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FLIGHT OPERATIONS MANUALSection-1 General Operations

REVISION: 24 CONTROL DATE: 02/18/11

STANDARD OPERATING PROCEDURES SOP-1

STANDARD OPERATING PROCEDURES

CHAPTER TABLE OF CONTENTS

PARAGRAPH PAGE

PREFACE ........................................................................................................................ 3

GENERAL ........................................................................................................................ 3CREWMEMBER DUTIES................................................................................................... 3

USE OF CHECKLISTS .................................................................................................... 4

CHECKLIST INTERRUPTIONS.......................................................................................... 4

CHECKLIST AS A CHECKLIST......................................................................................... 5

USE OF ABBRIEVATED CHECKLISTS............................................................................ 5

COMMUNICATIONS ....................................................................................................... 5RADIO MANAGEMENT...................................................................................................... 5

CREW COORDINATION ................................................................................................. 5FLIGHT DIRECTOR............................................................................................................ 5HEADING CHANGES......................................................................................................... 6ALTITUDE CHANGES........................................................................................................ 6FMS ENTRIES.................................................................................................................... 6TRANSFER OF CONTROL ................................................................................................ 6

ALTITUDE/SITUATIONAL AWARENESS ...................................................................... 6ALTITUDE CHANGE.......................................................................................................... 6ATC COMMUNICATIONS.................................................................................................. 7ALTIMETER SETTINGS..................................................................................................... 7

AUTOMATION ................................................................................................................. 7

USE OF AUTOMATION...................................................................................................... 7MONITORING A UTOMATION............................................................................................ 7

BEFORE TAKEOFF (General) ....................................................................................... 8COCKPIT SET-UP.............................................................................................................. 8TAXI.................................................................................................................................... 8PREVENTING RUNWAY INCURSIONS............................................................................. 8TAKEOFF BRIEFING......................................................................................................... 9

DEPARTURE PROCEDURES (General) ....................................................................... 9TAKEOFF PROCEDURES................................................................................................. 9TAKEOFF ABORTS - Turbojet Aircraf t.......................................................................... 10AFTER TAKEOFF AND CL IMB....................................................................................... 11

DESCENT AND APPROACH (General) ....................................................................... 11DESCENT PROCEDURES............................................................................................... 11

APPROACH B RIEFING.................................................................................................... 12

STABILIZED A PPROACH DEFINITION........................................................................... 12GO-AROUND / MISSED APPROACH CA LLOUT A ND IMMDEDIATE ACTION............. 13

HAWKER PROCEDURES ............................................................................................. 13HAWKER TAK EOFF AND DEPARTURE........................................................................ 13VISUAL APPROACH........................................................................................................ 13

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PRECISION APPROACH................................................................................................. 14NON-PRECISION APPROACH (Straigh t-In)................................................................... 15CIRCLING APPROACH.................................................................................................... 16MISSED APPROACH....................................................................................................... 18

LANDING ROLLOUT........................................................................................................ 18

HAWKER NOISE ABATEMENT PROCEDURE............................................................... 18

LEARJET PROCEDURES ............................................................................................ 19LEAR TAK EOFF AND DEPARTURE............................................................................... 19VISUAL APPROACH........................................................................................................ 20PRECISION APPROACH................................................................................................. 20NON-PRECISION APPROACH (Straigh t-In)................................................................... 21CIRCLING APPROACH.................................................................................................... 22MISSED APPROACH....................................................................................................... 24LANDING ROLLOUT........................................................................................................ 24LEAR NOISE ABA TEMENT PROCEDURE..................................................................... 24

CITATION PROCEDURES ............................................................................................ 25CITATION TAKEOFF AND DEPARTURE........................................................................ 25VISUAL APPROACH........................................................................................................ 25

PRECISION APPROACH................................................................................................. 26

NON-PRECISION APPROACH (Straigh t-In)................................................................... 27

CIRCLING APPROACH.................................................................................................... 28MISSED APPROACH....................................................................................................... 29LANDING ROLLOUT........................................................................................................ 29CITATION NOISE AB ATEMENT PROCEDURE.............................................................. 30

HAWKER CALL-OUTS/PROFILES ............................................................................. 31TAKEOFF PROFILE ......................................................................................................... 33

VISUAL APPROACH PROFILE ....................................................................................... 35

PRECIS ION A PPROACH PROFILE ................................................................................. 37

NON-PREC ISION APPROA CH (Stra ig ht -In) PROF ILE .................................................. 39

CIRCL ING APPROACH PROFILE ................................................................................... 41

MISSED APPROACH PROFILE ....................................................................................... 43

NOISE ABA TEMENT PROFILE ....................................................................................... 44

LEARJET CALL-OUTS/PROFILES .............................................................................. 45TAKEOFF PROFILE ......................................................................................................... 47


PRECIS ION A PPROACH PROFIL E ................................................................................. 51

NON-PREC ISION APPROA CH (Stra ig ht -In) PROF ILE .................................................. 53




CITATION CALL-OUTS/PROFILES ............................................................................. 59TAKEOFF PROFILE ......................................................................................................... 61


PRECIS ION A PPROACH PROFILE ................................................................................. 65

NON-PREC ISION APPROACH (Stra ig ht -In) PROF ILE .................................................. 67




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PREFACE

The use of Standard OperatingProcedures (SOPs), checklists and standardcall-outs creates a standardization systemwhereby the pilots become immediately awareof any departure from the normal sequence ofevents. The use of these SOPs will place theflight crew in the best position to recognizepotential problems and non-standard procedure.

Part 142 Training schools including FlightSafety, Simuflite, and Bombardier are currentlyutilized in the SC Aviation Crewmember Training

Program. The goal of these SOPs and profilesare not to completely rewrite the procedurespublished by the training vendors, but rather toexpand and standardize cockpit call-outs andprovide a visual aid as to where the call-outswould generally occur under normal operatingconditions. The policy set forth take precedenceover Part 142 training vendor SOPs. Anyabnormal or emergency procedure, or procedurenot covered by this SOP, will be conducted tothe training vendor profiles and standards or perthe AFM. Additional general flight operationsprocedures remain in chapter 10 of this manual

and will be utilized.

The parameters used in this section areintended as guidance for standardizing call outsand procedures. They are not meant to be all-inclusive, and nothing in this chapter relieves thepilot from adhering to FAR requirements.

This section specifically addressesHawker, Learjet, and Citation call-outs andprofiles. The need has come about to furtherstandardize call-outs in these aircraft due to thegrowing number of pilots employed by SCAviation, Inc. Any additional aircraft type notspecifically addressed in this section will adhereto the call-outs and profiles defined by therespective Part 142 training vendor.

GENERAL

CREWMEMBER DUTIES

The following SOP is to be utilized in allroutine flight operations. Any deviation from thisSOP as dictated by conditions must bethoroughly briefed by the PIC and understood byall crewmembers. The PIC retains the finalauthority for the conduct of the flight. The PICmust clearly establish who is the Pilot Flying(PF) and who is the Pilot Monitoring (PM) sothere is no confusion as to the duties or taskassignment.

