 25 only. The monitored approach is carried out as follows: Prior to localizer intercept, the First
Officer assumes control of the aircraft. The Captain shall make the normal SOP call outs with exception of
“100 above” and “Minimum Decide,” these shall be made by the F/O. The Captain monitors the entire
approach, airspeed, altitude, other instruments, etc. the Captain will maintain his/her hand at the base of the
power levers.

When the F/O calls “Minimums-Decide” the captain will respond with one of the following:

“Landing, I Have Control” - the Captain takes control and lands the aircraft.

“Go-Around” – the flying pilot flies a missed approach.

NOTES: If, at Decision Height, the Captain makes NO callout, the F/O shall carry out a Go-around.

If the Captain elects to land, the F/O will continue to monitor his/her flight instruments until touchdown, and
callout any deviations.

If, after the Captain assumes control for landing, and decides to go-around, the CAPTAIN flies the missed
approach procedure as a PF. The F/O continues to monitor the instruments for any deviations and assumes the
duties of NFP.

It’s recommended Captain’s use PMA at least once a month for training purpose specially to get use to the
procedure at night, the transfer of control, and proper callouts.

Captain First Officer

Positive motion of localizer bar “check”

“Localizer Alive”
Positive motion of glide slope bar “Check”
“Glide slope alive”
FAF inbound “check”
“------Fix name” “-----Flag(s)”
“-----Feet”
“-----Flag(s)”
100ft above DH

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 EAA Fokker 50 Standard Operating Procedures (SOP)
“100 Above”
“Outside”
Decision height
“Minimums Decide”
“Landing, I have control”
Or
“Go-around”
If a Go-Around were required, the F/O would initiate it. Once the Captain becomes reoriented visually with
the aircraft instruments, he/she will take control.

1.25.5 Non Precision Approach (2 Engine)

The aircraft should be slowed so as to cross the fix outbound at 160 kts. Once outbound, the flaps should be
selected to 100, maintaining 140 kts. (When on Radar Vectors, the aircraft should be flown at 0 flap and 160
kts) This configuration should be maintained until interception of the final approach course inbound.
Approaching FAF, the flaps (if not already) should be selected to 100, and the aircraft slowed and flaps is
lowered to 250 PF can call “landing Checklist” further slow down the aircraft 130 kts. Over the FAF, the PF
will call for, “GEAR DOWN,” The aircraft is slowed and flap is lowered to 25 0 PF can call landing checklist
further slow down the air craft to flaps 250 Vret+10 kts on time.

Once visual, the flaps will be selected to 350 and the PF will slow the aircraft so as to cross the
threshold at Vref.

Non-precision approaches can be accomplished with lateral guidance from a VOR (DME), LOC,
ILS BCRS (back course), NDB or ASR. Glide slope guidance is not available for this type of
approach.

Non-Precision Approaches can be flown with the following modes:

VOR / ASR VOR NDB

LOC (DME)

NAV HDG VAPP HDG

Before commencing the initial approach, confirm that the Descent & Approach Checklist has been
completed.

Use AFCS VAPP, NAV or HDG mode to stabilize on the required track and use ASEL mode to
intercept and level off at the assigned initial altitude.

Plan to intercept final approach course well before the final descent point. For descent use VS. To

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 EAA Fokker 50 Standard Operating Procedures (SOP)
level off at MDA, and any required step, select ALT. Note: For optimum tracking in VAPP mode,
do not use DME hold on PF side.

The following typical VOR / DME Approach procedure is based on the use of the AFCS:

PF PM

Initial approach

 approximately 160kt  Descent & Approach

Checklist completed
 HDG and ALT modes

If descending to an intermediate
altitude, descend at 160kt with
HDG, IAS and ASEL modes

Intercept heading for final

approach track

 Select final course

 Select intercept heading

 Monitor interception
 Select VAPP

At VAPP capture  Announce: 'VAPP CAP'

 Announce: 'VAPP CAP'

 Turn HDG bug to missed

approach heading

 Command: 'FLAPS 10'  Select flaps 10

 Reduce torque by  Announce: 'FLAPS ARE 10'

approximately 15 percent

VOR / DME APPROACH

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 EAA Fokker 50 Standard Operating Procedures (SOP)

PF PM

0.4 DME before final approach fix / point  Start timing to MAP (if applicable)

 Command: 'GEAR DOWN'  Select gear down

 Announce: 'GEAR IS DOWN'

 Select VS and required rate of descent Gradually  Select altitude for missed
reduce speed to approximately 130kts. approach procedure

 Command: 'Landing Checklist'  Complete LANDING

CHECKLIST to Flaps

 Announce: 'LANDING
CHECKLIST, HOLDING
AT FLAPS'10

If descending on steps

 Select ALT to level off at each step  Monitor the level off

 Add power to control speed (minimum 130kt).  Call all FD mode changes
Leaving a step
 Select VS and required rate of descent  Call all FD mode changes
 Reduce power for descent

At 1000 ft. above threshold elevation

 Announce: 'CHECKED'
 Announce: '1000'

 Announce: 'CHECKED' At 100 ft. above MDA

 Announce: '100 ABOVE'

At MDA  Announce: 'MDA'

 Announce: 'CHECKED' and Select ALT  Monitor level off

 Add power to maintain level at 130kt

When runway in sight

 Announce: 'LANDING'  Announce: 'VISUAL'

and the visual cue
 Command: 'FLAPS 25' when
intercepting normal visual glide path  Select flaps 25

 Disengage AP  Announce: 'FLAPS ARE

25, SET FOR LDG,
 Reduce to final approach speed

OR: at MAP
 LANDING
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 EAA Fokker 50 Standard Operating Procedures (SOP)

Confirm NO CONTACT and if so CHECKLIST

COMPLETED' Monitor
 Announce: 'GO-AROUND' landing OR at MAP
 Initiate a Go-around  Announce:
'MINIMUMS, NO
CONTACT'

Note:

1. In case of an intended landing with flaps 35, reduce to 110 kt after flaps 25 selection.
Select flaps 35 when visual as required at or below 500 ft. above threshold elevation
(except in icing conditions where flaps 35 must not be selected above 300 ft. HAT [height
above threshold]).

2. When flying a non-precision approach where DME or other cues confirm maintenance of a
normal approach gradient throughout and no level MDA segment is required, flaps 25 may be
selected at 1500 ft. above threshold elevation on the approach. This will give earlier
stabilization in the landing configuration, however, consider carefully before using this
technique.

3. When carrying out an All-Engine Non Precision Approach Go-Around, ensure the
flaps are 'UP' and set climb power after passing 800 ft. AGL.

4. When carrying out an Engine-Out Non Precision Approach Go-Around, the

acceleration altitude is a minimum of 800 ft. AGL.

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1.25.6 RNAV (GPS/FMS) Approach

TERMINAL AND ENROUTE

All terminal and en-route procedures may be flown by the Left Seat Pilot (LSP) or Right Seat Pilot (RSP) as
the PF.

Approaches

The FMS installed in FOKKER 50 is IFR Approach certified All features of the FMS can be displayed or both
left seat pilot’s (LSP) and right seat pilot (RSP) EHSI. All operational requirements necessary to conduct an
approach are available to both pilots. The FNS work will be handed by PNF (PM).
All FMS approaches shall be flown from the left seat. Therefore the LSP is considered to be the PF. The RSP will
be considered the PNF (Pm)

Pilot Flying Pilot Not Flying

(Left Seat Pilot) (Right Seat Pilot)

After Start Checks

FMS initialization and &

Database Verification
Load SID (if applicable)
Load Flight Plan
Confirm Waypoints
Verify Waypoints to the CAP
Follow Waypoints via the CAP

En-route

Fly route as cleared by ATC

If the flight is cleared to an airport, do not fly to the IAF on the approach. Be sure the clearance is to the airport
vs the VOR of the same name.

Descent

Confirm Waypoints via the CAP Load the STAR and/or APPROACH
Verify the Waypoints in the GPS/FMS
Verify the Armed Legend is illuminated
Perform RAIM Checks
For all FMS approaches, RAIM will monitor satellite conditions and alert the crew if satellite coverage is lost.
If this occurs, the GPS receiver cannot be used for primary navigation guidance, a missed approach must be
conducted and select either a) another conventional navaid based approach or b) proceed to the alternate.

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Within 30 NM of the Destination Airport

Verify the ARM Annunciator is Displayed And

CDI Scaling Changes from 5 NM ENR
to the 1 NM TERM Mode
Within 2 NM of the FAF

Verify the CDI Scaling Transitions to the 0.3 NM

– Mode indicating that the approach is
active
Landing Checks

Verify and inform the LSP that the approach

is active “Approach is Active”
If the approach has not gone “Active by the FAF
the flight crew must conduct the missed
approach
Missed Approach

Follow the published missed approach procedures as published on the approach plate or ATC instructions.

