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Appendix 2-Trainings Manual
SOP

Aircraft Type
Initial C560 XL/XLS

Effectivity: 01.01.2018
Revision: 0

Edition 2
Revision: 0
  Date: 01.03.2018

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Appendix 2-Trainings Manual
SOP

Aircraft Type Aircraft Type


Initial C560 XL/XLS

of the approved training organisation


EASA Approval No. AT.ATO.106

Aviation Academy Austria


Ludwig-Boltzmann-Straße 2
7100 Neusiedl am See
Austria / Europe

T +43-5-9010-3600
F +43-5-9010-3601
office@aviationacademy.at

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0  GENERAL 4 
1  NORMAL PROCEDURES 5 
2  ABNORMAL AND EMERGENCY PROCEDURES 23 
2.1  ABNORMAL PROCEDURES 23 
2.2  ENGINE FAILURE OR SERIOUS MALFUNCTION AT OR AFTER V1 26 
2.3  USE OF TCAS 28 

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0 GENERAL
Normal Procedures and duties in AAA operation with Citation C560XLS are coordinated by use of

Cessna Checklists acc AFM for C560XLS for Normal and Emergency/Abnormal Procedures and Cessna
Flight Procedures C560XLS

These documents cover all the procedures necessary for AAA approved operation for VFR / IFR CAT I from
Pre-flight duties to Post Landing duties.

Departure profile given in “Flight Procedures C560XLS” includes Noise Abatement procedures.
Nevertheless special procedures for Noise Abatement given at any airfield or departure route overrule
this procedure and must be followed.

OPERATION ON WET AND CONTAMINATED RUNWAYS:

AAA operation with Citation C560XLS is approved to use Wet and Contaminated runways.

Performance data:

AFM Section IV Performance and Supplement 36 EASA certified airplanes.

FLIGHT PROCEDURES C56X

All these procedures shall be done in accordance with the given flight check list!

Terms: Commander (Cdr) Pilot occupying the left – hand seat


Co – Pilot (F/O) Pilot occupying the right – hand seat
PF Pilot Flying
PM Pilot Monitoring

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1 NORMAL PROCEDURES
PRE-FLIGHT PROCEDURE:
Preflight procedure during a training session starts at the Cockpit preparation Checklist in case of a dark
cockpit, for FFS´s without dark cockpit at the APU Starting checklist.

BEFORE ENGINES START:


Check “Oxygen system” (Manually flown Emergency Descent):
This check is done as reminder of the “emergency descent drill” and may be replaced by any other
“Memory Item” in the discretion of the commander.

PF calls “EMERGENCY DESCENT”

Oxygen mask DON and 100% Oxygen


MIC/SEL HEADSET/MASK Switches MASK, Audio Panel-Select SPKR
Safe altitude acc Grid MORA ARM
Descent INITIATE
Autopilot DISCONNECT
Throttles IDLE
Speed brakes EXTEND
Airplane Pitch 20 degrees Nose Down
ATC INFORM, SET SQUAWK 7700

Note:
Above 30.000ft the Emergency Descend may be flown in EDM (Emergency Descend Mode) with autopilot
engaged; The flight crew must retard throttles to idle and extend the speed brakes. The autopilot will
control the descent near the MMO/VMO limit initiates a turn 90° turn to the LEFT and level off at 15,000 feet
MSL.

COMPUTATIONS:

T/O data as V1, VR, V2, should be set acc simplified take off criteria in the checklist or acc. AFM or FMC.
 

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T/O BRIEFING:

Prior to T/O the pilot who will be PF should review the departure clearance and also give the Emergency
Briefing as well the rejected T/O (RTO) briefing:

For a rejected T/O in case of an engine failure or a serious malfunction prior to V1:

Verify actions for RTO (PF retards the power and applies brake, PM extends Speed brakes and calls ATC).

Briefing for the normal departure procedure (including modes and verifying FMS entries) and one-engine
out T/O in case of engine failure or serious malfunction after V1:

- minimum speed V2 or V2+10 in case of turning departures


(review of the minimum climb requirements and in case of )

- Engine out procedure (visual escape possibilities, APG or Flyprestandard)

- acceleration procedure V2+10 to VENR

- Final altitude
 

- Decision to return or continue


 

Threat and error management shall be part of the T/O Briefing.

ENGINES START:
According AOM, icing conditions exist when the ambient temperature on the ground and for takeoff is
+10°C or lower; the indicated RAT inflight is +10°C or lower; and visible moisture in any form is present (i.e.
clouds, fog with visibility of one mile or less, rain, snow, sleet or ice crystals).
Icing conditions also exist when the ambient temperature on the ground and for takeoff is
+10°C or lower when operating on ramps, taxiways or runways where snow, ice, standing water, or slush
may be ingested by the engines or freeze on engine nacelles or engine sensor probes. In this case “Engine
Anti-Ice” must be switched ON as soon as started engine is stabilized.

AFTER ENGINES START:


Pressing of TCAS button is recommended to get TCAS indication on MFD. This gives opportunity to get
indication of aircraft before they will be shown automatically when considered as “target” - For departure a
range of max. 20NM is recommended.
EGPWS terrain function may be displayed to enhance situational awareness for departure.

TRIM CHECK: (Should be performed on Commander´s side first, then on F/O´s side)

Push both trim switches down and verify elevator trim movement, and push autopilot/trim disconnect,
verify stop of elevator trim movement.