The PF operates the flight controls, flightinstruments, and the autopilot. His primaryresponsibility is to fly the aircraft.

The PM is responsible for monitoring tasksand for performing actions requested by the PFincluding but not limited to:

(1) Radio Communications.

(2) Systems Selection/Configuration.

(3) Programming communication andnavigation equipment.

(4) Monitors the status of the aircraft.Checks instrument indications.

(5) Reads/Accomplishes checklists.

The PM should query PF actions that arenot understood or considered inappropriate. Heshould also demonstrate assertiveness andexpress concern as to the flight progress.

All emergency actions taken by the PMshould be validated with the PF andconcurrence obtained before taking the action. Ifan apparent error in any flight parameter isdetected, the PM shall immediately notify the PFof the deviation from published procedures,

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limitations, or ATC clearances. The PF and PMshall coordinate with each other prior to initiatingthe following:

(1) Change in aircraft configuration

(2) Transferring control of the aircraft

(3) Nonstandard switch movement

(4) Selection or change of navigationequipment settings or frequencies.

(5) Route changes in FMS includingclearances direct to a fix.

(6) Change in altitude or heading.

(7) Checklist initiation and completion.

(8) Crewmember leaving his station.

USE OF CHECKLISTS

The use of checklists is required for allpreflight, in-flight, and post-flightoperations. When only one pilot is using

the list, such as when preflighting, theaircraft, he/she is responsible for thesuccessful completion of all items on thelist.

Before flight the PIC shall insure thatchecklists that meet the requirements of135.83 are on the aircraft.

(a) CHECKLIST INTERRUPTIONS

The following policies apply wheninterruptions of checklists occur before

engine start; are caused by the vacating ofan assigned flight deck duty station by oneor more flight crewmembers to performduties outside the flight deck; and anyperson, other than a crewmember or otheremployee of the certificate holder or an

authorized representative of theAdministrator conducting an en routeinspection occupies a cockpit observer

seat or has access to the cockpit duringthe flight crewmember's absence.

(1) Verification of Items Accomplished:The flightcrew must verify theaccomplishment of all the items onall of the checklists that have beenaccomplished up to the point wherethe current checklist wasinterrupted. As a minimum, thesechecklist items must be re-accomplished and verify thatswitches, control handles, knobs, orlevers are in the positions

prescribed and that the associatedindicator lights and instrumentreadings confirm the properpositioning of the applicableswitches, control handles, knobs, orlevers.

(2) Additional Requirements:

(i)If the verification check reveals thatany switch, control handle, knob, orlever is not in the positionprescribed, then the full procedure,

including any associated checks forthe particular checklist item(s), mustbe re-accomplished; or

(ii)If the indicator lights or instrumentreadings associated with the properpositioning of particular switches,control handles, knobs, or levers arenot in agreement with the prescribedpositions of these control means;and re-accomplishment of the fullprocedure, including any associatedchecks for the particular checklistitem(s), does not correct thedisagreement, then the discrepancymust be logged in the aircraftmaintenance log. This discrepancymust either be corrected beforeflight or, if permitted, deferred in

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accordance with our approved MELprocedures.

(b) CHECKLIST AS A "CHECK" LIST

(1) The crewmember may pre-completethe checklist items without call-outs.When the PF calls for theappropriate checklist the PM willthen announce the items and thepilots will respond with the publishedresponse.

(2) If the checklist item is on the side ofthe PF then he/she shall set/checkthe item and verbally call out its

position.

(3) If the checklist item is on the side ofthe PM then he/she will perform therequired action and verbalize boththe "challenge" and the "response."

(4) The checklist is usually not a "DO"list. It is to confirm that the item isdone. At the discretion of the PIC,some checklists may be DO lists.These might include the taxi checks,emergency checklists, or any otherchecklists the Captain has

specifically asked for.(5) A takeoff briefing will be given by

the PF as part of the Before TakeoffChecklist.

(c) USE OF ABBREVIATEDTHRU CHECKLISTS

(1) The full checklist and run-up items willbe accomplished on the first flight ofthe day and thereafter when there is acrew change of both the pilot and co-

pilot or whenever the PIC asks for afull checklist.

(2) Through checklist items usually havean asterisk ( * ) mark to identify thoseitems which must be accomplished

each time the checklist is used. Otheritems are optional on a through flightat the discretion of the PIC.

COMMUNICATIONS

RADIO MANAGEMENT

A primary radio (aircraft specific) willnormally be used for ATCcommunications. The PF will alwaysmonitor the primary radio. The PM willmonitor the primary radio and performATC communication duties except whenother duties interfere (e.g., receivingATIS/AWOS, communicating with the

FBO, etc.)

Whenever the PM stops monitoring ATC,he will inform the PF by stating Im offprimary radio. The PF will acknowledgeby stating I have primary radio andassume ATC communication duties. Whenthe PM resumes ATC communicationduties he will state back on primaryradio. The PF will advise the PM of anychanges that have occurred while the PMwas not monitoring the primary radio. If nochanges have occurred the PF will state

No changes.

CREW COORDINATION

(a) FLIGHT DIRECTOR

SC Aviation encourages the use of a flightdirector when one is available. The PFmust ensure that the Flight Director (FD) isproperly set up for the intended flight

profile. If the PF chooses not to use theFD he shall brief the PM. If the autopilot(AP) is engaged, the PF will make his ownFD selections. During abnormaloperations or in high workload situations,

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the PF may ask the PM to makeselections for him.

(b) HEADING CHANGES

(1) Autopilot Off: When the autopilot is notengaged the PM will set the headingbug for heading changes when theheading bugs are synced to the samecontrol knob. If the heading bugs areconnected to separate knobs, the PFwill need to set his own heading bug ifit within easy reach of his position i.e.the knob is located on the PFs HSI.Once the new heading is set, the PMwill restate the new heading to the PF.The PF will verbally confirm theheading.

(2) Autopilot On: When the autopilot isengaged the PF will set the headingbug for heading changes. Both pilotswill verbally confirm the new heading.

(c) ALTITUDE CHANGES

The PM will set any altitude change issuedby ATC. The PM will enter the new altitudeclearance in the altitude alerter whilereading it back to ATC. Additionally, the

PM will ensure the altitude select mode isengaged. Some AP/FDs do thisautomatically, while others require the pilotto physically press an altitude selectbutton on the FD panel. The PM will thenrestate the new altitude clearance to thePF and state set and selected. The PFwill then verbally confirm the new altitude.

(d) FMS ENTRIES

The PM will make all FMS entries duringtaxi, and anytime the autopilot is not

engaged. In cases where the PM isoccupied with other essential duties, thePF may make simple FMS entries. Whenmaking FMS entries, the PM willannounce that he is heads down. Anytime route changes are made in the FMS,

both pilots will verify the new routing whenit is safe to do so.