1.26 Missed Approach or Go-around

The go-around procedure initiated from the following configuration:
• LG Down flaps 10 speed 130kt
• LG Down ,Flaps 25, approach speed 120kt or less
• LG Down , flaps 35, final approach speed VREF +10 kt or less
PF PNF
Captain decides and commands Reaching DA or MAP
Go –AROUND FLAPS • Announce:- “MINMA NO CONTHLT”
• Press go-around button(S) on PWR LEVER(s) • Monitor Go-around
• Select GA power
• Rotate aircraft nose to Go-around attitude 18 deg
If flaps are at 35 deg
• Command: FLAPS 20deg •
Select flaps as commanded when flaps
If flaps are at 25 deg indicated as selected
• Command :FLAPS 10deg • Announce :-“FLAPS 20/10/UP”
If flaps are at 10 deg With positive rate of climb.
• Command :FLAPS UP • Announce POSITIVE CLIMB
Command :”GERE UP” When gear it up
• Confirm PFD • Announce “GEAR UP”
• Announce :HDG ,ASEL ARM • Select HDG,ARM ASEL
When annulated on PFD
• Announce :”HDG ASEL ARM”

• Monitor heading altitude and speed

• Continue climb to 800ft AA • Call any deviation
• Command : PLAPS UP • Call Vfr
• Select flaps up
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• “Call FLAPS UP”
If not returning for virtual circuit when above 1000 HAA • Complete after take-off checklist
command “AFTER TAKE OFF CHECKLIST” • Announce : AFTER TAKE-OFF
CHECKLIST COMPLETED

Continue as for normal take-off climb following the published approach procedure of if visual to aircraft altitude
ander ATC instructions.
Note :-
1. 130KTs is a ways in excess of VFR
2. Vref is APPROX V2 for flaps 10
3. Select HDG mode and operate TCS. Operation of TCS cancels the 8 degrees fixed pitch of the GA mode
and aligns the FD pitch with the actual pitch attitude.

1.27 Circling Approach

Before a circle to land approach is commenced review the following

 Circle –to land procedure

 Obstacles

 Missed approach procedures

 Use of supporting navigation aids

 The exact duties 8 the PNF.

During all ILS LOCALZER or VOR approach select ALT model to normally the approach should be planned so
that the PF can fly the circling procedure while maintaining visual contact with the runway. When visual select
HDG mode to maneouvre for a low circuit.
Fly the approach to circle- to- land altitude (or above) with flaps 10 and gear up, reduce to 130kt at circle-to -land
altitude. On downwind follow the procedure for a low circuit.
Note:-
At the discretion of the PF the landing gear may be selected down to avoid nuisance warning from the EGPWs.
The PNF shall monitor the instruments carefully, and call any deviations to the PF. The PNF may also assist in
giving altering directions to the PF. Prior to descending visually, the PF shall call “LEANING CIRCLING
ALTITIDE”.

1.27.1 Instrument Failures and Visual cure

1.27.1.1 Instrument Failure Annunciations
In the case of a disagreement between left and right hand displays, the following annunciations on the PFD
are amber:

Pitch - PIT

Roll - ROL
Pitch and Roll - ATT
Glide slope - GS
Localizer - LOC

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Glide slope & localizer - ILS

In case of a failure of a GS or LOC receiver, the display on EFIS will be a red cross over the
GS or the LOC indication. If the transmitter fails the cross will be displayed on left and right
hand.
In case of an AHRS failure the attitude sphere will be removed from the display and the
words 'ATT FAIL' are shown in red.
1.27.1.2 Failures during an Instrument Approach
If an engine-out occurs during the approach, evaluate the failure and decide whether the
approach can be continued or a go-around should be executed. See Abnormal and
Emergency Procedures section.
1.27.1.3 Visual Cues
The criteria for declaring VISUAL is as follows:
I. The aircraft is in a position from which a normal approach to the runway of intended
landing can be made.
AND
II. The approach threshold of that runway, approach lights, or other markings
identifiable with the approach end of that runway, are visible.
If when reaching the DA or Missed Approach Point, or at any time thereafter, none of the
requirements in (ii) above are met, immediately execute a Go-Around.

1.27.1.4 Decelerating Approach

A visual or instrument 'straight-in' approach may be modified to reduce fuel consumption and flight time,
or to meet ATC requirements.
It is recommended to restrict the use of this approach to the following conditions:
 Ceiling more than 500 ft. and visibility more than 1600 metres.
 No windshear or temperature inversion that would degrade approach stabilization.
 No other conditions that would adversely affect the ability to perform this type of approach. AFCS
operation and crew coordination is as described for the precision approach.

1.27.1.5 Example Decelerating ILS Approach:

Initial approach speed of approximately at 200 Kt.
When approaching descent point (2 dots below glide slope)
 Select torque 20 percent
At final approach fix (GS interception)

 Select flaps 10:

At 1500 ft. above threshold elevation:

 Select landing gear down

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 At 800 ft. above threshold elevation

 Select flaps 25

 Perform the Landing Checklist

 Reduce to final approach speed

2.0 Emergencies and Abnormal Procedures

The intention of the section of the SOP is not one of duplication of the AFM, but rather to outline to both
crew members their respective duties during an actual emergency, as well as to clarify what each pilot’s role
will be depending on which seat he/she is occupying when the emergency occurs.

The use of a crew concept in normal operations is mandatory at all times and the following principles will apply
during emergencies.

a) Appropriate delegation of tasks and assignment of responsibilities

b) Establishment of a logical order of priorities

c) Monitoring and cross checking of essential instruments and systems.

d) Assessment of problem with care and avoidance of occupation with minor ones

e) Clear and concise communication among crew members

f) Sound leadership by the captain AT ALL TIMES.

It is essential the crew to exercise the greatest degree of discipline in carrying out the treatment of emergency
situations and subsequent management of abnormal and normal procedures and checklist.
ALL NO-REVERSIBLE ACTIONS must be confirmed before taken.

2.1. Pilot Incapacitation

A cockpit crewmember, developing physical complaints during a flight, should inform the other cockpit
crewmember and should lock his shoulder harness as a precaution.
In case of an incapacitated cockpit crewmember, the following is a general guideline for the crew.

 Use the AFCS with AP engaged.

 Call flight attendant to the cockpit.

 Check that incapacitated crewmember does not interfere with (flight) controls, lock the shoulder harness
and place seat rearmost.

 Instruct flight attendant to aid the incapacitated pilot as best he/she can.

 Advise ATC that your operations are now SINGLE PILOT.

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 If an immediate landing is required, obtain advice on the most suitable airport where medical assistance
can be provided.

 No special landing limits are prescribed.

 In the event of the Captain becoming incapacitated the First Officer will take the role of Commander for
the remainder of the flight

2.2 Two Communication Rule

Whenever the other pilot does not respond to two verbal communication attempts with either a reply or by
executing a corrective flight maneuver, you will say “ I HAVE CONTROL.” (if you are not already the pilot
flying) and will take over control of the aircraft until it can be ascertained that the lack of response was not
caused by incapacitation.
Whenever incapacitation occurs whether obvious or subtle, the procedure to follow is:
Assume :- control and fly the aircraft to a safe situation.
Restrain and/or remove the incapacitated pilot.
Reorganized the cockpit and prepare for landing.
Arrange for an ambulance to meet the aircraft.

2.3Boarding/Deplaning with an Engine(s) Running

It is East African Aviation’s policy to not allow passengers to board or deplane with engine(s) running.

2.4 Lap and Shoulder Harness

The lap belt shall be worn at all times and the shoulder harness shall be worn for take-off and landing.
Above 10,000 feet, In smooth air, the shoulder harness may be removed. The passengers will be instructed
by flight attendant to fasten seat belts during take –off landing and rough air flight .The flight attendants
should make sure all the passengers have fastene their seat belts by checking each of them.

2.5 Operating in Icing Conditions (In visible moisture and OAT less than +5Cº)

This aircraft is certified for flight in icing conditions. The conditions evaluated for certification do not include
all icing conditions that may be found in flight (e.g. freezing rain, freezing drizzle, mixed icing conditions
defined as severe.) if these conditions are encountered, they may produce hazardous ice accumulations which
exceed the capabilities of the airplane’s ice protection systems and may result in degraded airplane
performance. Flight into icing conditions that lie outside the CAR-defined conditions is not recommended and
pilots are advised to be prepared to immediately divert the flight if hazardously ice accumulations occur.

Pilots should be aware that ice will accumulate in low pressure areas (such as the engine inlets screens) before it
is visible to the pilot on the windshield wipers and wing leading edges. The following anti-ice systems should
be turned on prior to entering and used continuously anytime visible moisture (rain, fog, clouds, ice pellets, etc)
is encountered and the TAT is below +5ºC.

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- Pitot Heat

- Engine of ice protection(Vanes) and prop

heat
- Anti-lcing switches

- Windshield Heat – Low or High as required-ON

Deice Boots must be activated at the first sign of ice formation anywhere on the aircraft. De-ice Boots must
be activated at the first sign of ice formation. If the ice is heavy use switch to heavy position.