Push both trim switches up, and push autopilot/trim disconnect.

Push left half of trim switch up and down, verify no elevator trim movement.

Push right half trim switch up and down, verify no elevator trim movement.
Move elevator trim manually and set T/O trim.
 

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AUTOPILOT CHECK:
 AP/YD . . . . . . . . . . . . . . . . . . ENGAGE and apply force to the yoke and column Check
that the controls resist movement and the elevator trim operates in the opposite
direction to the force applied.
 Pilot’s AP DISC Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Verify a flashing red AP or AP annunciation on both PFDs and a continuous AP disengage
aural alert sounds until the AP DISC Button is pushed again or the AP is re-engaged.
Verify the controls do not resist movement.
 AP/YD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RE-ENGAGE
Verify controls resist movement.
 Copilot’s AP DISC Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
Verify a flashing red AP or AP annunciation on both PFDs and a continuous AP disengage
aural alert sounds.
Verify controls do not resist movement.
 
Note: After the Autopilot Check, push the G/A button to select ROLL/GA on PFD!

TAXI LIGHTS:

Shall be switched to “TAXI / RECOGNITION” immediately before starting taxiing.

Taxi operation can be performed either by the Commander or Co-Pilot.

TAXI CHECK:
Flight Instruments: “checked”
This wording gives guidance to check all essential instruments for correct and expected indications. Flags
may appear on PFD depending of NAV Setting
Correct Altimetersetting shall be verified by both pilots.

TAKE OFF:
Rolling T/O:
The rolling T/O may be started upon entering the runway. Thrust should not be increased before the
aircraft is lined up, as any acceleration out of a turn or combination of high thrust and braking should be
avoided.

Note: Add 500ft to the computed Take Off Distance

Standing T/O:
A standing T/O shall be performed under any of the following conditions:

- Visibility / RVR below 400 m (LVTO)


- Contaminated RWY
- Actual TOW is near limiting MTOW

 

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TAKE OFF PROFILE including NOISE ABATEMENT: NADP 2

At VR rotate smoothly (3°/second) to 10nose up attitude

Positive rate of climb - Gear up – At 800ft AGL - Flaps 0 (Check V2+10)

At 800 ft above field elevation, set thrust to Climb Detent (recommended speed is 180KIAS)

At 3000 ft accelerate to normal climb speed 250 KIAS


Earliest after transition altitude complete the climb check
 

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COMMANDER`S T/O  
The Commander shall: The Co - PILOT shall:
-Before entering the RWY the Cdr shall announce:
“RWY IDENTIFIED, APPROACH SETOR CLEAR”
“RWY HDG IS CHECKED” Verifies the RWY acc airport chart/markings and call
out: “CHECKED”
when ready for T/O, asks: “READY?”
when ready, confirms: “READY!”
Call: “TAKE OFF“, advance throttles to TO Detent and
announces: “T/O DETENT SET CHECK THRUST” Verifies at 60 KIAS that both N1 indications are shown
TO in green.
Hold the control wheel maintaining light forward Call: “TAKE OFF THRUST SET”
pressure to keep the nosewheel on ground until VR.
Monitor essential engine and flight instruments
following with one hand the control wheel from start
to T/O roll until initial climb attitude is established and
call out any abnormalities.

At 80 kts check both speed indications and call: “80


kts“
“CHECKED“
Call out: “V1”,
At V1 put right hand off the throttles
- “ROTATE“, at appropriate Speed
Start continuous (3°/second) rotation at VR to  
~10nose-up (Flight Director in GA-mode on the PFD)
   

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CO – PILOTS T/O
The Commander shall: The Co - PILOT shall:
-Before entering the RWY the Cdr shall announce
“RWY IDENTIFIED, APPROACH SECTOR CLEAR”
“RWY HDG IS CHECKED” - Verifies the RWY acc airport chart/markings and call
out “CHECKED”
- when ready for T/O, Asks: “READY?”
- when ready, confirms: “READY!”
Call: “TAKE OFF – YOUR CONTROLS”
- Call out: “MY CONTROLS“

advance throttles to T/O Detent and announces:


Verifies at 60 KIAS that both N1 indications are “T/O DETENT SET CHECK THRUST”
shown TO in green.

Call: “TAKE OFF THRUST SET”


Hold the control wheel maintaining light forward
Monitor essential engine and flight instruments pressure to keep the nosewheel on ground until VR.
following with one hand the control wheel from start
to T/O roll until initial climb attitude is established.

At 80 kts check both speed indications and call:


“80 kts“
“CHECKED”
Call: “V1“ Put right hand off the throttles,
“ROTATE” at appropriate speeds.
Start continuous (3°/second) rotation at VR to
~10nose-up (Flight Director in GA-mode on the PFD)

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INITIAL CLIMB:
Standard setting of heading bug for T/O is on RWY Heading and HDG mode engaged for T/O.

If a SID is flown with the FMC, the NAV source has to be FMS1 (Cdr side) and FMS2 (F/O side).
LNAV shall be armed at this stage.