(e) TRANSFER OF CONTROL

There must always be a clearunderstanding between crewmembers ofwho has control of the aircraft. A briefingshould be performed prior to the transferof flight controls. This briefing will also beconducted before leaving the cockpit andupon returning to the cockpit, and also anytime headsets are removed. When acrewmember leaves his station, use of theautopilot is preferred by the crewmemberremaining in the cockpit. The followingprocedure will be used when transferringcontrol from one crewmember to the other:

(1) The pilot transferring the controlswill brief the direction, altitude andany other pertinent information (e.g.,crossing restrictions, airspeedrestrictions, clearance limit), andstate Your controls.

(2) The pilot accepting the flightcontrols will state, My controls.

ALTITUDE/SITUATIONALAWARENESS

Terrain awareness is critical for safeoperations. During enroute operations, bothpilots should check and verify MEAs. Duringthe arrival and departure from any airport, theaircraft will be flown along published IFR routesuntil at or above minimum safe altitudes asdirected by ATC radar vectors, or on a visualflight path that keeps the aircraft clear ofobstructions.

(a) ALTITUDE CHANGE

(1) Announce intentions and actionswhen they are different fromexpectations (delayed climb or

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descent, management of altituderestrictions)

(2) Cross-check to ensure that theselected altitude is the assignedaltitude.

(3) Cross-check the assigned altitude isabove the MSA. Pilots will haveapplicable charts out, and will payclose attention to MSA duringterminal operations in case anemergency or abnormal situation.

(b) ATC COMMUNICATIONS

(1) Be aware that readback/hearbackerrors involve both the pilot and thecontroller. The pilot receiving theassigned altitude will ensure that theother pilot has also received it.

(2) When in doubt about a clearance,request verification from thecontroller do not guess about theclearance based on cockpitconsensus. Do not leave anassigned altitude if there is anyquestion about the newly assignedaltitude

(c) ALTIMETER SETTINGS

Both pilots will set altimeters. The PMstates Altimeter ____ set and cross-checked. The PF states,____Set

AUTOMATION

The company encourages use of both autopilotand flight director. They make a pilots jobeasier and allow greater attention to traffic and

other factors while ensuring precise flight.

(a) USE OF AUTOMATION

(1) Automation should only be used atthe level most appropriate to

enhance the priorities of safety andpassenger comfort. To this end,pilots must be proficient in operating

the airplane in all levels ofautomationincluding its absence

(2) The pilot remains the final decisionmaker in when and how to use theautomation.

(3) At no time will both pilots becomesimultaneously absorbed inmanaging cockpit automationsystems. If one pilot is havingtrouble accomplishing a specific task,and the other pilot believes he canaccomplish the task, formally tradecontrol of the aircraft so that one pilotis always heads up flying.

(b) MONITORING AUTOMATION:

Monitoring Automation is basicallyobserving cockpit displays and indicationsto ensure that that aircraft responsematches your mode selections, and thatthe aircraft attitude, speed and flight pathmatch your expectations

(1) During capture phases, observe the

centering of FD bars and thecentering of deviation symbols(during localizer and glideslopecapture).

(2) Do not attempt to correct ananomaly by reprogramming the APor FMS, until the desired flight pathand/or airspeed are restored.

(3) At any time, if the aircraft does notfollow the desired flight path and/orairspeed, do not hesitate to revert toa more direct level of automation:

(i) Revert from FMS toVOR/LOC

(ii) Disconnect AP and follow FDguidance. (if correct)

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(iii) Disengage FD and hand flythe aircraft using raw data.

BEFORE TAKEOFF (General)

COCKPIT SET-UP

Be ready and able to depart when thepassengers arrive at the aircraft. Thecockpit should be completely prepared soall that is needed is to load thepassengers, start the engines, and depart.All pre-departure duties should beaccomplished a minimum of 30 minutes

prior to expected arrival of passengers.The following should be accomplished:

(1) The Pre-Start checklist should becompleted up to the StartingEngines checklist.

(2) The ATIS should be copied.Takeoff data will then be computedand recorded on the takeoff cardand takeoff speeds will be set onairspeed indicators as follows:

PF sets V2

PM sets V1Other speeds may be set if theindicator is so equipped.

(3) The ATC clearance should beobtained 30 minutes prior toplanned departure and the NAVequipment should be set-up asappropriate for departure.

(4) ATC should be queried as towhether there are any departuredelays and if there are, try to obtaina Departure Window for the

expected time of departure.

(6) The Long-Range Nav units shouldbe programmed for the intendedroute. Before departure, both pilotswill confirm that the ATC cleared

route is correctly loaded in the Navunits.

TAXI

(1) The primary duty of the PF during thetaxi should be to concentrate outsidethe aircraft and ensure the aircraft ison a safe path along taxiways,runways and ramps. During the taxichecklist, any item that requires apilot to be head down in the cockpitwill be accomplished by the PM. AllFMS entries during taxi shall beconducted by the PM.

(2) The taxi checklist should not be

accomplished until on the taxiway,and when single-engine taxiing, thesecond engine should not be starteduntil in a clear area where there areno other distractions that could leadto an incursion or allow an engine toover-temp.

PREVENTING RUNWAY INCURSIONS

SC Aviation policy is to use extreme care inthe vicinity of runways/taxiways. Pilots shalluse only standard phraseology in ATC taximovement read-backs by stating fully the

runway assignment and any otherinstruction that requires taxi movementacross, near, or to a runway.

(1) The PM will ensure that an airportdiagram is out and used during taxiat any airport where either the PF orthe PM is unfamiliar.

(2) The pilot operating the radio mustread back al l hold short instructionsto ATC and also confirm theinstructions with the other pilot.

(3) Pilots will mentally questionclearances into runway environmentsand then parrot back to each otherthe appropriate clearance i.e.Position and hold, Cleared for

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takeoff, Cleared to cross Holdshort of runway___

(4) Each pilot will say, Hold short asthey approach the hold short linewhen that has been the directionfrom the controller.

(5) When crossing an active runway thepilot in the left seat will visually scanthe runway and final approach to theleft and say, Clear left. The pilot inthe right seat will visually scan therunway and final approach to theright and say Clear right. Severalseconds of slow visual scanning willbe necessary for the eye to catch themovement of an aircraft.

(6) If there is any doubt as to theaircraft location or a taxi clearancethe PF will stop the aircraft anddiscuss it with the PM. If doubt stillremains ATC will be queried. The PMis authorized to stop the aircraft atany time to avoid a runway incursionor other unsafe situation.

TAKEOFF BRIEFING

Prior to takeoff, the PF will brief thefollowing items:

(1) Aircraft configuration (flap setting,anti-ice, flightdirector/FMS/NAVAID set up, etc.)

(2) Planned departure procedure orSID to include airport analysisdeparture if applicable.

(3) Initial altitude.

(4) V Speeds and N1Settings.

(5) Normal and emergency crewprocedures including emergencyreturn or takeoff alternate.

(6) Standard call outs.