When icing conditions are entered, it is the Captain’s responsibility to exit or avoid these conditions as quickly as
possible. Prolonged flight in icing conditions is prohibited.

For operation at +5 degree or colder conditions the propeller anti-icing system should be selected to on.

For Take-off in icing conditions, normal take take-off procedures should be followed.

2.5.1 Landing on a Wet / Slippery Runway

Whenever possible, landing on a contaminated runway should be avoided. This might not be possible in cold
and temperate geographical zones where precipitation may last for longer periods. However, in case of
thunderstorms and heavy rain, delay the landing until weather and runway conditions improve.

Landings on runways where water drainage and/or the surface quality is low or is downgraded by frequent use
(tyre deposits in the touchdown area) may result in large unpredictable increases of stopping distance.

When landing on a wet or contaminated runway cannot be avoided, a stabilized approach is of utmost
importance.

A steep, flat or fast approach and a prolonged flare must be avoided. Fly the correct approach and threshold
speed and ascertain a firm, positive touchdown at the correct landing point. A positive touchdown is essential to
ensure tyre to runway contact. After touchdown lower the nose without delay, select ground idle and reverse if
necessary, and apply brakes. In case no brake response is felt, hydroplaning should be expected. Do not use
alternate brakes under these circumstances. If directional control cannot be maintained, cancel reverse (if used)
and use rudder and aileron to regain control.

2.5.2Engine Behaviour In Heavy Rain

During flight through heavy rain or rain with hail which may not require the use of anti-icing, there may be
fluctuations in engine parameters, particularly a noticeable drop in ITT. These parameters will return to normal
immediately on leaving the area of heavy rain. There is no necessity to adjust power lever setting, since there
will be no associated loss of thrust in these conditions.

DO NOT switch on the igniters.

`2.5.3 Wind shear, General

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Wind shear is a change of wind speed and/or direction over a short distance along the flight path. The
most dangerous type of wind shear is known as a 'downburst' or in its smaller and more vicious form, a
'microburst'.

A microburst is a violent, downward burst of air that appears suddenly, often without warning. Vertical
wind (up and down) can occur in a wind shear environment. Wind shear and/or vertical wind activity
may be experienced in thunderstorm areas, frontal systems, low level jet streams, temperature
inversions, mountain waves, thermals, or may be produced by terrain irregularities or buildings close to
the runway.

Wind shear and/or vertical wind activity presents a potential hazard when flying at low altitudes. If the
aircraft is exposed to a diminishing headwind (or increasing tailwind) and/or speed loss in severe
weather conditions, maximum take-off power and pitch attitudes well above the normal go-around
attitude may be necessary to correct the flight path.

Any attempt to accelerate back to the bug speed when in wind shear and/or downdraft conditions will
significantly reduce the climb capability. It may be necessary to reduce speed slowly in order to obtain
a temporary increase in rate of climb or decrease in rate of descent. Pitch corrections should be made
smoothly and manoeuvring should be kept to a minimum while experiencing wind shear. The following
items should be understood to identify and successfully negotiate wind shear conditions:

 Be thoroughly familiar with the meteorological conditions that could produce wind shear or
severe vertical wind activity. The tower reported wind may not always indicate the actual
conditions on take-off or final approach.

 Use frequent instrument scanning for earliest possible identification of wind shear.
 During take-off and landing the pilot flying should monitor all flight instruments regardless of
meteorological conditions or landing aids used.
 Follow established procedures and alert the pilot flying for altitude, airspeed, glide slope,
localizer and vertical speed deviations.
 Do not intentionally penetrate a severe wind shear and/or intense downdraft.
 Stay clear of thunderstorm cells and heavy precipitation.

2.5.4 Take-off
In case of reported severe wind shear or weather conditions where severe wind shear conditions are
present, do not take-off.
If weather conditions are such that wind shear may occur:
 Use the most favorable runway and/or climb-out direction.
 During the take-off roll, carefully monitor airspeed for earliest possible
indication of wind shear.

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If obstacle clearance allows, consider using an initial climb speed of V2 + 25 kts.

If inadvertently exposed to wind shear in take-off which causes speed loss and/or loss of
climb capability:
 Select maximum take-off power (GA).
 Increase pitch attitude and trade speed for improved climb capability in order
to prevent altitude loss.
 Do not accelerate back to normal climb speed, decrease pitch attitude only as
necessary to avoid stick shaker.
 Be prepared for penetration of additional areas of horizontal wind changes and
vertical wind activity.

2.5.5 Approach and Landing

In case of reported severe windshear or weather conditions where severe windshear conditions are
present, If possible, delay the approach until weather conditions improve, or proceed to an airport with
more favourable weather conditions. If weather conditions are such that windshear conditions may be
expected in the approach and landing:
 Use the most favourable runway and/or approach sector.
 Use flaps 25 for landing, runway length permitting.
 The pilot not flying should monitor speed, rate of descent, pitch attitude, and power until the
initiation of the flare.
 Below 500 ft. use a stabilized approach speed of no more than 25 knots above VREF. Do not
make large power reductions until the beginning of the flare.
If inadvertently exposed to windshear during approach, causing speed loss and/or increased rate of
descent:
 Simultaneously apply go-around power and rotate the airplane to go-around attitude or higher to
control the rate of descent. Trade speed for improved climb capability in order to prevent further
altitude loss.
 Do not accelerate back to final approach speed, only decrease pitch attitude as necessary to
avoid stick shaker.
 Be prepared for penetration of additional areas of horizontal wind changes and/or vertical wind
activity.
If windshear has been experienced, inform ATC.

2.5.6 Turbulent Air Penetration

Severe turbulence should be avoided whenever possible. This may imply the delay of the take-off or
approach if visual observation or radar checks indicate thunderstorm activity in departure or approach
area. Deviation from track or complete rerouting should be considered if en-route conditions become
unfavourable. The 'fasten seat belts' sign should be switched on early if any turbulence is expected. The

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recommended speed (VRA) is 165 kts.

The autopilot should be regarded as the primary means of aircraft control in severe turbulence, use the
AFCS in basic pitch and roll mode. Select STBY and HDG modes. Use AFCS pitch control to maintain
attitude. If the airspeed shows a constant increase or decrease a small power change should be made. If
the autopilot is inoperative, fly the aircraft manually so as to maintain primarily pitch attitude. Do not
use large elevator or elevator trim inputs. Engage the yaw damper if the autopilot is not in use.

2.5.7 Lightning Strikes

Lightning is normally related to thunderstorms; avoiding lightning strikes is therefore related to the
avoidance of turbulence, icing, and hail. At night, to prevent temporary blinding from lightning, avoid
scanning outside and switch on the storm lights. If a lightning strike is experienced while the landing
gear is down, test the skid control system before landing.

2.6 Circuit Breakers

Tripped circuit breakers should not be reset in flight unless in the judgment of the captain, it is
necessary for safe completion of the flight, however circuit breakers related to fuel pumps should
never be reset in flight. NO RESET IS ALLOWED UPON a second trip off of any circuit breaker.
Ground reset of a tripped circuit breaker should only be accomplished after maintenance has
ascertained both the reason for the circuit breaker trip and established that there is no airworthiest
concern

2.7 Emergencies (General)

If the First Officer is flying the aircraft when an emergency occurs, the Captain may take over control of the
aircraft at any time. The First Officer will then assume the responsibilities of the PNF(pm).

All actions to be taken should be done in a positive and deliberate manner and should not be done in haste.
The responsibility of the PF is to fly the aircraft without distraction. The PNF (PM) will initiate the vital
(memory) actions by calling the first memory item on the checklist. The PNF will position his/her hand on the
appropriate item and will ask for a confirmation and the command by the PF before actioning the command.
After all of the vital actions are complete, when appropriate, the PF will call for the appropriate emergency
checklist.
2.7.1 General
This section contains flight techniques recommended for use in case of abnormal aircraft
configuration. Additional information is available in the chapters ABNORMAL PROCEDURES and
EMERGENCY PROCEDURES of the AOM. For crew coordination, use of checklist and other
details refer to the section GENERAL of the ABNORMAL and EMERGENCY PROCEDURES.

2.7.2 Emergency and Abnormal System Operation

Particularly in an Abnormal or Emergency condition, strict discipline and coordination are important.
All non-reversible actions must be confirmed before taken.
The following crew coordination is recommended:

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PF PM

Abnormal or Emergency condition  Announce: The Malfunction

 Announce: The Malfunction  Carry Out Memory Items and
 Command: 'TAKE ACTION' announce: 'MEMORY ITEMS
COMPLETED'
OR
 Announce: 'NO MEMORY ITEMS'

When convenient (above 1000 ft. AGL)

 Complete Emergency or
 Command: 'EMERGENCY Abnormal Checklist
or  Announce: 'EMERGENCY or
ABNORMALCHECKLIST, ABNORMALCHECKLIST
MY R/T' COMPLETED'

2.7.3 Engine Fire Warning during Engine Start

(Not Jet Pipe Fire, for which there is a specific ABNORMAL PROCEDURE and CHECKLIST)

2.7.4 Actioned By the Pilot Performing the Engine Start

 DISCONTINUE THE START

Fuel Levers SHUT (Shut BOTH Fuel Levers)
Start PB OFF
 CARRY OUT STANDARD ENGINE FIRE EMERGENCY PROCEDURE followed
by EVACUATION / ON GROUND EMERGENCY should it be require.