In case of engine failure an early turn is not The PM shall:


Check positive ROC and call: “POSITIVE RATE”
Order: “GEAR UP“
Retract gear and call: “GEAR IS UP” when gear lights
After Gear is Up and passing 400ft, either HDG mode are out
stays or LNAV gets engaged when armed before.
“LNAV CAPTURED
ENGAGE FLIGHT LEVEL CHANGE or V/S, set speed to FLIGHT LEVEL CHANGE or V/S ENGAGED,
180kts”(Speed may be adjusted with TCS)
“Speed 180 is set”
-“FLAPS 0”
-verify speed is V2+10 - select FLAPS 0 and call “FLAPS
Earliest at 300 ft GND and aircraft is in correct trim, 0 SET”
order: “ENGAGE AUTO PILOT “ or “ENGAGE YAW
DAMPER” when handflying Engage auto pilot and call out
“AUTO PILOT IS ENGAGED“ or “YAW DAMPER IS
When passing through 1500 ft above field elevation call ENGAGED”
or order “CLIMB DETENT (SET)”
Set Throttles to Climb Detent and call:
“CLIMB DETENT SET”
at 3000 ft AGL accelerate to normal climb speed 250
KIAS and checks Stabilizer has finished moving
(HYD PRESS light out)
At TA and cleared to FL set 1013 and call:
“TRANSITION”

Set 1013 and call: “STANDARD, READING FL ..”


Perform climb check according check list.
Earliest after passing TA, order
“AFTER T/O - CLIMB CHECK“
-Call out: “10.000ft or FL100”
Turn REC/TAXI Lights and PULSE LT TCAS on

Any time the Auto Pilot is not engaged, the PF shall order any change in mode and the
PM shall execute the change and call out this.

Any time the Auto Pilot is engaged, the PF may execute and call out each mode change in known manner
and the PM shall check the change and call out: “CHECKED“.

PF must order any change in configuration (gear as well as flaps) as well as Climb PWR setting and the PM
answers for example: “FLAPS 15 SET“

Both pilots must be aware of changes in lateral/pitch modes at all times!

All Callouts shall be done according AAA-Standard Phraseologie.


 

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CRUISE:

It is duty of the PM to get information about the weather condition the following airfields during flight:
Destination, Destination Alternate and if applicable, enroute alternate airports.

After having information about the expected approach at the destination PF gives the

APPROACH BRIEFING as:

- Type of Approach
- Inbound Track/Frequency/Initial Altitude/Other Altitudes/Minimum
- Verify tuning status on NAV page
- Verify FMS approach acc EFB/paper chart
- Missed Approach (with MAPt for non-precision approach)
- NAV Set Up – Lateral Modes used for App/MApp (LNAV/HDG)
- Configuration, if other then standard

Before starting the descend, PF orders: “DESCENT CHECK”

When passing 10.000ft/FL100 the PM calls out “10000” or “100” and the PF switches the REC LIGHTS – ON
and sterile cockpit philosophie applies. Both pilots have to be seated in there relevant positions with there
seat belts fastened.

Note: Check Lights ON, max 250KIAS, passenger safety switch is ON and shoulder harness set on both
sides.

SETTING OF COMPUTATIONS:
Approach speeds are set according table in checklist “Normal Procedures”

VREF for landing with FLAPS 35°

VAPP for FLAPS 15°

Note: Observe gust increment to Vref: Half of gust in excess of 5kts.

When cleared to altitude and local QNH is received, PF orders: “APPROACH CHECK“.

APPROACH PROCEDURE:

The following sketches are self - explanatory for various types of approaches.

For Approach Procedures the same conditions as for climb out procedures differing operation with Auto
Pilot or without Auto Pilot are used.

During Coupled Approach the PF executes and calls out every change in any mode.

The PM checks the mode change and confirms by the call out "CHECKED".
 

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PROCEDURES ON FINAL APPROACH SEGMENT:

Precision Approach:

shall be flown as - “Coupled Approach” (approach flown with AP) or


- “Flight Director Approach” (manually flown) both in APPR MODE

Non –Precision Approach (CDFA):

shall be flown as in NAV/VNAV (GNSS 3D approach, Navsource FMS) FMA: LNAV/VPATH


in NAV/VS (GNSS 2D approach, Navsource FMS) FMA: LNAV/VS
in NAV/VS (VOR 2D approach, Navsource VOR) FMA: LNAV/VS
in HDG/VS (NDB 2D approach, BRG Pointer to ADF) FMA: HDG/VS

Note: Mode LNAV may be used if the following requirements are observed:

No waypoints may be added or deleted between the FAF and the MAP.

If the approach to be flown is not in the database, another approach having the same plan view may be
selected. For example, an ILS procedure might be selected if the plan view (route) is identical to an NDB
approach.

When an approach is flown by this "overlay" method, raw data must be monitored b y t h e P M throughout
the approach to assure correct guidance in case of GNSS integrity problems.

Overlayed approaches are only allowed when a “G” is shown beside the approach during selection on the
FMS.

OM CHECK or FAF:

- CK altimeter
- Verify Minimum
- Check „First/final missed approach altitude“ on Alt preselect system.

Note: Final Missed Approach Altitude should be set

after “GS Capture” during precision approach or

Latest at “Approaching Minimum” during non-precision approach flown CDFA.

Latest at A/P limitation acc AFM, or at MAPPt, Auto Pilot must be switched off!

NOTE: Minimum use height A/P for Precision App: 180ft AGL for Non Precision App: 300ft AGL

BEFORE LANDING CHECK (FINAL CHECK):

Use of Landing Lights:

“LDG / REC” shall be used as a trigger for a received landing clearance.