(7) Any Items affecting the take

off/departure including but notlimited to:

Rolling or standing takeoff

Intersection takeoff

Noise abatement procedure

Speed restrictions

Runway conditions

MEL limitations

Wind shear

Use of anti-ice

Turbulence

(8) Prior to crossing the hold shortlines the PF will confirm therunway of departure with the PM.

DEPARTURE PROCECURES

(General)

NOTE: The following are proceduresspecifically for two-pilot crews. On single-pilot flights the pilot is responsible forcockpit and flight procedures that conformto the following guidance.

TAKEOFF PROCEDURES

Some of the following procedures arespecifically related to two-pilot aircraft andshall be adhered to by the crew. Whenflying single-pilot, the procedures shouldbe followed and the pilot shall establish apattern that ensures that properprocedures are followed without relying on

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the "challenge-response" techniques listedbelow.

(1) Study and use a SID whenever

possible, emphasis should beplaced on any non-standarddeparture.

(2) Consider potential obstructions inthe departure path, especially atnight in mountainous or other unlitareas, and have a safe climb routeplanned. On all departuresconsideration should be given topublished IFR departureprocedures, approach and missedapproach paths, and VFR charts.

(3) Specific crewmember duties duringtakeoff vary with airplane type.Basic responsibilities, however, donot. The PF has responsibility tomaintain control and execute a safetakeoff, or as necessary, a safeabort procedure. The other pilot(PM), if appropriate, providessupport in this critical responsibility.

(5) During the line-up both pilots willcross-check the directionalinstruments, the compass, andconfirm that they are aligned with

the assigned runway.

(6) The PF heading bug should be setfor the runway alignment, both toconfirm the proper runway and toaid in the takeoff. The landinglights should be turned on whencleared for takeoff.

(7) The PM flight instruments should beset as requested by the PIC. Thismay be either for the initial enroutephase, or under specialcircumstances, may be set for an

emergency return or departurealternate airport.

(8) On the runway, after briefing andchecklist completion, the PF

advances the power levers smoothlyto the predetermined takeoff setting.

(9) As takeoff proceeds, the PM assists

the PF with the power levers. ThePF's attention is primarily on therunway. The PM has primaryresponsibility for engineinstruments, annunciators, andairspeed indications, scanning therunway environment only briefly.The PM calls the appropriateairspeeds as per the briefing.

(10) The PM will call abort, abort, abortfor any reason as briefed by the PF.The PF will then initiate the abortassisted by the PM. Be alert tobraking and alignment problemsunder conditions of slippery or icyrunways.

Immediately after takeoff at night, or

under IMC, the PM wil l cross-check

att i tude and vertical speed indication s

for agreement and adequate rate of

c l imb.

TAKEOFF ABORTS - Turbojet Aircraft

During the takeoff roll the turbojet aircraftwill accelerate rapidly. If a decision ismade to abort the takeoff, it must be madeimmediatelywithout hesitation. Thefollowing procedures will be used indetermining a takeoff abort:

(1) Speeds of 0-80 KIAS:Abort for ANY warning light orunusual engine parameter.

(2) Speeds of 80 KIAS to V1:

Abort ONLY for:

(i) Engine Failure(ii) Engine Fire

(iii) Smoke or Fire in the Cabin /Cockpit

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(iv) Loss of Directional Control

(v) Thrust Reverser Unlocked orDeployed, or AURAL

WARNING

(3) Speeds of V1 or Greater:

Continue takeoff and handle emergencyafter safely airborne.

AFTER TAKEOFF AND CLIMB

(1) Landing Gear:

Will normally be retracted upon thePM calling Positive Climb. Theexception to this would be when thetakeoff was made on a snow or

slush covered runway. Landinggear retraction should then bedelayed so the wheels can spooldown and hopefully shed any slushor snow from the wheels.

(2) Flaps:

The PM will confirm the aircraft hasreached the flap retract speed and asafe climb profile before retractingthe flaps, if applicable.

(3) Climb Power:

In order to prolong engine life thefollowing procedure will be usedwhen setting climb power duringnormal flight:

(i) On initial climb the PF willreduce power in accordancewith noise abatementprocedures or as appropriatefor speed restrictions and acomfortable deck angle.

(ii) As soon as possible aftertakeoff the PF will determine

the Maximum ContinuousPower setting (N1) for the

indicated temperature fromthe appropriate chart.

(iii) The PF will then adjust powerfor the computed N1.

(iv) The PF will continually adjust

power for the appropriatealtitude and temperature.

(4) Altitude Alerter and ALT SEL:

Will always be set to new altitude.

(5) Climb Above FL180:

If not previously accomplished,altimeters will be set to 29.92 andthe 180 Checklist should becompleted.

DESCENT AND APPROACH (General)

DESCENT PROCEDURES

(1) Descent will begin at sufficientdistance to permit smooth cabinpressure changes and compliancewith ATC requests.

(2) On receipt of ATC clearance todescend, the "DESCENT" checklist

will be accomplished.(3) During descent, and preferably

before reaching FL240, obtaindestination airport ATIS, ifapplicable. For turbojet aircraft, alanding data card will be computedand posted.

(4) On descending through FL180, thePM (2-pilot crews) will call out thedestination altimeter as a reminderto set both altimeters. Therecognition lights will be turned on at

10,000 MSL. Be sure the Vref is seton the airspeed indicators.

(5) As soon as reception is adequatecall the destination FBO on unicomfrequency and advise them of theETA as well as finalize any

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transportation requirements for thepassengers.

NOTE: On two-pilot flights anytime either

pilot intends to leave the primary radiofrequency he will advise the other pilot tomake sure somebody is listening to ATC.

APPROACH BRIEFING

Once the type of approach is determined forthe airport of intended landing, the PF willbrief the following items:

(1) Airport of landing

(2) Type of approach and landing runway

(3) Aircraft weight/reference speed, maxlanding weight, fuel status.

(4) Navigation aid frequency and alignmentof the inbound course.

(5) Minimum Safe Altitude

(6) Altitude crossing the FAF

(7) DH or MDA

(8) Airport Elevation

(9) Initial missed approach procedure andaltitude

(10) Other elements deemed essential by thePF. This includes, but is not limited to:

Non-standard descent rate or airspeed

Non-standard aircraft configuration.

(11) Both pilots must review the approach

procedure chart.

(12) Review any situations that could preventa safe go-around or missed approach.

STABILIZED APPROACH DEFINITION

During the approach, the aircraft must bestabilized at a minimum altitude of:

1000 above DA or MDA in IMC

500 HAA in VMC

PF requires no more than normalbracketing corrections to maintain thecorrect track and desired profile.

PF does not require large power changesin order to maintain appropriate speed anddescent rate.

During the final segment of an approach

the following standards are maintained tolanding in the touchdown zone:

(1) In the proper landing configuration.

(2) All appropriate briefings and checklistsshould be completed other than finalitems (i.e. yaw damp, airvalves, etc).

(3) On the correct track (1/3 dot eitherside)

(4) On the correct glidepath (1 dot eitherside on a precision approach)

(5) On the briefed airspeed (-0/+5kts)

(6) Normal rate of descent (< 1000 fpm)unless otherwise briefed

(7) Non-precision approach (inside theFAF) +50ft/ -0 ft.