Note:- During ground operations, when the aircraft experiences a strong tailwind, hot exhaust gases are
blown back into the engine nacelle and these hot gases may cause a spurious fire warning. If an
engine fire warning occurs on the ground and a tailwind is expected, delay the ‘DISCHARGE’
for a few seconds to see if the warning stops after the fuel lever is shut.

2.7.5 Rejected Take-Off

A take-off should be rejected upon any alert from the Integrated Alerting System.
During take-off, above 80 kt and until 40 seconds after lift-off, all alerts are inhibited
except the following:
1. Engine-Out
2. Engine fire

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3. Low oil pressure
4. AFCS
5. Attitude disagreement (inhibited between 80 kt and lift-off)
The pilot who detects an alert or any abnormalities calls the malfunction, the Captain will decide
whether to reject the take-off. It should be realized that rejecting a take-off at high speed can be
hazardous, particularly on a short or contaminated runway.

2.7.5.1 Engine Malfunction Rejected Take-off:

CAPTAIN CO-PILOT

Alert or conflicting situation Alert or conflicting situation

 CAPTAIN decides to Reject the Take-off  Call: the Malfunction e.g. 'LEFT
LOW TORQUE'
 CAPTAIN COMMANDS: 'STOP'
 Hold control column
 CAPTAIN selects ground idle and
 Advise ATC: 'Call sign,
applies full brakes
STOPPING, (Reason)'

 Stop aircraft, apply park brake and

evaluate the situation

 Confirm the malfunction and  Take the required action or state:

Command: 'TAKE ACTION' 'NO MEMORY ITEMS'

An engine-out rejected take-off with auto feather will cause a large yawing moment. Close both power
levers, select ground idle and maintain directional control with rudder and nose wheel steering. After
coming to a stop, depending on circumstances, application of the EVACUATION / ON GROUND
EMERGENCY procedure may be required.

2.7.5.2 Engine Fire Rejected Take-off

1. Do NOT immediately shut down the other engine, unless you are certain that an evacuation will be
required. A complete shutdown renders the runway useless until towed clear, causing operational
problems for other users.
2. If the fire warning does not stop within reasonable time of discharging the second extinguisher, carryout
a complete shutdown and the EVACUATION / ON GROUND EMERGENCY procedure as
circumstances dictate.
3. Ensure propellers are stationary before commanding the evacuation

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2.7.5.3 Engine-Out Operation

Except when called for in Emergency and Abnormal procedures, always operate both power levers
together.
This is to ensure that correct signals are sent to the Elevator Feel Control System

Airborne Emergencies / Malfunctions

The primary responsibility of the PF is to ‘FLY THE AIRCRAFT’.

The PM will monitor the flight path, identify the malfunction, take the necessary action on the command of the
PF, read and action the associated checklist and generally keep the PF informed of corrective progress and
possible effects on the aircraft performance.

It is advisable that, when situations permit, during correction of a failure the PF takes over the duties of R / T
Communication.

Callout at the start of failure handling and transfer of R / T duties is: 'EMERGENCY
CHECKLIST, MY R/T' Both pilots must confirm correct selection before making any non-reversible
switching / selection or Non-reversible decision. Use of autopilot is strongly advised whenever feasible
during abnormal / emergency situations. The 'TAKE ACTION' command shall not be given below 400
ft. AGL, with the following exceptions:
1. Engine-Out with the failed engine propeller NOT FEATHERED

2. Engine SEVERE DAMAGE

3. Engine FIRE, when accompanied with Engine-Out or significant loss of engine power

4. Landing Gear Handle jammed in down position

Memory items ‘freeze’ a serious condition. After performing these failure actions there is
no need to rush for the Emergency or Abnormal checklist.

2.7.5.4 Engine-Out at or after V1

If an engine fails at or after V1, the take-off should be continued. Do NOT call the malfunction until the gear
has been SELECTED up.
If auto feather fails, the FUEL LEVER of the failed engine must be placed in SHUT position, on command of
the PF, and GA must be selected at the ERP in order to ensure maximum power on the operating engine.
First indication of loss in thrust is a drop in torque followed by auto feather and a level 3 alert. The minimum
speed in the initial climb segment is V2. After acceleration in the acceleration segment, maintain VFTO in the
final take-off segment and engine-out climb-out.

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If an engine fails between V2 and V2 + 10, maintain that speed. If an engine fails at more than V2 + 10,
gradually reduce to V2 + 10. If climb performance is poor reduce speed to V2.
Primarily maintain airspeed and regard the FD pitch command as guidance only. With low aircraft weights,
more pitch than GA attitude may be required. Operate TCS to line up command bar with aircraft pitch attitude.
Use rudder and aileron trim as required. A maximum of 5 degrees bank toward the live engine is allowed to
maintain heading.

PF PM
 Maintain heading with rudder
 Apply aileron to ensure wings level With positive rate of climb
 At VR rotate to command bar  Call: 'POSITIVE CLIMB'
 Select gear up
 Command: 'GEAR UP'  Announce: 'LEFT / RIGHT ENGINE-
 Respond: 'CONFIRMED' OUT'
(when confirmed)  Cancel audio alert by pressing the MWL
 Check speed minimum V2 by 35 feet  Check: Auto Feather and advise the PF
AGL When gear indicated up
 Announce: 'GEAR IS UP'
 Monitor speed and attitude throughout
initial climb
Note: When an engine fails (with auto feather) during take-off, the FDC on the corresponding
side will revert to STBY (Command bars will disappear from view)
 Confirm on PFD  Select HDG and IAS modes and arm
 Announce: 'HDG, IAS hold, ASEL ASEL When annunciated on PFD
armed'  Announce: 'HDG, IAS hold, ASEL
armed'
Initial climb  Monitor heading, attitude and speed
 Maintain speed between V2 and  Call any deviations
V2+10  Inform ATC: Declare
 Rudder and aileron trim as required emergency & require immediate
 Operate TCS if required return

2.7.5.4 Engine-Out at or after V1 continued

PF PM
At acceleration altitude (minimum of
400 ft. AGL)  Call: 'ACCELERATION ALTITUDE'
 Command: 'SELECT ALT'  Select ALT mode
 Confirm on PFD When annunciated on

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 Announce: 'ALT hold' PFD

 Accelerate to VFR  Announce: 'ALT hold'
At VFR:  Call: 'VFR'
 Command: 'FLAPS UP'  Select flaps up
 Accelerate to VFTO  Call: 'VFTO'
At VFTO  Select IAS mode and arm
 Confirm on PFD ASEL When annunciated on
 Announce: 'IAS hold, ASEL armed' PFD
 Climb at VFTO  Announce: 'IAS hold, ASEL
armed' When flaps indicated up
 Announce: 'FLAPS ARE UP'
Identify Alert  Complete Memory Items
 Command: 'TAKE ACTION'  Announce: 'MEMORY ITEMS
COMPLETED'
 Inform ATC: Declare emergency
and require immediate return
At or above 1000 ft. AGL
 Command: 'EMERGENCY  Complete Emergency Checklist
CHECKLIST, MY R / T'  Announce:
 If visual, carry out visual approach 'EMERGENCY
and landing CHECKLISTCOMPL
 If not returning for a visual circuit, ETED'
Climb to MSA or MEA and follow
ATC instructions  Complete After Take-off Checklist
 Command: 'AFTER TAKE-OFF
CHECKLIST'
(when convenient)  Announce: 'AFTER
TAKE-OFF
CHECKLISTCOMPLET
ED'

If satisfied no engine damage has occurred, a re-light attempt should be considered when at a suitable
altitude and speed (auto re-light is inhibited anytime auto feather is armed).
In visual conditions make a visual circuit and landing at airport of departure.
In IMC, continue to MSA or MEA and proceed for an instrument approach per ATC instructions or
proceed to Take-off Alternate.

Note:
1. Angle of bank is limited to 15 degrees with IAS less than V2+10 kt with flaps and VFTO+10 kt
when clean.
2. The above engine-out procedure has been written for manual flight throughout. The use of autopilot
is recommended when above 400 ft. AGL, if used certain FD actions and call-outs differ.
3. In the case of no auto feather, announce 'NOT FEATHERED'. The 'TAKE ACTION' must be
commanded by the PF and executed by the PM at the earliest possible time. As well as selecting

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FUEL LEVER SHUT, GA must be selected at the ERP.

4. In the case of engine-out with SEVERE DAMAGE, 'TAKE ACTION' should be

commended and executed when both pilots are satisfied that the aircraft is stabilized
in the 2nd segment.