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LANDING PROCEDURE:

The actual touchdown is on the main gear with a slightly nose-high attitude. After the nose gear is lowered,
the PF shall:

Throttles IDLE
Speed Brakes EXTEND (may be done by the PM acc App-Briefing)
Thrust Reversers DEPLOY
Brakes apply gradually more until taxi speed is reached

At 70 kts the PM calls out: “Approaching 60 KNOTS“ and PF sets reverse to idle.

GO - AROUND:

After initialization of G/A by pressing G/A button and moving power levers to T/O DETENT the PM shall
check N1 indication shows TO in green, Flaps are retracted to 15°

After retracting the landing gear the procedure is the same as after T/O.

If proceeding for next approach “after take off/climb check” and “descent check” may be ordered at once.
Switches should finally be set according “approach check”.

Procedures for Coupled ILS APP:

Flight Phase, Event PF PM

Duty Call out Duty Call out


On Final Intercept Heading Push APR Button “LOC / GS armed“ check FMA “Checked“

LOC capture check LOC on PFD “LOC capture“


set HDG BUG to Final
Approach Track “Checked“

GS capture check GS on PFD “GS capture“


"Checked"
Passing Outer Marker or “Outer Marker“ Perform OM
substitute Check, verify “Alt ft,QNH..,
MApp Alt Minimum ...ft”

500 ft above THR elevation „500“ Checks


speed max. “Stabilized“
Vref + 30
LOC max 1
dot
GS max 1 dot
below
0 dot below
~100ft above DA “Approaching
“Checked” Minimum”
At DA “Minimum”
“Continue” or “Go
Around”

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Procedures for a FD PRECISION APP, manually flown:

Flight Phase, Event PF PM

Duty Call out Duty Call out


On Final Intercept Heading “Arm Approach” Push APR
Button “LOC / GS armed“
check FMA “Checked“
“LOC/GS Alive”
“Checked”
LOC capture check LOC on PFD „LOC capture“ Set Final App
Track „Checked“
GS capture check GS on PFD “GS capture“
"Checked"
Passing Outer Marker or “Outer Marker“ Perform OM
substitute Check, verify “Alt ft,QNH..,
MApp Alt Minimum ...ft“

500 ft above THR elevation „500“ Checks


speed max. “Stabilized“
Vref + 30
LOC max 1
dot
GS max 1
dot below
0 dot below
~100ft above DA “Approaching
“Checked” Minimum”
At DA “Minimum”
“Continue” or “Go
Around”

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Procedures for a Coupled Non-Precision APP, flown with AP, NON CDFA:

Flight Phase, Event PF PM

Duty Call out Duty Call out


Approaching Inbound Track Arm NAV if “CDI alive” or
approach is flown in “Approaching
LNAV “Checked” FAT”
Established on Final Set HDG bug to “Established“
approach track keep Inbound Track “Checked“
Approaching FAP engage VS and set “Starting Check FMA
ROD Descend“
"Checked"
Passing FAF or substitute “Final Approach Perform OM
Fix“ Check,
start Timing, “Alt ft,QNH..,
verify MApp Alt Minimum ...ft“
500 ft above THR elevation „500“ Checks speed
max. Vref + 30 “Stabilized“
CDI max 1 dot,
BRG pointer
max 5°
Alt +/- 150 ft
max
~100ft above MDA “Approaching
“Checked“ Minimum”
At MDA and before MAPt “Minimum”
“Continue”
At MAPt “Landing” or “MAPt”
“Go Around”

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Procedures for a Coupled Non-Precision APP, flown with AP, CDFA:


Flight Phase, PF PM
Event
Duty Call out Duty Call out
Approaching Inbound Track Arm APPCH or NAV “LNAV armed or
captured”
“Checked”
Established on FAT VOR+/- Set HDG bug to “Established“
2°, NDB +-5° Inbound Track “Checked“
Latest 5 NM before FAP engage VNAV Set “VNAV Check FMA
next Altitude or engaged”
MDA "Checked"
Approaching FAP, Chime or “Approaching
1Nm before Descend Path”
“Checked”
Passing FAF or substitute Verify VPATH is Approaching “Final Approach
displayed “Checked” FAF Fix“
“Starting Perform OM “Alt ft,QNH..,
Descend” Check, Minimum ...ft“
500 ft THR elevation “500“ Checks speed
max. Vref + 30 “Stabilized“„
CDI max 1 dot,
BRG pointer
max 5°
Alt +/- 150 ft
max
~100ft above MDA/DA Diconnect A/P “Checked“ Set MApp
Altitude “Approaching
Minimum”
At MAPt “Minimum”
“Continue” or
“Go Around”

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Procedures and wording for a RAW DATA N o n Precision APP.

Flight Phase, Event PF PM

Duty Call out Duty Call out


Approaching Inbound “CDI alive” or
Track “Approaching FAT”
“Checked”
Established on Final “Established“ Set HDG to
approach track Final appr track “Checked“
Approaching FAF or “Approaching Final Perform OM
substitute Approach Fix“ Check,
start Timing, “Alt ft,QNH..,
verify MApp Alt Minimum ...ft“

Overhead FAF “Starting Descend“


"Checked"
500 ft THR elevation “500” Checks speed
max. Vref + 30 “Stabilized“
CDI max 1 dot,
BRG pointer
max 5°
Alt +/- 150 ft
max

~100ft above MDA “Approaching


“Checked“ Minimum”
At MDA and before MAPt “Minimum”
“Continue to MApp
Point”
At MAPt “MAPt”
“Continue” or “Go
Around”

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Procedures and wording for a RAW DATA Precision APP.