(8) Power setting appropriate for thelanding configuration selected.

(9) In a position to land using normalmaneuvering.

(10) Any deviations greater than the abovelimits are cause for an immediate go-around.

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GO-AROUND / MISSED APPROACHCALLOUT AND IMMDEDIATE ACTION

It is the policy of SC Aviation that EITHERpilot may make a Go-Around or MissedApproach callout and the PF will takeimmediate action to conduct the Go-Aroundmaneuver without hesitation or questioning.This may ONLY be overridden if the PFdetermines a Go-Around to be unsafe. Anysituation that would prevent an unsafe Go-Around should be discussed in theapproach briefing whenever possible.

HAWKER PROCEDURES

HAWKER TAKEOFF AND DEPARTURE

All takeoffs will be conducted as static takeoffsunless the runway available is at least 20%greater than the computed takeoff distance.Landing lights should be turned on when clearedfor takeoff. The normal operating checklist willinclude a FATS check which consists of a finalcheck of critical items. The items are Flaps,Airbrakes, Trims, and Speeds. They should bechecked for proper position.

(1) PF will move the thrust levers full forward

and state Power Set.

(2) PM will verify proper N1 against target,verify that all engine parameters are withinappropriate ranges, start the timer, armthe APR and state, Power checked, APRarmed, Timer running.

(3) At first indication of airspeed PM will call,Airspeed alive.

(4) At 80 knots, PM will cross-check airspeedindicators and state, 80 knots. PF will

move his hand from the tiller to the yokeand state, I have the tops.

(5) During the takeoff roll, the PM willconcentrate primarily inside monitoring

engine instruments and fault indicators,PF will concentrate primarily outside.

(6) Five knots prior to V1, (soft V1), PM willstate, V1. PF will move his hand fromthe thrust levers to the yoke.

(7) At VR, PM will state, Rotate and the PFwill smoothly rotate the aircraft to a 10

0-

120pitch up attitude.

(8) When a positive rate of climb is indicatedon at least two instruments (altimeter,radar altimeter, or VVI), PM will state,Positive climb. PF will call for, GearUp. PM will raise the gear handle andaccomplish the appropriate flow (Yawdamper ON, Main Air Valves ON)

(9) At 400 above field elevation, and at VFTO(minimum), PM will state, 400 feet. PFwill call for, Flaps UP, After TakeoffChecklist. PM will raise the flaps andperform the appropriate flow (APR OFF,Engine Synch AS REQUIRED, IgnitionAS REQUIRED). Once a safe altitude isattained (minimum 3000 AGL), PM willaccomplish the After Takeoff Checklist.

VISUAL APPROACH

(1) Before entering the traffic pattern andat or below 220 KIAS, PF calls for,Flaps 15

0. PM will move the flap

handle to the 150detent. When the flap

indicator shows the flaps at 150, PM will

state, Indicating 150

(2) Abeam the landing threshold PF willcall for, Gear down, Before LandingChecklist. PM will place the gearselector in the down position andaccomplish the Before Landing

Checklist. When cleared to land, landinglights should be turned on.

(3) On base leg, PF will call for, Flaps25

0. PM will select 25

0flaps, and when

indicated reply, Indicating 250.

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(4) At 1000 above touchdown, the aircraftshould be at approximately 3-4 milesfrom the runway. The PM will verify this

distance and state, 1000 to touchdownDistance checked. The PF will directthe PM to Set missed approachaltitude, or Set pattern altitude. PMwill set the appropriate altitude andreply, (Altitude) set and selected.

(5) Prior to 500 above TDZE, withlanding assured, PF will call for, Flaps45. PM will select 45

0 flaps and when

indicated reply, Indicating 45.

(6) At 500 above TDZE and cleared toland, PM will re-check for a safe geardown indication, and announce, 500 totouchdown, 3 Green, Cleared to land.PF will also check for a safe gearindication and respond, 3 Greenconfirmed. If approach is not stabilizedby 500 above TDZE, PF will execute amissed approach.

PRECISION APPROACH

(1) At the PFs discretion on anintermediate portion of the approach,and at or below 220 KIAS, PF calls

for, Flaps 150. PM will move the flaphandle to the 15

0 detent. When the

flap indicator shows the flaps at 150,

PM will state, Indicating 150.

(2) At the initial movement of the coursedeviation indicator, PM will announce,Course alive. PF will respond with,Armed, Captured, or Maintainassigned heading, depending on theflight director mode and ATCclearance. When cleared to land,landing lights should be turned on.

(3) At the initial movement of theglideslope indicator, PM willannounce, Glideslope alive. PF willrespond with, Armed, Captured, orMaintain assigned altitude,

depending on the flight director modeand ATC clearance.

(4) At 1.5 dots below glideslope, PF willcall for, Gear down, Before LandingChecklist. PM will place the gearselector in the down position andaccomplish the Before LandingChecklist. Applicable items of theBefore Landing Checklist should beaccomplished prior to the FAF.

(5) At glideslope intercept, PF will call forFlaps 25


selector to the 250position, and when

indicated, reply, Indicating 250.

(6) Prior to or at the FAF, PF will state,Flaps 45, Set missed approachaltitude. PM will select the flaps to45

0, and set the missed approach

altitude in the altitude selector. Whenthe flaps are indicating 45

0, PM will

respond, Indicating 45, (altitude) Set.

(7) At 1000 above Decision Altitude, theaircraft should be at approximately 4miles from the runway. The PM willverify this distance and state, 1000 toDA, distance cross checked. If the

aircraft is not in a stabilized approachby this point, or not at the expecteddistance, the PF will announce,Missed approach, and execute themissed approach procedure. Use of amultifunction display is preferred whenavailable for cross checking thedistance. If the MFD is not available,DME, GPS or other available data willbe used.

(8) At 500 above DA and cleared to land,PM will re-check for a safe gear down

indication, and announce, 500 to DA,3 Green, Cleared to land. PF willalso check for a safe gear indicationand respond, 3 Green confirmed.

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(9) At 100 above DA, PM will state, 100to DA. PF will confirm the altitudeand reply, Check.

(10) At any point at or above DA, if the PMsees the approach lights, he will call,Approach lights in sight. PF willrespond with, Continuing, and iscleared to continue the descent to100 above TDZE.

(11) If the PM sights the runwayenvironment, (Re: FAR 91.175), andis confident that based on conditions itwill remain in sight all the way tolanding, he will call, Runway in sight.If the PF determines that the aircraft isin a position to make a normaldescent and landing to the intendedrunway and intends to land, he willstate, Landing, and may continue theapproach to landing.