CAUTION: Be sure to shut down the failed engine. All actions resulting in engine shutdown in
flight must be carried out in close coordination.
2.5.5.5 Engine Fire Warning at or after V1

It is the policy of Skyward Express Limited that the ENGINE FIRE EMERGENCY CHECKLIST be a
MEMORY DRILL up to and including 'FUEL PUMPS OFF'.

A. ENGINE FIRE WARNING (without appreciable loss of engine power):

Should an engine fire warning occur on take-off (at or after V1), with no appreciable loss of engine Power,
carry out the standard identification and confirmation procedure and continue as for a normal take-off.
At or above 400 ft. AGL carry out normal flaps retraction procedures (do NOT select climb power), cross
confirm the fire warning and 'TAKE ACTION' in accordance with the memory drill.

B. ENGINE FIRE WARNING (with engine-out or substantial loss of engine power):

Should an engine fire warning occur on take-off (at or after V1), combined with engine-out or substantial loss of
engine power, carry out the standard identification and confirmation procedure and 'TAKE ACTION' in
accordance with the memory drill as soon as both pilots are satisfied that the aircraft is stabilized in the 2nd
segment.

Note:
Do not interrupt the Engine Fire Emergency Drill with the flaps retraction clean-up. Leave the aircraft stabilized
in the 2nd segment until after all Memory Items have been completed. The acceleration altitude is a minimum
of 400 ft. AGL and can always be greater.
Where an engine has been shut down for fire, and fuel pumps switched off, DO NOT select the fuel pumps back
on and the crossfeed on until you are certain re-ignition of the fire is no longer possible.

C. Engine Fire Warning discussion:

Fire, unfortunately, grows in intensity with time and the more intense a fire becomes the more difficult it is to
extinguish. Because of this, the earlier the engine fire drill is initiated the easier it will be for the extinguishers
to do their job.
On the other hand, it must never be forgotten that the primary responsibility of the PF is to keep the aircraft
under control. This responsibility is greatest when the aircraft is close to the ground in an emergency situation.
From the point of view of the fire extinguishing success, early fire drill action is an advantage, but on the other
hand, initiating emergency drills at very low heights (below 400 ft. AGL) detracts from safety standards. It is
here that the Commander must use very good judgment and choose a happy medium between the two
requirements, giving due consideration to flight conditions at the time.

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For example, if flight conditions are good (VMC, stable air, no obstacles in the take-off path), the PF will most
probably have stabilized the engine-out configuration quickly and therefore be in a position early in the climb-out
to monitor the emergency drill hand actions of the PM, without jeopardizing in any way his ability to maintain
positive aircraft control.
But if the emergency occurs in rough air and IMC conditions, coupled with a complex escape route procedure, the
PF may not be in a position to monitor the PM hand actions earlier than 400 ft. AGL
Somewhere between these two extremes most probably lies the normal or, what can be expected. It is only the
PF himself who will know at the time when he has the aircraft under control and stabilized sufficiently to be
able to include in his scan the emergency drill hand actions of the PM. Only when he is satisfied that this is the
case should he call for 'TAKE ACTION' (after the usual cross confirmation).
The PF must REMEMBER that his primary responsibility is, to ‘FLY THE AIRCRAFT’.

2.7.5.6 Engine Fire at or after V1, with no significant loss of engine power
PF PM

Maintain normal Take-off Profile With positive rate of climb

 Call: 'POSITIVE CLIMB'
 Command: GEAR UP'  Select gear up
 Announce: 'LEFT / RIGHT ENGINE
FIRE,NO POWER LOSS'
 Respond: 'CONFIRMED'
 Cancel audio alert by pressing the MWL
(when confirmed)
When gear indicated up
 Announce: 'GEAR IS UP'
 Monitor speed and attitude
throughout initial climb
 Command: 'FLAPS UP'
At 400 ft. AGL
With speed VFR or above
 Call: 'VFR'
 Command: 'TAKE ACTION'
 Select flaps up
 Monitor and Confirm Memory
Items  Commence Memory Items When Flaps

 Allow speed to reduce to VFTO are UP

 Announce: ‘FLAPS ARE UP’
 Select HDG mode and arm ASEL When
 Confirm on PFD annunciated on PFD
 Announce: 'HDG, ASEL armed'
 Announce: 'HDG, ASEL armed
When speed at VFTO
 Command: 'Select IAS'

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 Select IAS mode When
 Confirm on PFD annunciated on PFD
 Announce: 'IAS hold'  Announce: 'IAS hold'
 Climb at VFTO  Announce: 'MEMORY ITEMS
COMPLETED'
 Inform ATC: Declare emergency
and require immediate return
 Complete Emergency Checklist
At or above 1000 ft. AGL
 Announce: 'EMERGENCY
 Command: 'EMERGENCY
CHECKLIST – COMPLETED'
CHECKLIST, MY R / T'
 Complete After Take-off Checklist
 Command: 'AFTER TAKE-  Announce: 'AFTER TAKE-OFF
OFF CHECKLIST' (when CHECKLIST COMPLETED'
convenient)
Continue as for Engine-Out at or after V1 Continue as for Engine-Out at or after V1
Use of autopilot is recommended when above 400 ft. AGL.
In visual conditions make a visual circuit and landing at airport of departure.
In IMC continue to MSA or MEA and proceed for an instrument approach per ATC instructions or proceed to
Take-off Alternate.
CAUTION: Be sure to shut down the failed engine. All actions resulting in engine shutdown in flight must be
carried out in close coordination.

2.7.5.7 Engine Fire At or After V1, With Total or Significant Loss of Engine Power

PF PM

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 Maintain heading with rudder With positive rate of climb

 Apply aileron to ensure wings level  Call: 'POSITIVE CLIMB'
 At VR rotate to FD command bar
 Command: 'GEAR UP'
 Select gear up
Announce: 'LEFT / RIGHT ENGINE FIRE
 Respond: 'CONFIRMED' (when
& ENGINE- OUT'
confirmed)
 Cancel audio alert by pressing the MWL twice
 Check speed minimum V2 by 35 feet
AGL  Check: Auto Feather and Advise the PF
 Confirm on PFD  Select HDG and IAS modes
 Announce: 'HDG, IAS hold'  Announce: 'HDG, IAS
hold' When gear indicated up
 Announce: 'GEAR IS UP'
 Monitor speed and attitude throughout
initial climb

 Continue climb at V2 to V2 + 10

When aircraft under POSITIVE CONTROL When satisfied aircraft under POSITIVE
CONTROL
 Command: 'TAKE ACTION'
 Complete Memory Items
 Monitor and Confirm Memory Items
 Announce: 'MEMORY ITEMS COMPLETED'
 Continue climb at V2 to V2 + 10

When Memory Items are Completed, go When Memory Items are Completed, go into the
into the Acceleration Segment and Acceleration Segment and continue as for
continue as for Engine-Out at or after V1 Engine-Out at or after V1, but read the Engine
Fire Checklist
Use of autopilot is recommended when above 400 ft. AGL.
In visual conditions make a visual circuit and landing at airport of departure.
In IMC continue to MSA or MEA and proceed for an instrument approach or
proceed to Take-off Alternate.
CAUTION: Be sure to shut down the failed engine. All actions resulting in engine shutdown in
flight must be carried out in close coordination.

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2.7.5.8 Engine-Out Circuit

The engine-out circuit is similar to the all-engine circuit. For improved performance the landing gear is
extended at the end of the downwind leg and landing flaps position should be limited to 25. Torque required
is approximately 1.75 the all-engine value.
2.7.5.9 Engine-Out Landing
The flaps position for engine-out landing is 25.
 On short final, when visual, order or turn rudder trim to neutral.
 Aim to cross threshold at VREF.
 Use the normal landing technique.
 Upon selection of ground idle and reverse, anticipate a yaw towards the live engine. Use reverse only if
required and then consistent with directional control.
 Use brakes as for a normal landing.

2.7.5.10 Engine-Out Climb, Cruise or Descent

When an engine fails during climb, cruise or descent, take action according to the emergency checklist.
If in a climb select MCT rating at the ERP and adjust the torque so that the torque ribbon is in line with the torque
bug.
Engine-out climb performance and engine-out ceiling are based on the use of MCT and VFTO.
When an engine fails in cruise, to maximize performance at high altitude select MCT rating at the ERP, adjust the
torque ribbon to match the torque bug and allow deceleration to VFTO.
In the case terrain clearance is not a limiting factor CRZ ERP rating and higher indicated airspeeds at lower altitudes
may be used. A minimum IAS of 140 kt is recommended where possible.
GA rating must be selected at the ERP before commencing an engine-out approach.
When an engine fails the PF must remember he has lost half his power and take action accordingly.

2.7.5.11 Engine-Out Precision Approach

The engine-out precision approach procedures are similar to the all-engine approach. Crew coordination
and AFCS operation is as described for the normal all-engine approach.