Flight Phase, Event PF PM

Duty Call out Duty Call out


Approaching LOC “LOC Alive”
“Checked“
Approaching GP "GP Alive”
“Checked“
Full established “Full Established“ Set HDG to Final
Approach Track and “Checked”
Mapp Altitude
Passing Outer Marker or “Outer Marker” Perform OM Check,
substitute verify MApp Alt “Alt …ft,QNH..,
Minimum ...ft“
500 ft THR elevation “500” Checks speed max. “Stabilized“
Vref + 30
LOC max 1 dot
GS max 1 dot below
0 dot below
~100ft above DA “Approaching
“Checked“ Minimum”
At Decision Altitude “Minimum“
“Continue” or “Go
Around”

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ALL APPROACHES If Landing is not assured at DA or MAPt: Go Around procedure:

PF PM

Field not in sight initialize G/A by “Go Around, Check N1indication


latest at minimum pressing G/A Check Thrust, Shows TO in green “Take Off Detent is set”
button (check AP Flaps 15“ Set Flaps to 15 “Flaps 15 set”
off)
and set TO DETENT
after rotation Rotate to minimum
of 10° ANU “Gear up“ Check positive rate “Positive Rate” “Gear is
(Flight Director up”
command) Select gear up,
Check: Vapp min.

Keep Speed VAPP


Switches PFD Order Roll Engages or arm Roll “HDG is engaged” or
indication back to and Pitch and Pitch Modes + “NAV is captured” and
FMS (NAV SOURCE) Mode Yaw Damper or A/P, “FLCH is engaged” “Yaw
if + Yaw Verifies MApp Damper or A/P is
necessary Damper or Altitude is set engaged”
A/P
“Set Climb Set throttles to “Climb Detent is set,
At 1500 ft or MSA, Detent, Climb Detent and Flaps 0 SET”
whichever is higher Flaps 0” Flaps 0 at min VAPP

Thereafter fly according normal climb profile (or NADP) and according MAP or as cleared.

All Approaches - Visual Contact:

When Field or Approach Lights in sight at an earlier stage during the approach, both pilots must verify that
they have visual contact with the phrase “RUNWAY IN SIGHT” or “APPROACH LIGHTS IN SIGHT”.
Thereafter it´s the discretion of the commander to decide whether the approach should be continued
visually, or flown according approach profile.

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TYPICAL APPROACH PROFILE:

VECTORS or INITIAL APP PHASE Airspeed below 200kts DOG LEG or approaching GP Flaps 15°
Airspeed ~ 160 KIAS or less

GP moving or approaching FAF:


Gear - Down
Flaps 35°*
Airspeed – Minimum VAPP
Before Landing Check (Final Check)

MINIMUM ALTITUDE: Reduce speed to VREF

TYPICAL GO-AROUND (Both engines)

Final APP: Gear down, Flaps 35° Go around, simultaneously press G/A-button
Airspeed VAPP to VAPP+25 and advance throttles to T/O Detent and rotate 10ANU. Reset
flaps to 15°.

Gear UP when a positive rate of climb is established. Speed VAPP.


At 1500 ft AGL, or final MApp Alt, set CLB DETENT and FLAPS 0, then
accelerate to normal climb speed 250 KIAS or follow NADP.

Order the After Take Off/Climb-checklist

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SPECIAL APPROACHES:

VFR TRAFFIC PATTERN


DOWN WIND LEG (1500 ft GND) Airspeed 160 – 180 KIAS, Flaps 15°

Abeam threshold Gear down


Airspeed VREF + 20 – 160KIAS Start Timing
After 45 seconds
BASE TURN - Begin descent
Flaps 35°
Before Landing Check (Final check)
Airspeed VREF + 10

CIRCLING APPROACH

Configuration for Circling Approach is gear down and Flaps 15

DOWN WIND LEG (1500 ft GND or Circling Minimum)


Airspeed max 180 KIAS, Flaps 15°
TO BASE TURN

Flaps 35°
Before Landing Check (Final Check) Airspeed VREF + 10

Note:
When established on final (+/- 25°), disconnect A/P and select Flight Directors OFF

Caution: Do not descend below MDA until intercepting the visual profile!

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2 ABNORMAL AND EMERGENCY PROCEDURES


Abnormal Procedures and duties in AAA operation with C560XLS is coordinated by use of

Cessna Checklists acc. AFM for C560 XLS

Cessna Checklist Emergency/Abnormal Procedures

2.1 ABNORMAL PROCEDURES


Recommended procedure to handle Abnormalities is to follow PPAA philosophy.

P ower

P erformance (gear, flaps..)

A nalysis: should be definition of malfunction in accordance with indications of corresponding


systems.
A ction: is performing correct checks and handlings according “Emergency Checklist”

The FORDEC model can be applied right after the PPAA.

F acts

O ptions

R iscs

D ecision

E xecution

C check

For some failures “MEMORY” items are given in “Emergency Checklist”. These items are boxed. After
handling of “memory items” don’t forget to order appropriate Checklist!