(12) At any time that the approachbecomes unsafe, or cannot beaccomplished within FAR, FOM, orAFM requirements, either pilot candirect a missed approach by stating,Missed approach, The PF willexecute the missed approach

procedure. Conditions that mayrequire a missed approach include,but are not limited to:

Flight visibility less than required

Visual contact not made withapproach lights or runwayenvironment by DH

Approach not stabilized below 1000above DH in IMC

Losing visual contact with the runwayenvironment below DH

Greater than 1 dot below glideslopeinside the FAF in IMC

Greater than 1 dots aboveglideslope inside the FAF in IMC

Greater than 1 dots from localizercenter line inside the FAF in IMC

Any fault making glideslope orlocalizer indications unreliable

NON-PRECISION APPROACH (Straight-In)

(1) Upon crossing the IAF and at or below220 KIAS, PF calls for, Flaps 15

0. PM

will move the flap handle to the 150

detent. When the flap indicator showsthe flaps at 15

0, PM will state, Indicating

150.

(2) At the initial movement of the courseindicator, PM will announce, Coursealive. PF will respond with, Armed,Captured, or Maintain assignedheading, depending on the flightdirector mode and ATC clearance.When cleared to land, landing lightsshould be turned on.

(3) Inbound to the FAF, PF will call for,Gear down, Before Landing Checklist.PM will place the gear selector in the

down position and accomplish theBefore Landing Checklist. Applicableitems of the Before Landing Checklistshould be accomplished prior to theFAF.

(4) Inbound to the FAF, PF will call forFlaps 25


selector to the 250 position, and when

indicated, reply, Indicating 250. The

aircraft should be configured with geardown and flaps 25

0not later than 1 mile

prior to the FAF.

(5) For step down fixes inside or outside theFAF, once the currently assignedaltitude is captured, the PF will state,Set next altitude. PM will set the next

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step down fix altitude and reply,(altitude) Set and Selected.

(6) At 1000 above MDA, PM will state,1000 to MDA Distance Checked. Ifthe aircraft is not in a stabilizedapproach by this point, the PF willannounce, Missed approach, andexecute the missed approachprocedure.

(7) At 500 above MDA and cleared to land,PM will re-check for a safe gear downindication, and announce, 500 to MDA,3 Green, Cleared to land. PF will alsocheck for a safe gear indication andrespond, 3 Green confirmed.

(8) At 100 above MDA, PM will state, 100to MDA. PF will confirm the altitudeand reply, Check.

(9) At MDA capture and ALT hold, PM willstate, Minimums, (time/distance) to go.PF will call for, Set missed approachaltitude. PM will set the missedapproach altitude in the altitude selectorand reply, (altitude) set and selected.

(10) If the PM sights the runway

environment, (Re: FAR 91.175), and isconfident that based on conditions it willremain in sight all the way to landing, hewill call, Runway in sight. The PM willalso state a clock position reference tothe runway if not in the 12 Oclockposition in relation to the aircraft, i.e.Runway in sight, 1 Oclock. The PFwill confirm that the aircraft is in aposition to continue the approach tolanding and respond, Continuing.

(11) When the landing is assured, PF will

call for, Flaps 45, and announce,Leaving MDA. The PM will selectflaps to 45

0and when indicated,

announce, Indicating 45.

(12) At any time that the approach becomesunsafe, or cannot be accomplishedwithin FAR, FOM, or AFM

requirements, either pilot can direct amissed approach by stating, Missedapproach, The PF will execute themissed approach procedure.Conditions that may require a missedapproach include, but are not limited to:


No visual contact with runwayenvironment by Missed ApproachPoint

Approach not stabilized below 1000above MDA in IMC

Losing visual contact with the runwayenvironment below MDA

Greater than 1 dots from coursecenter line inside the FAF in IMC

Any fault making course indicationsunreliable

CIRCLING APPROACH

Refer to Chapter 10 FLT OPS for companypolicy related to circling approaches.

(1) Upon crossing the IAF and at or below220 KIAS, PF calls for, Flaps 15

0. PM

will move the flap handle to the 150



150.

(2) At the initial movement of the courseindicator, PM will announce, Coursealive. PF will respond with, Armed,

Captured, or Maintain assignedheading, depending on the flightdirector mode and ATC clearance.When cleared to land, landing lightsshould be turned on.

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(3) Inbound to the FAF, PF will call for,Gear down, Before Landing Checklist.PM will place the gear selector in the

down position and accomplish theBefore Landing Checklist. Applicableitems of the Before Landing Checklistshould be accomplished prior to theFAF.

(4) Inbound to the FAF, PF will call forFlaps 25


selector to the 250 position, and when

indicated, reply, Indicating 250. The

aircraft should be configured with geardown and flaps 25

0not later than 1 mile

prior to the FAF.

(5) For step down fixes inside or outside theFAF, after the currently assignedaltitude is captured, the PF will state,Set next altitude. PM will set the nextstep down fix altitude and reply,(altitude) Set and Selected.

(6) At 1000 above MDA, PM will state,1000 to MDA Distance checked. Ifthe aircraft is not in a stabilizedapproach by this point, the PF willannounce, Missed approach, andexecute the missed approach

procedure.

(7) At 500 above MDA and cleared toland, PM will re-check for a safe geardown indication, and announce, 500to MDA, 3 Green, Cleared to land.PF will also check for a safe gearindication and respond, 3 Greenconfirmed.

(8) At 100 above MDA, PM will state,100 to MDA. PF will confirm thealtitude and reply, Check.

(9) At MDA capture and ALT hold, PM willstate, Minimums, (time/distance) togo. PF will state, Set missedapproach altitude. PM will set themissed approach altitude in the

altitude selector and reply, (altitude)set and selected.

(10) If the PM sights the runwayenvironment, (Re: FAR 91.175), andis confident that based on conditionsit will remain in sight all the way tolanding, he will call, Runway insight. If the PF determines thatconditions will allow completion of thecircle to land maneuver, he/she willreply, Continuing.

(11) When the aircraft is at a pointappropriate for starting the circlemaneuver, PF will state, BeginningCircle, and will maneuver the aircraftfor the circle maintaining altitude at orabove MDA.

(12) When the aircraft reaches the pointwhere landing is assured on theintended landing runway, the PF willstate, Flaps 45, Leaving MDA. PMwill move the flap selector to 45

0, and

when indicated announce, Indicating45. PF will initiate the final descentto landing.

(13) At any time that the approach

becomes unsafe, or cannot beaccomplished within FAR, FOM, orAFM requirements, either pilot candirect a missed approach by stating,Missed approach, The PF willexecute the missed approachprocedure. Conditions that mayrequire a missed approach include,but are not limited to:


No visual contact with runway

environment by Missed ApproachPoint

Approach not stabilized below1000 above MDA in IMC.

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Losing visual contact with therunway environment during thecircle maneuver.

Greater than 1 dots from coursecenter line inside the FAF in IMC.(Prior to beginning circlemaneuver).

Any fault making course guidanceunreliable.

MISSED APPROACH

(1) When conditions exist requiring a goaround or missed approach, either pilotmay call, Missed Approach. The PF willpress the GA button while simultaneouslysetting maximum power or appropriatelower power setting, and rotating the pitchangle to 10

0-12

o. When max power is set,

PF will state, Power set, flaps 15. ThePM will raise the flaps to 15

0. When the

PM observes a positive climb indication onat least two instruments, (altimeter, radaraltimeter, or VVI) he/she will call Positiveclimb. PF will call for Gear Up, and thePM will raise the landing gear.