2.7.5.12 Engine-Out Non-Precision Approach

The engine-out non-precision approach procedures crew coordination and AFCS operation is as described
for the all-engine non-precision approach.
For performance reasons, delay landing gear down selection until the start of the descent on final
approach.
As long as the landing gear is not down and locked there will be a LG alert when descending below 830 ft.
AGL.

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2.7.5.13 Engine-Out and or Engine Fire During Approach

If an engine fails during approach the propeller will start wind milling. If above 500 ft. AGL or visual reference is
established:
 Select GA rating at the ERP.
 Increase power to maintain speed and approach profile.
 Carry out the applicable emergency procedure if time permits.
 Continue engine-out approach and landing.
If below 500 ft. AGL and visual reference has not been established:
 In the case of Engine-Out, if unsure of becoming visual by minimums, initiate a go-
around as described below.
 In the case of Engine Fire, the Captain will have to decide whether to go-around or
continue the approach.
Considerations:
Type of approach - an ILS gives a better chance of landing.
Weather - is it right on the Minima or well above for the approach facility
being used? Is the Engine Fire with or without an Engine-Out?
 If the decision is to go-around the flight procedure is similar to the engine-out.
Action is taken for Engine Fire instead of Engine-Out.
2.7.5.14 Engine-Out Go-around
Refer to: GO-AROUND, LANDING FLAPS 25.

 With flaps 25, the minimum initial climb speed is VREF. During flaps retraction to
Flaps 10, maintain positive climb at VREF to VREF + 10.

 The acceleration height for clean-up is a minimum of 800 ft. AGL.

 After clean-up, continue as for Engine-Out at or after V1.

 With flaps 10, the minimum initial climb speed is VFTO. During flaps retraction to
Flaps UP, maintain positive climb at VFTO to VFTO + 10.

 Continue as for Engine-Out at or after V1, but with an acceleration altitude of at least
800 ft. AGL.

 When time permits above 1000 ft. AGL perform the Single Engine Procedure
Checklist, remember there is a time limit operating with Go-around Power.
Note:
The PM will select HDG and IAS modes and arm ASEL after selecting Gear Up.
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2.7.5.15 If engine failure occurs at the MINIMA on an instrument approach and not yet visual:

PF PM

COMMAND: 'GO-AROUND'
 Press a power lever Go-around Button
 Advance both power levers to  Monitor Go-around
Take-off DETENT
 Rotate to GA attitude (8 degrees)

If flaps are at 25 degrees

 Command: 'FLAPS 10' and climb at  Select flaps as commanded

VREF If flaps are at 10 degrees  With positive rate of climb

 Command 'FLAPS UP' and climb at  Announce: 'POSITIVE CLIMB'

VFTO  Select gear up
 Command: 'GEAR UP'  Announce: 'LEFT / RIGHT
 Respond: 'CONFIRMED' (when ENGINE-OUT, NOT
confirmed) FEATHERED'

 Command: 'TAKE ACTION'  Cancel audio alert by pressing the MWL

 Monitor and confirm Memory Items

 Complete Memory Items
 Announce: 'MEMORY ITEMS
COMPLETED'
 Select: HDG and IAS modes and arm
ASEL
When flaps indicate the selected position
 Confirm PFD annunciations  Announce: 'FLAPS ARE 10
 Announce: 'HDG, IAS hold, ASEL / UP' When gear indicated up
armed'
 Announce: 'GEAR IS
UP' When annunciated on
PFD:
 Announce: 'HDG, IAS hold, ASEL
armed'

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2.8 Landing Gear Malfunctions

Landing gear malfunctions need to be thoroughly reviewed and if there is any possibility of a gear collapse on
landing, careful preparation is required.
As a general rule, landing gear malfunctions will be identified during gear retraction or gear extension, if a gear
malfunction occurs during extension, generally insufficient time remains during the approach to carry out the
required checklist procedure.
Unless circumstances dictate otherwise, advice ATC of your situation and that you require to discontinue the
approach and hold to review procedures. as well as the QRH, refer to the expanded checklist in the AOM. If, after
carrying out the appropriate abnormal and emergency checklist procedures, there is any possibility of a gear
collapse on landing, consideration should be given to burning off excess fuel, full crash landing preparation of
passengers, cabin and cockpit must be completed and ATC made fully aware of the likely outcome.
Do not rush gear malfunction drills, or the preparation for a suspected gear collapse on landing.

2.8.1 Emergency Descent

The procedure is initiated by the PF with the command 'EMERGENCY DESCENT, TAKE ACTION'. It is
recommended to use the AFCS.

PF PM

 Select IAS  Determine and select the higher of FL 100

and Minimum En-route Altitude
 Power levers FLIGHT IDLE
 Arm ASEL
 Increase IAS to VMO (use AP pitch
wheel)  Fasten-seat-belt sign ON
 Transponder 7700
 Inform ATC
 Landing Lights ON
 Monitor descent
 Make ready the EMERGENCY CHECKLIST

PF commands 'EMERGENCY CHECKLIST, MY R / T' the PM completes the EMERGENCY CHECKLIST. Level
off at FL 100 or minimum en-route altitude (MEA), whichever is the greater.
If structural integrity is in doubt, limit speed as much as practicable and avoid high manoeuvring loads.
Make a low speed emergency descent by selecting flaps and landing gear at the limit speeds and descend with flaps
25 and 160 kt. When in level flight, select gear and flaps up, and assess the situation.

2.8.2 Passenger Addresses

Following any malfunction that the passengers will be aware of, when all essential duties have been performed and
time permits, present a suitably worded passenger address to inform of the flight status. Refer to Appendex P)

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2.8.3 Over-weight Landing

In case technical or operational reasons require an overweight landing, fly a normal approach and landing.
The rate of descent at touchdown should not exceed 6 ft. /sec (360 ft. /min). Any overweight landing
should be reported to maintenance.
2.8.4 Landing with Flaps Less Than 25
Complete the relevant ABNORMAL CHECKLIST.
Find VREF and the actual landing distance for the flaps position indicated, from the Quick Reference
Handbook.
Check actual landing distance versus landing distance available.
If possible, select a runway with descent path guidance (e.g. ILS, DME,PAPI). If
possible, avoid strong crosswind.
To find final approach speed, apply wind correction.
When a visual circuit is to be made, use the following procedure:
If circuit height is 1000 ft., select gear down abeam threshold and time 60 seconds corrected for wind. Make
a level turn to final.
 On final, reduce power to start the descent with final approach speed when intercepting the 3 degree glide

path.
 Complete the Landing Checklist.
 Maintain a 3 degree glide path. Attitude is more nose-up than during a flaps 25 approach.
 Aim to cross the runway threshold with VREF. Avoid a long flare.
 Aim for a positive touchdown at the normal touchdown point.
 Due to stronger ground effect, only slight pitch increase is required for a normal flare
Note: In case flaps are less than 5, a normal rotation to flare may result in the tailskid touching the runway.
 Lower nose wheels onto the runway and select ground idle.
 Select reverse and use brakes as required.

2.9 STALL Recovery

The approach of a stall condition will be indicated by the stick shaker. At stick shaker onset or
at stall indication immediately apply GA power and Announce: 'GO AROUND, FLAPS ’
For Flaps 0 Maintain 0
Flaps 10 Maintain 10
Flaps 25 Maintain 25
Flaps 35 Maintain 35

If the aircraft is in a turn, roll wings level.

Decrease pitch attitude to 5 degrees nose-up.

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If applicable, select landing gear up upon positive climb.
After recovery select flaps up (if applicable) and climb back to original altitude.

2.10 Ground Proximity Warnings

If a ground proximity warning is received immediate corrective action is required unless it is obvious that
the warning can be neglected.
If a rapid terrain closure rate is announced, immediately initiate the go-around procedure. Continue climb
until the warning stops.
If excessive sink rate is announced, immediately initiate go-around procedure. Continue climb until the
warning stops.
If a rapid altitude loss during take-off climb or go-around is announced, immediately alter the aircraft
flight path sufficiently to stop the warning.
If inadvertent proximity to terrain is announced, immediately alter the aircraft flight path and/or the
configuration to stop the warning, unless the warning is the result of an intentionally chosen configuration
or position as part of standard procedure.

3.0 APPENDICES

Appendix A , Terminology of Flight Director Modes

1. SBY ‘STANDBY’

2. HDG ‘HEADING’
3. NAV ‘NAV’
4. BC ‘BACKCOURSE’
5. VAPP ‘VAP’
6. LOC ‘LOC’
7. ASEL ‘ASEL’
8. ALT ‘ALT’
9. GS ‘GLIDESLOPE’
10. VS ‘VERT SPEED’
11. IAS ‘IAS’
12. CAPTURED ’CAP’

Appendix A.2 AFCS Call-Outs and Responses

Manual Flight
Whilst flying manually, the PF will generally command the PM to select the required mode on the FMP. If

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the PM makes the selection, he confirms on his PFD and announces his corresponding annunciations. The
PF will then cross-check with his own PFD and call his own annunciations.