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Following handlings must be confirmed by both pilots during handling of Checklists:

Throttle(s)
Engine Fire Switch(es)
Fire Bottle(s)
Generator(s)
Boost pump(s)
Ignition(s)

For example Confirmation of Item: “RIGHT THROTTLE CUT OFF”

PM reads “Throttle (affected engine) CUT OFF” in checklist and puts his hand on the NOT AFFECTED Throttle

PF checks that PM has hand on correct Throttle – if correct

PF calls: “RIGHT THROTTLE CUT OFF”

PM moves Right Throttle to CUT OFF position.

Engine Failures up to V1 are to handle as TAKEOFF ABORTION.

Engine Failures after V1 are to be handled in two different ways. We differ:

- engine failure after V1 to clean up


- engine failure after clean up to landing

ENGINE FAILURE AFTER V1 TO CLEAN UP

If an engine failure occurs during this phase of flight we follow strictly the “engine fail climb out profile”.

Any checklist is to be done earliest after clean up except by memory in Cessna Emergency Checklist (items
in black boxes).

ENGINE FAILURE AFTER CLEAN UP TO LANDING

If an engine failure occurs during this phase of flight we follow strictly the PPAA philosophy.

Acc PPAA, Action is always to use Cessna Emergency Checklist or if time critical, memory itmes.

In case of an engine failure during the final approach it is the decision of the commander to abandon or to
continue the approach.

Never do any checklist below 1000 ft airfield elevation.

Checklist “Engine Failure during Approach and Landing” is covered by all AAA Flight Procedures as
described above and may be done as a reminder if time allows.
 

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COMMUNICATION

In case of Emergency it is recommended that PM has communication

Nevertheless if the PF has the capacity to takeover ATC communication he shall do so that the checklist
work of the PM is not disturbed.

MAYDAY CALL:

It is duty of PM to send the Mayday Call earliest after aircraft it very stabilized and according situation to
inform ATC about problem and further intentions (according T/O briefing).

It is the duty of the Commander or F/O (whoever is PF) to initiate a T/O abortion.

Either shall give further instructions and order the appropriate Checklist.

Don´t specify at first hand the side of the problem (left or right), this should be part of the FORDEC process.

The PF shall: The PM shall:

when PM is calling any malfunction checking any abnormality

and deciding for T/O abortion: call out malfunctions in short call as:
“ENGINE FAILURE“
Simultaneously call: “STOP, STOP, STOP“!

and press the wheelbrakes as required


keep light forward pressure,
set IDLE PWR, keep light forward pressure, watching all
extend speedbrakes and reversers instruments, including the speed brake setting.

Approaching 60 kts reduce reversers to idle

(except when still more reverse thrust is needed to


stay safe on runway)
- at 70 kts, call: “approaching 60 knots
close reversers at own discretion
- Inform ATC

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2.2 ENGINE FAILURE OR SERIOUS MALFUNCTION AT OR AFTER V1

The PF shall: The PM shall:

At 80 kts compare speed indications and call:


“CHECKED“ “80 knots”

Call: „V1“,
At V1 put right hand off the throttles “ROTATE“ at appropriate speeds.
Start continuous rotation at VR to 10°
ANU
check positive ROC and call: “POSITIVE
RATE”
order: “GEAR UP“, when a positive rate of climb
is indicated. select gear up and call: “GEAR IS UP“
Note: No other calls until the gear is selected
up!
Call out malfunction in short words as:
“ENGINE FAILURE“

Maintain minimum V2 ordering:


„ENGAGE HEADING (or arm NAV)
FLIGHT LEVEL CHANGE SET SPEED V2 or V2+10 press FLC sets speed and HDG (NAV), checking
(when a turning departure route)” HDG bug centred and call:
“FLIGHT LEVEL CHANGE SPEED SET
HEADING SELECT ENGAGED (NAV captured)“
----- Time for Mayday Call ------
At 1500 ft GND or briefed acceleration altitude
order: „SET SPEED160”
“FLAPS 0”
Set Speed 160 kts and call: “SPEED 160 SET”
Check minimum V2+10 calls
“SPEED CHECKED”
select flaps 0, check movement and call:
“FLAPS 0 SET”
When Speed is 160KIAS or more:
order: “SET CLIMB DETENT“ set throttles to CLB Detent and call:
“CLIMB DETENT IS SET”
Provided aircraft is in correct trim, order:
“AUTO PILOT ON” Engage auto pilot and call:
“AUTO PILOT IS ON“
order appropriate Checklist as for example:
“ENGINE FAILURE OR FIRE, MASTER WARNING
DURING TAKE OFF CKL “

Performs FORDEC
make all the checks according Emergency
Prepare for relanding, order all checks (Climb Checklist and when ready and PF also ready
Check, Approach Check) and give the Approach give a “status briefing“.
Briefing
If relanding not possible continue according
Continguency Procedure or Clearance
perform ordered Checklists

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S/E LANDING

There is no difference to all procedures of normal approach except landing with Flaps 15°

S/E GO AROUND

There is no difference to all procedures of normal approach except:

Rotate to 7º Nose Up (FLT DIR in GA Mode)


Check minimum VAPP for flaps retraction.
flaps are already in 15º position

FLAPS INOPERATIVE APPROACH AND LANDING (NOT LANDING POSITION)

When planning a no flaps landing, the landing weight of the aircraft must be considered. An attempt
should be made to reduce this weight if possible, especially if runway length is marginal due to
higher approach and landing speeds required for a no flaps configuration.

Compute the new VREF , and set the speed bug for Flaps 15° to Vapp, for Flaps 7° to Vref + 10KIAS
and for Flaps 0° or unknown to Vref+15KIAS.