(2) When a safe altitude and airspeed are

reached (at least 400 AGL and VREF+20)the PF will call for Flaps Up, After TakeoffChecklist The PM will raise the flaps.Once the aircraft has reached 3000 AGL,or initial level off altitude, the PM willaccomplish the After Takeoff Checklist.

LANDING ROLLOUT

(1) On landing rollout PF deploys the liftdumpers When the PM observes thatthe lift dumpers are fully deployed, hewill call, Lift Dumpers deployed.

(2) On aircraft fitted with thrust reversers,when the PM observes that they arefully deployed after landing, he will state,TRs deployed.

(3) When the aircraft has slowed to 80KIAS, the PM will announce, 80 knots, Ihave the tops, and will take control of

the yoke from the PF.

(4) At 60 KIAS the PM will announce, 60knots, and the PF will ensure that thethrust reversers are placed in the idlereverse position.

(5) The PF will not call for the After LandingChecklist until the aircraft has clearedthe runway.

HAWKER NOISE ABATEMENTPROCEDURE

SC Aviation pilots will adhere to publishedairport noise abatement proceduresexcept when safety of flight is jeopardized.Be proactive when it comes to noiseabatement by contacting the airport noiseabatement office prior to arrival anddeparture to determine specificprocedures. Prior to departure, briefpassengers on the noise abatement climbprocedure to include the unusual climbprofile and power changes.

(1) Calculate Minimum

Recommended N1 for NoiseAbatement Climb from thechecklist. The noise abatementN1 ensures a climb gradient of4% with both engines runningand level flight if an engine fails.When a specific noiseabatement technique isrequired, comply but do notexceed a maximum angle of 20

0

(2) Perform the takeoff roll with bothengines at max takeoff power.

(3) Retract the gear after a positiverate of climb while leaving theflaps at the takeoff setting.

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(4) Climb at maximum rate (160KIAS or 20

0max pitch angle).

(5) At 1000 AGL (minimum) reducethrust on both engines to theRecommended N1 and maintainpower setting until beyond thenoise sensitive area.

(6) If ATC requires level off prior toreaching 3000 AGL, powermust be reduced so as to notexceed 190 KIAS, unlessinstructed otherwise by ATC.

(7) At 3000 AGL and above,resume normal climb schedulewith gradual application of climbpower.

(8) Observe all airspeed limitationsand ATC instructions.

NOTE: Should you have a power loss on anengine after noise abatement powerreduction, you must increase power to themax takeoff power setting to maintainclimb profile.

LEARJET PROCEDURES

LEAR TAKEOFF AND DEPARTURE

All takeoffs will be conducted as static takeoffsunless the runway available is at least 20%greater than the computed takeoff distance.Landing lights should be turned on once clearedfor takeoff. The normal operating checklist willinclude a FATS check which consists of a finalcheck of critical items. The items are Flaps,Airspeeds, Trims, and Spoilers. They should bechecked for proper position.

(1) PF will move the thrust levers up tomatch the N1 target, and call PowerSet.

(2) PM will verify proper N1 againsttarget, making small adjustments asrequired, verify that all engine

parameters are within appropriateranges, and state, Power checked.

(3) At first indication of airspeed PM willcall, Airspeed alive.

(4) At 80 knots, PM will cross-checkairspeed indicators and state, 80knots. PF will verify the speed, andrespond, Check.

(5) During the takeoff roll, the PM willconcentrate primarily insidemonitoring engine instruments andfault indicators, PF will concentrateprimarily outside.

(6) Five knots prior to V1, (soft V1), PMwill state, V1. PF will move his handfrom the thrust levers to the yoke.

(7) At VR, PM will state, Rotate and thePF will smoothly rotate the aircraft toa 9

0pitch up attitude (initially). As the

aircraft accelerates, increase pitch tomaintain appropriate airspeed.

(8) When a positive rate of climb isindicated on at least two instruments(altimeter, radar altimeter, or VVI),PM will state, Positive climb. PFwill call for, Gear Up, Yaw Damp.PM will raise the gear handle andaccomplish the appropriate flow(Thrust Reversers OFF, YawDamper ENGAGED, Engine SynchON)

(9) At 400 above field elevation, and atV2+30 (minimum) PM will state, 400

feet. PF will call for, Flaps UP,After Takeoff Checklist. PM willraise the flaps, and once a safealtitude is attained (minimum 3000AGL), PM will accomplish the AfterTakeoff Checklist.

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VISUAL APPROACH

(1) On or prior to downwind and at

appropriate speed, PF calls for Flaps80. PM will move the flap handle to 8

0



80.

(2) Abeam the landing threshold the PF willcall, Flaps 20

0, Gear down, Before

Landing Checklist. PM will place theflap handle to the 20

0detent. When the

flap indicator shows the flaps at 200, PM

will state, Indicating 200. The PM

should wait for the flaps to finish movingbefore extending the landing gear so thehydraulic system is not overloaded. PMwill then place the gear selector to thedown position and accomplish theBefore Landing Checklist. When clearedto land, landing lights should be turnedon.

(3) At 1000 above TDZE the PMannounces 1000 to touchdown-distance checked. The PF will call, Setmissed approach altitude, or Setpattern altitude. PM will set theappropriate altitude and reply, (Altitude)

set and selected.

(4) Prior to 500 above TDZE, with landingassured, PF will call for Flaps down.PM will select flaps to the DN detent andwhen indicating reply, Indicating down.

(5) At 500 above TDZE and cleared toland, PM will re-check for a safe geardown indication, and announce, 500 totouchdown, 3 Green, Cleared to land.PF will also check for a safe gearindication and respond, 3 Green

confirmed. If approach is not stabilizedby 500 above TDZE, PF will execute amissed approach.

PRECISION APPROACH

(1) At the PFs discretion on anintermediate portion of the approach,and at or below the appropriate flap

speed, PF calls for Flaps 8

0

. PM willmove the flap handle to the 80 detent.

When the flap indicator shows the flapsat 8

0, PM will state, Indicating 8

0.

(2) At initial movement of the coursedeviation indicator, PM will announce,Course alive. PF will respond with,Armed, Captured, or Maintainassigned heading, depending on theflight director mode and ATC clearance.Landing lights should be turned on whencleared to land.

(3) At the initial movement of the glideslopeindicator, PM will announce, Glideslopealive. PF will respond with, Armed,Captured, or Maintain assignedaltitude, depending on the flight directormode and ATC clearance.

(4) At 1.5 Dots below glideslope, PF will callfor, Flaps 20

0, Gear down, Before

Landing Checklist. PM will place theflap handle to the 20

0detent. When the

flap indicator shows the flaps at 200, PM

will state, Indicating 200. The PM

should wait for the flaps to finish movingbefore extending the landing gear so thehydraulic system is not overloaded. PMwill then place the gear selector to thedown position and accomplish theBefore Landing Checklist.