The PF may select modes on the FMP himself, if he wishes. The following demonstrates commands and
calls where the PM makes the selections when commanded by the PF:

PF PM

 Command: 'Select HEADING'  Select HDG

 Confirm on PFD
 When annunciated on PFD
 Announce: 'HEADING'
 Announce: 'HEADING'
 Command: 'HEADING BUG LEFT /
RIGHT 020'  Rotate & Set HDG selector Left / Right 020

 Confirm on ND  Announce: '020 SET'

 Announce: 'CHECKED'

 Command: 'ARM NAV'  Select NAV mode

 Confirm on PFD  When annunciated on PFD

 Announce: 'VOR armed' (White) or  Announce: 'VOR armed' (White) or

'VOR cap' (Green)
 'VOR cap' (Green)

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AFCS Call-outs and Responses (manual flight) continued

PF PM

 Command: 'ARM GLIDE SLOPE'  Select GS mode

 When annunciated on PFD
 Confirm on PFD
 Announce: 'LOC armed' (White) or 'LOC cap'  Announce: 'LOC armed' (White) or 'LOC cap'
(Green)and 'GLIDE SLOPE armed' (White) (Green) and 'GLIDE SLOPE armed' (White)
 OR  OR
 'GLIDE SLOPE cap' (Green)  'GLIDE SLOPE cap' (Green)

 Command: 'ARM ASEL'  Select the required altitude & arm ASEL
 When annunciated on PFD
 Confirm on PFD
 Announce: 'ASEL armed' (White)  Announce: 'ASEL armed' (White)

 Confirm on PFD  Approaching selected altitude and when

annunciated on PFD
 Announce: 'ASEL cap' (Green)
 Announce: 'ASEL cap' (Green)

 Confirm on PFD
 Maintaining selected altitude and when
 Announce: 'ALT hold' (Green) annunciated on PFD:
 Announce: 'ALT hold' (Green)

 Command: 'Select ALT' or 'IAS' or 'VERT  Select ALT or IAS or VS

SPEED'
 When annunciated on PFD

 Confirm on PFD
 Announce: 'ALT hold' or 'IAS hold' or 'VERT
 Announce: 'ALT hold' or 'IAS hold' or 'VERT SPEED'
SPEED'
 Command: 'ARM VAPP'  Select VAPP mode
 When annunciated on PFD
 Confirm on PFD  Announce: 'VAPP armed' (White) or 'VAPP
cap' (Green)
 Announce: 'VAPP armed' (White) or 'VAPP
cap' (Green)

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AFCS CALL-OUTS AND RESPONSES

Auto Flight
As a general rule, whilst using the autopilot, the PF will announce any mode he selects on
the FMP. The PM will then confirm on his PFD and announce his corresponding
annunciations.
The PM will announce all captures from armed (white to green) and the PF will confirm on his PFD.
In practice however, the first pilot to observe a mode change makes the call and the other
pilot then confirms.

PF PM

 Select or Command: 'AUTOPILOT ON'  Select AP ON if commanded

 Check AP ENGAGE PB light ON  Confirm light on AP ENGAGE
PB
 Announce: 'AUTOPILOT ON and AFCS
annunciations'  Announce: 'CHECK and AFCS
annunciations'
 Select HDG mode  Confirm on PFD
 When annunciated on PFD  Announce: 'HEADING'
 Announce: 'HEADING'

 Select heading bug L / R 020 Confirm on ND

 Announce: 'HEADING BUG 020 SET'  Announce: '020 CHECK'
Note:
If the heading change is more than 180 degrees, set the
HDG bug 135 degrees off the present HDG in the
direction of the turn. After completing 45 degrees of turn,
continue moving the HDG bug. Set the HDG bug to
required heading when within 135 degrees of it.

 Select IAS Confirm on PFD

When annunciated on PFD
 Announce: 'IAS hold'  Announce: 'IAS hold'

 Select VS mode Confirm on PFD

When annunciated on PFD
 Announce: 'VERT SPEED'  Announce: 'VERT SPEED'

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 Select NAV mode Confirm on PFD

 When annunciated on PFD  Announce: 'VOR armed' (White) or
'VOR cap' (Green)
 Announce: 'VOR armed' (White) or 'VOR
cap' (Green)

 Select GS mode
 When annunciated on PFD  Confirm on PFD
 Announce: 'LOC armed' (White) or 'LOC  Announce: 'LOC armed' (White) or
cap' (Green) and ‘GLIDE SLOPE armed' 'LOC cap' (Green) and 'GLIDE
(White) SLOPE armed' (White)
OR OR
 'GLIDE SLOPE cap' (Green)  'GLIDE SLOPE cap' (Green)

When required by ATC, select the required altitude Confirm correct selected altitude /
 Select ASEL FL Confirm on PFD
mode When
 Announce: 'ASEL armed' (White)
annunciated on PFD
 Announce: 'ASEL armed' (White)
Approaching selected altitude and when
annunciated on PFD
Confirm on PFD
Announce: 'ASEL cap' (Green)
 Announce: 'ASEL cap' (Green)
Maintaining selected altitude and when
annunciated on PFD
Confirm on PFD  Announce: 'ALT hold' (Green)
 Announce: 'ALT hold' (Green)
 Select ALT Confirm on PFD
When annunciated on PFD  Announce: 'ALT hold'
 Announce: 'ALT hold'

 Select VAPP mode Confirm on PFD

 When annunciated on PFD
 Announce: 'VAPP armed' (White)
 Announce: 'VAPP armed'
When approaching selected radial and when
(White) or Confirm on PFD
annunciated on PFD
 Announce: 'VAPP cap' (Green)
 Announce: 'VAPP cap' (Green)

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Note:
1. ARMED to CAPTURE phase takes place without further selection on the FMP. Therefore monitoring and
calling out of the CAPTURE phase is required.
2. The FD will capture GS only after LOC capture.
3. Small heading changes made to maintain a given track are not to be called.

Appendix B Flight Preparation

CAPTAIN CO-PILOT

Review Maintenance status Review Maintenance status

External Inspection (AOM) External Inspection (AOM)

Internal Inspection (AOM) Internal Inspection (AOM)

Initial Scan (to follow checklist order) Set NAV, COMM, FMP and AIDS, obtain Surface
Conditions and prepare TAKE-OFF DATA CARD
Call Flight Instruments Scan Cross-check Flight Instruments and respond
Give Standard Take-of Briefing
CAPTAIN’S TAKEOFF CO-PILOT TAKE-OFF
NAV, COMM, FMP Departure Briefing NAV, COMM, FMP Departure Briefing
Check and Sign Fuel Log

Call for COCKPIT SAFETY INSPECTION Read COCKPIT SAFETY INSPECTION checklist and
checklist and COCKPIT PREPARATION COCKPIT PREPARATION checklist
checklist
Check and Sign Loadsheet Complete TAKE-OFF and LANDING DATA
CAPTAIN’S TAKEOFF CO-PILOT TAKE-OFF
Call Aircraft Weight and Take-off Speeds Call Aircraft Weight and Take-off Speeds
Call for Start-up or Traffic for Start-up and Request Start-up or Traffic for Start-up and Climb
Climb
Doors Closed
Before Start Monitor Before Start Scan
Scan Read BEFORE START checklist

Call for BEFORE START checklist Monitor Starting of Engines

Start Engines

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Appendix C Taxi and Pre Take-Off

 Smoothly increase power to minimum required for the aircraft to roll forward before releasing the parking
brake. When having to reduce taxi speed, make sure power levers are at ground idle, do not operate brakes
against power, except in emergency situations.
WARNING: REVERSE IS NOT RECOMMENDED TO BE USED TO TAXI BACKWARDS.
 To make smooth turns, grasp the nose wheel tiller firmly and 'pressure' it in the desired direction, and
'pressure' out of the turn smoothly. Place elbow on armrest for added control.
 Caution is necessary while turning the aircraft in congested areas on the ramp. If necessary, have ground
personnel monitor wing tip clearance.
 Make all turns at a slow taxi speed. Good taxi technique requires an awareness of the proximity of obstacles,
the effects of propeller blast causing damage to equipment or injury to personnel, and a consideration for
passenger comfort.
 Make all turns with as large a radius as possible. Minimum radius turns result in heavy side loads and
unnecessary scrubbing of tyres.
 Differential power should not normally be required, but can be beneficial in assisting in a turn. When taxiing
in strong crosswinds differential power, with the higher power setting on the up-wind side, will be of
assistance.
 After completing a turn, and before stopping, return the nosewheels to centre and roll forward enough to allow
it to centre, relieving tyre and structural twisting stresses.
 Do not ride the brakes to prevent high taxi speed. Intermittent brake usage provides a cooling period between
brake applications.
 Do not use reverse to control taxi speed.
 At a convenient time and when clear of other parked aircraft and ground vehicles, the F/O will copy the Air
traffic clearance. After receiving the clearance, the PF will review and if necessary update the Take-off and
Departure Briefings.
 The Captain will command the 'Before Take-off Checklist'.
 On the command of the Captain, the F/O will report 'READY'.
 When cleared to enter runway, the F/O is to select Strobe Lights ON and a positive check is to be made left
and right by both pilots before entering the runway. The F/O will then activate the TCAS.
 The LH seat Captain will disengage the control lock, Captain will check rudder full and free, F/O will check
elevator and ailerons are full and free.
 If take-off conditions are IMC, when lined up, do a radar scan of the take-off path to observe any significant
weather. Place the radar at STBY with Tilt 15 degrees UP for the take-off roll.