Note 1: Multiply Landing Distance by 1.2 with Flaps 7° or 15° or 1.3 with Flaps 0° or unknown

Note 2: To preclude excessive float during landing, allow the airplane to touch down in a slightly
flatter attitude than on a normal landing.

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2.3 USE OF TCAS


General

Pilots must deviate from their current ATC clearance to the extent necessary to comply with a RA
(resolution advisory).

Manoeuvres based on TA (traffic advisory) are not recommended.

Stall warning and GPWS alerts take precedence over a RA.

Test procedure

TCAS shall be tested using self test feature during cockpit preparation.
Do not perform self test in flight as ATC transponder may not function during a portion of test
sequence.

Mode selection

For normal operation TA/RA mode shall be used.


TA only mode to be selected in case of

Dispatch with landing gear down.


Engine failure.
Operation near closely spaced parallel runway (less than 2500 ft).
Takeoff towards known nearby traffic which is in visual contact and which would cause an unwanted
RA during initial climb.

General Pilot Duties Traffic Advisory (TA)


The PF shall The PM shall
Check VS/TRA display Check VS/TRA
Check intruders data flag Check intruders data flag
Check MFD and trend Look out for traffic
No avoidance action based on TA information Inform ATC

Resolution Advisory (RA)

The PF shall The PM shall


Disengage AP Cross check TCAS display with other traffic information to
Check thrust ensure RA is being flown correctly
Wings Level Advise PF when deviating from TCAS command flight path
follow strictly RA command Look out for intruder
Notify ATC: “C/S – TCAS RA”
- Notify ATC: “Clear of conflict”
- Notify ATC: ”Unable TCAS RA”

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Stabilized Approach Criteria:

All flights must be fully configured and stabilised by 1,000 ft HAT in IMC and by 500 ft HAT in VMC
with the exception of circling approaches. Any approach that becomes un-stabilised below these
altitudes requires an immediate go-around.

An approach is considered to be stabilised if the following criteria are met:

 The aircraft is on the correct flight path


 Only small changes in heading/pitch are required to maintain the correct flight path
 The aircraft is in the landing configuration
 IAS is between VREF and VREF + 20kt
 Sink rate does not exceed 1,000 fpm. If an approach requires a descent rate greater than
1,000fpm, it has to be briefed.
 Thrust setting is appropriate for the aircraft configuration and ambient conditions.

Specific type of approaches:

ILS CAT I approaches must be flown within one dot of the localizer and glide slope
Circling approaches wings should be level when the aircraft passes 300 ft HAT

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

All briefings and checklists have been completed.

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Standard Phraseology – GENERAL:

Basic Philosophy

The first priority is to follow the “closed loop” philosophy.

FLIGHT DIRECTOR MODE ANNUNCIATION-FDMA:

Autopilot Engaged PF manages the aircraft and calls out any changes; PM checks all
changes and answers respectively;
Manual Flight PF orders a change; PM manages the change and makes the necessary
callouts; PF monitores and checks silently;

Flight director mode annunciations are integral to the primary flight displays.

The vertical and lateral modes are annunciated along the top of the display. Armed vertical and
lateral modes are annunciated in white and appear slightly to the outboard side of the captured
vertical and lateral mode annunciations, which are presented in green.
Lateral mode annunciations are located to the left of top center and vertical modes are annunciated
to the right of top center.
A white box appears around a capture or hold mode for five seconds after mode transition.
 

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MS-560 MODE SELECTOR PANEL-MSP:

Lateral and vertical mode annunciations and transitions are listed below:

VOR NAV mode (VOR) is armed or has been captured and is being tracked.
HDG Heading select mode engaged.
LOC Localizer has been armed or captured.
APR VOR Approach selected or course capture has occurred.
GS Glideslope armed or captured.
ASEL Altitude preselect armed.
ALT Altitude hold mode engaged.
BC Back course armed or captured.
VS Vertical speed hold has been selected and captured.
LNAV Lateral NAV (FMS) mode has been selected.
VNAV Vertical navigation mode has been either armed or captured.
GA Go-around mode has been selected.

LATERAL TRANSITION:

VOR arm to VOR cap ASEL arm to ALT cap LOC arm to LOC cap

VERTICAL TRANSITIONS:

VNAV armed to VNAV cap BC arm to BC cap


VNAV cap to ALT APR arm to APR cap
ASEL arm to ASEL cap ASEL cap to ALT
GS arm to GS cap
Before commencing an approach, the appropriate NAV aid (ILS,VOR,NDB,DME...) shall be positively
identified, and the callout “ILSxxx/VORxxx/....IDENTIFIED” shall be made.

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Autopilot Engaged

Pushing any MSP mode button („ENGAGED“ or „ARMED“):

The PF pushes the required MSP mode button and confirms after the respective FDMA change
with „XXX ENGAGED“ (e.g. „FLCH ENGAGED“) or „XXX ARMED“ (e.g. „LOC ARMED“).
The PM checks that the correct mode is engaged or armed and calls „CHECKED“.

PILOT FLYING: PILOT MONITORING:


„(L)NAV ARMED (CAPTURED)“ „CHECKED“
„VERTICAL SPEED ENGAGED“ „CHECKED“
„HEADING ENGAGED“ „CHECKED“
The word „ARMED“ is used for the following MSP modes, which are shown in white before
capture phase.

„(L)NAV ARMED” (on intercept heading) „CHECKED“


„LOCALIZER ARMED“ „CHECKED“
„GLIDESLOPE ARMED“ „CHECKED“

No callout is necessary for changes of SPEED or VS.


The callout „XXX SET“ is used for any changes in HDG or ALT.

„HEADING 230 SET“ for Heading „CHECKED“


„5000 feet SET“ for Altitude „CHECKED“
„Flight Level 350 SET“ for Flight Level „CHECKED“

Manual Flight

Changing any MSP mode („ENGAGE“ oder „ARM“):

The PF orders the desired MSP mode by calling out „ENGAGE XXX“ (e.g. „ENGAGE FLCH“) or „ARM
XXX“ (e.g „ARM LOCALIZER“). The PM pushes the requested MSP mode button and confirms after the
respective FDMA change with „XXX ENGAGED“ (e.g. „FLCH ENGAGED“) or „XXX ARMED“ (e.g. „LOC
ARMED“).

PILOT FLYING: PILOT MONITORING:


„ARM (L)NAV“ „(L)NAV CAPTURED“

„ENGAGE VERTICAL SPEED“ „VERTICAL SPEED ENGAGED“

„ENGAGE HEADING“ „HEADING ENGAGED“ .

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Changing MSP values:

ATC Clearances:

ATC clearances concerning HDG and ALT are set by the PM on the MSP without order of the PF.

„CHECKED“ „HEADING 230 SET“


„CHECKED“ „5000 feet SET“
„CHECKED“ „Flight Level 350 SET“

When ATC orders a change of SPEED or VS, an order of the PF to change the MSP value is
necessary.

„SET SPEED 250 “ „SPEED 250 SET“

„SET VERTICAL SPEED -1000“ „VERTICAL SPEED -1000 SET“

Pilot request:

The PF orders the desired MSP value (HDG, ALT, SPEED or VS) by calling out „SET XXX“ (e.g. „SET
SPEED 250“). The PM sets the requested value with the pitch wheel on the A/P control panel and
confirms by calling out „XXX SET“ (e.g. „SPEED 250 SET)

„SET HEADING 230 “ „HEADING 230 SET“

„SET 5000 feet“ „5000 feet SET“

„SET Flight Level 350“ „Flight Level 350 SET“

„SET SPEED 250 “ „SPEED 250 SET“

„SET VERTICAL SPEED -1000“ „VERTICAL SPEED -1000 SET“

Altitude Preselect System:


When setting a new ALT/FL both pilots shall be verify that ASEL is displayed, no call out is
necessary. During the capture phase, only one callout is sufficient, either „ASEL
CAPTURE/ALTITUDE CAPTURE or ALTITUDE HOLD“.

Autocallout 1000ft before, shall be responded by the PF with „CHECKED“.

Summary of Callouts in AAA operation: Thrust setting:


"SET TAKE-OFF DETENT” or
"SET GO-AROUND THRUST" Note: For the Cessna 560XLS it is TO DETENT.
"SET MAX CONTINUOUS THRUST" Note: For the Cessna 560XLS it is CLB DETENT.
"SET CLIMB DETENT "
"SET CRUISE DETENT "

Note: “THRUST" shall be used when EEC not available.

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Autopilot and Flight Director:

"FLIGHT DIRECTOR ON/OFF"


"ENGAGE AUTOPILOT"
"ENGAGE YAW DAMPER”
"AUTOPILOT DISONNECT"
"ARM LOCALIZER"
"ARM GLIDESLOPE“

Flap Settings:

"FLAPS ZERO"
"FLAPS SEVEN"
"FLAPS FIFTEEN"
"FLAPS THIRTY FIVE”
"FLAPS MOVING“
"FLAPS 7/15/35 SET”

Airspeed:

"ENGAGE FLIGHT LEVEL CHANGE“


"SET KNOTS"

Brakes:

"STARTING BRAKING"

Speedbrakes:

"SPEEDBRAKES EXTENDED/RETRACTED"

Thrustreverser:

"THRUSTREVERSER(S) (NOT) DEPLOYED"

Altitude Call Outs:

"SET MISSED APPROACH ALTITUDE"

Note: Should be done after Glideslope capture during an ILS approach or latest approaching
minimum during a conventional flown (NON CDFA) Non Precision Approach after ALT capture at
MDA.

To avoid unnecessary TA/RA´s during climb/desecend a Call „APPROACHING FL../….feet“ shall be


made latest 1 minute before reaching target altitude.

E.g.: During climb out with 3000ft/min to a target altitude of 10.000ft, the callout
„APPROACHING FL..//..feet“ shall be made by the PM when passing 7.000ft. A reduction of the climb
rate to 1500ft/min or below by the PF shoul be accomplished to avoid TA/RA´s.

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Transfer of Flight Controls:

The PF shall clearly announce “YOUR CONTROLS” whenever he is not able to perform flight
path control, e.g. FMS manipulation, leaving crew position, during passenger
anouncements etc.

The PM shall clearly announce “MY CONTROLS” when taking over flight path control from
the PF.

Transfer of ATC-Communication:

The PM shall clearly announce “YOUR ATC” whenever he is not able to maintain listening
watch on the active control frequency, e.g. checking of ATIS, VOLMET etc.

The PF shall clearly announce “MY ATC” when he is ready for taking over listening watch on
the active control frequency from the PM.

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