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 Captain will command the Before Take-off Check (Cleared for line up).
 After Take-off Clearance is received the Landing Lights are to be selected ON.
Note: Company policy dictates that, with the exception of the take-off and landing roll, a Captain must control an aircraft
on the ground moving under its own power, and no deviation from this policy will be tolerated.

Appendix D Passenger Addresses

1. Think before you speak. Prepare, either on paper or in your mind, what you are going to say.
2. Speak in a clear and confident voice, without 'ums and ers'. Any PA should
convey the message that you are in total control of the situation.
3. DO NOT use technical or aviation terms that will not be understood by your
average passenger.
4. Keep your announcements short and to the point:
a. Introduce yourself
b. Welcome
c. Altitude, speed and general direction of flight (i.e. southwest)
d. Expected weather and time at destination
e. Any significant 'sightseeing' features that can been seen during the flight
f. Enjoy your flight with us and 'sign off'
5. When mentioning the weather, never use the word 'BAD'. It’s better to state for instance:
'Some cloud, reducing visibility a little; however, conditions are expected to improve.'
There is no point raising the anxiety level of 50 passengers.
6. When advising of an engine shutdown, NEVER use the words 'FAILURE or
EMERGENCY'. Instead, state for example, 'that for precautionary reasons the engine has
been shut down.'
7. When advising of a precautionary landing resulting from a malfunction, advise the
passengers that you are in contact with (place name) 'Ground Control', have a clearance for
landing and will be at the terminal there in around minutes.
8. Say nothing that will alarm your passengers, unless it is ABSOLUTELY necessary. In the
case of a landing gear failure, a full safety briefing must be given by the Cabin Crew and the
cabin prepared accordingly. Obviously, in such a case passengers have to be briefed on
what to expect.
9. Flight Delay Announcements do not require a lot of detail: Apologize for the
delay:
Give a brief reason for the delay, e.g.
'The previous service was delayed by adverse weather conditions to the North and this has

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resulted in our late departure. The delay is beyond our control, however, East Afirica Aviation
trust it will not cause you any inconvenience.'
10. Prepare announcements for all occasions, so that you are ready to speak when the need arises.

Appendix E Simulator Training

Exercises Stall Recovery

 The stall recovery exercises practiced are in the approach configuration - gear
down, flaps 25 and flaps 35.
 With the FD set, establish on HDG & ALT with airspeed at around 160 kts.
 Switch seat belt sign on, set landing speeds and complete the Descent & Approach Checklist.
 Reduce power to 15% torque.
 Select flaps 10 & gear down.
 Select flaps 25 & ERP to GA rating and complete the Landing Checklist.
 Progressively raise nose to maintain altitude (do not use elevator trim below VREF).
 Recover at Stick Shaker as per ‘STALL RECOVERY’ on page 77.

Steep Turns (45 degrees angle of bank)

 Steep turns are practiced with the FD at STBY.
 Establish on a heading and maintain altitude at an airspeed of 160 kts
(approximately 40% torque).
 ENTRY:
On passing through 30 degrees of bank, increase torque by 10 to 15% and
progressively increase pitch attitude to 3 to 4 degrees nose up, to maintain altitude.

 EXIT:
Commence the rollout of the turn 15 degrees (1/ 3 the degrees of bank angle) before the desired heading is
reached. On passing through 30 degrees of bank, decrease torque by 10 to 15% and progressively reduce
pitch attitude to maintain height.
The PF may ask the PM to adjust the power levers during the turn. DO NOT trim the aircraft during this
exercise.

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Appendix F Operating procedures with one EEC (ENGINE ELECTRONIC CONTROL) Inoperative
Take-off, Climb, Cruise, Approach, Missed Approach and Landing Procedures It is
recommended that the Captain be PF for Take-off, Approach & Landing:
1. ENGINE START and TAXI:
a. Always start the operative EEC engine first. If starting the left engine first,
advise the ground engineer of this to avoid confusion
b. When starting the inoperative EEC engine, leave its Fuel Lever in the START position
c. Taxi to the runway line-up position with one engine and advise the TWR
that you will be in the lined up position for around half a minute after
receiving Take-off Clearance
2. TAKE-OFF
When cleared for Take-off, move the affected side Fuel Lever to OPEN. When the
propeller comes out of feather, without delay:
a. Select GA at the ERP
b. Set the Flight Director (GA, HDG, ASEL)
c. Check that the inoperative EEC side Generator is on-line
d. Apply Take-off Power, being cautious to advance the operative EEC side to Take-off
detent and the inoperative EEC side to a position about one power lever knob
diameter behind the take-off detent
e. Following initial power application, the PF lifts his hand from the power levers and
commands, “SET POWER”
f. The PM adjusts the inoperative EEC power lever to set Engine Torque to that of the
operative EEC side and announces, “POWER SET”
g. The Captain then places his hand on the power levers in accordance with standard
procedures
3. CLIMB
a. Before selecting Climb Power at the ERP, the torque of the inoperative EEC
engine MUST be REDUCED by around 40%
b. When NP stabilizes at 85%, adjust the inoperative EEC side power lever to give the
Climb Torque of the operative side EEC engine

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c. Readjust torque every 2000 feet during the climb
4. CRUISE
a. After selecting CRZ at the ERP adjust torque of the inoperative EEC side
engine to give the Cruise Torque of the operative side EEC engine

5. APPROACH
a. During approach the power levers will not be symmetrical and the PM can be called on, to
assist with power setting on the inoperative side, as required
6. MISSED APPROACH
a. Standard missed approach procedure is to be followed; however the power lever of the
inoperative side EEC must NOT be advanced to Take-off detent. As with power
application on Take-off, the inoperative EEC side power lever is to be advanced to a
position around one power lever knob diameter aft of the detent position
b. Again, the PF commands the PM to “SET POWER” as with the Take-off
c. The After Take-off Procedure for the setting of climb power is used
7. LANDING
a. Normal landing technique is applied
b. After Ground Idle selection the PM is to select TO at the ERP and place the Fuel Lever
of the inoperative EEC side engine to the START position
c. Do NOT apply reverse thrust

NOTES:

a. The EEC controls NP during gro und handling when propellers are in the Beta
Range, if the EEC is inoperative there is no RPM control.

b. With one EEC inoperative, ground handling is performed with just the EEC operative engine.

c. When the inoperative EEC side propeller comes out of feather, Take-off power
should be applied without much delay to take the propeller out of the Beta Range
into the PEC range.

d. Go-around (GA) power is used for Take-off because it is the EEC that commands
the engine power “up-trim” (APR) in the case of engine failure. As “up-trim” is not
possible with an inoperative EEC, the Take-off is performed with the APR already
in place.

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 EAA Fokker 50 Standard Operating Procedures (SOP)
e. It must be remembered that the Mechanical Fuel Control (MFC) is directing fuel flow (raw
control) without the EEC “fine tuning authority”. If the affected side power lever is brought to
Take-off detent a substantial oversupply of fuel is delivered to the engine producing a massive
over-torque that will result in possible engine damage.
f. Engine torque on the affected side MUST be reduced before selecting climb (CLB) at the
ERP, because with the same fuel flow at a reduced NP (85%) a massive over-torque will
occur resulting in possible engine damage.
g. After landing, the affected side fuel lever is placed to the START position because its
propeller is again in the Beta Range and without an operative EEC there is no RPM control.
h. Reverse thrust must NOT be applied when a propeller is at the feathered position (fuel lever at
START position) because a massive over-torque would result.

Appendix G. Hijacking
The Captain should divert to the nearest suitable and equipped airfield and land the aircraft. Prepare an excuse if
asked the reason by the hijacker. The Captain should, however, cooperate with hijacker and use his judgment and
direction for the safety of the passengers and crew. Use the transponder code 7500 to notify ATC of the situation
and state the phrase, “SQUAWKING 7500.” Additional signals are:
A change from code 7500 to 7700 indicates the situation is desperate and the aircraft wants armed intervention.
If, after the aircraft lands, the flaps are lowered or left down, the aircraft wants armed intervention and aircraft5
immobilized.
If, after the aircraft lands, the flaps are raised, the aircraft does not want armed intervention. The aircraft may also
transmit the phrase, “BACK ON SEVEN FIVE ZERO ZERO,“ to emphasize the intervention is no longer
required.
Pilots must use their best judgment in dealing with life threatening situations.

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