(5) Prior to or at the FAF and at appropriatespeed, PF will state, Flaps down, Setmissed approach altitude. PM willselect the flaps to the DN detent and setthe missed approach altitude in thealtitude selector. When the flaps are

indicating DN, PM will respond,Indicating down, (altitude) Set.

(6) At 1000 above Decision Altitude, theaircraft should be approximately 4 milesfrom the runway. The PM will verify this

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distance and state, 1000 to DA,Distance checked. If the aircraft is notin a stabilized approach by this point, or

not at the expected distance, the PF willannounce Missed Approach, andexecute the missed approachprocedure. Use of a multifunctiondisplay is preferred when available forcross checking the distance. If the MFDis not available, DME, GPS or otheravailable data will be used.

(7) At 500 above DA and cleared to land,PM will re-check for a safe gear downindication, and announce, 500 to DA, 3Green, Cleared to land. PF will alsocheck for a safe gear indication andrespond, 3 Green confirmed.

(8) At 100 above DA, PM will state 100 toDA. PF will confirm the altitude andreply, Check.

(9) At any point at or above DA, if the PMsees the approach lights, he will call,Approach lights in sight. PF willrespond with, Continuing, and iscleared to continue the descent to 100above TDZE.

(10) If the PM sights the runwayenvironment, (Re: FAR 91.175), and isconfident that based on conditions it willremain in sight all the way to landing, hewill call, Runway in sight. If the PFdetermines that the aircraft is in aposition to make a normal descent andlanding to the runway and intends toland, he will state, Landing, and maycontinue the approach to landing.

(11) At any time the approach becomesunsafe, or cannot be accomplished

within FAR, FOM, or AFM requirements,either pilot can direct a missed approachby stating, Missed approach. The PFwill execute the missed approachprocedure. Conditions that may require

a missed approach include, but are notlimited to:

Flight Visibility less than required

Approach not stabilized below 1000above DA in IMC.

Losing visual contact with the runwayenvironment below DA.



Greater than 1 dots from localizercenterline inside the FAF in IMC


NON-PRECISION APPROACH(Striaght-In)

(1) Upon crossing the IAF and atappropriate airspeed, PF calls for,Flaps 8

0. PM will move the flap handle

to 80 detent. When the flap indicator

shows the flaps at 80, PM will state,

Indicating 80.

(2) At the initial movement of the coursedeflection indicator, PM will announce,Course alive. PF will respond with,Armed, Captured, or Maintainassigned heading, depending on flightdirector mode and ATC clearance.Landing lights should be turned on whencleared to land.

(3) Inbound to the FAF, PF will call for,Flaps 20

0, Gear down, Before Landing

Checklist. PM will place the flap handleto the 20

0 detent. When the flap


state, Indicating 200. The PM should

wait for the flaps to finish moving before

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extending the landing gear so thehydraulic system is not overloaded. PMwill then place the gear selector to the

down position and accomplish theBefore Landing Checklist.

(4) Prior to or at the FAF and at appropriatespeed, PF will state, Flaps down. PMwill select the flaps to the DN detent andset the missed approach altitude in thealtitude selector. When the flaps areindicating DN, PM will respond,Indicating down.

(5) For step down fixes inside or outside theFAF, once the currently assignedaltitude is captured, the PF will state,Set next altitude. PM will set the nextstep down fix altitude and reply,(altitude) Set and selected.

(6) At 1000 above MDA, PM will state,1000 to MDA Distance checked. Ifthe aircraft is not in a stabilizedapproach by this point, the PF willannounce, Missed approach, andexecute the missed approachprocedure.

(7) At 500 above MDA and cleared to land,

PM will re-check for a safe gear downindication, and announce, 500 to MDA,3 Green, Cleared to land. PF will alsocheck for a safe gear indication andrespond, 3 Green confirmed.

(8) At 100 above MDA, PM will state 100to MDA. PF will confirm the altitude andreply, Check.

(9) At MDA capture and ALT hold, PM willstate, Minimums, (time/distance) to go.PF will call, Set missed approach

altitude. PM will set the missedapproach altitude in the altitude selectorand reply, (altitude) Set and selected.

(10) If the PM sights the runwayenvironment, (Re: FAR 91.175), and is

confident that based on conditions it willremain in sight all the way to landing, hewill call, Runway in sight. The PF will

confirm that the aircraft is in a position tocontinue the approach to landing andrespond, continuing.

(11) When landing is assured, PF willannounce, Leaving MDA.

(12) At any time the approach becomesunsafe, or cannot be accomplishedwithin FAR, FOM, or AFM requirements,either pilot can direct a missed approachby stating, Missed approach. The PFwill execute the missed approachprocedure. Conditions that may requirea missed approach include, but are notlimited to:

Approach no stabilized below 1000above MDA in IMC



Greater than 1 dots from coursecenterline inside the FAF in IMC


CIRCLING APPROACH

Refer to chapter 10 FLT OPS for companypolicy related to circling approaches.

(1) Upon crossing the IAF and atappropriate airspeed, PF calls for,Flaps 8

0. PM will move the flap handle

to 80 detent. When the flap indicator

shows the flaps at 80, PM will state,Indicating 8

0.

(2) At the initial movement of the coursedeflection indicator, PM will announce,

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Course alive. PF will respond with,Armed, Captured, or Maintainassigned heading, depending on flight

director mode and ATC clearance.Landing lights should be turned on whencleared to land.

(3) Inbound to the FAF, PF will call for,Flaps 20

0, Gear down, Before Landing

Checklist. PM will place the flap handleto the 20

0 detent. When the flap


state, Indicating 200. The PM should

wait for the flaps to finish moving beforeextending the landing gear so thehydraulic system is not overloaded. PMwill then place the gear selector to thedown position and accomplish theBefore Landing Checklist.


(5) At 1000 above MDA, PM will state,1000 to MDA Distance checked. Ifthe aircraft is not in a stabilized

approach by this point, the PF willannounce, Missed approach, andexecute the missed approachprocedure.


(7) At 100 above MDA, PM will state 100

to MDA. PF will confirm the altitude andreply, Check.

(8) At MDA capture and ALT hold, PM willstate, Minimums, (time/distance) to go.PF will call, Set missed approach

altitude. PM will set the missedapproach altitude in the altitude selectorand reply, (altitude) Set and selected.

(9) If the PM sights the runwayenvironment, (Re: FAR 91.175), and isconfident that based on conditions it willremain in sight all the way to landing, hewill call, Runway in sight. The PF willconfirm that the aircraft is in a position tocontinue the approach to landing andrespond, continuing.

(10) When the aircraft is a at a pointappropriate for starting the circlemaneuver, PF will state, Beginningcircle, and will maneuver the aircraft forthe circle while maintaining at or aboveMDA.

(11) When landing is assured, PF willannounce, Flaps down, Leaving MDA.PM will move the flap selector to the DNdetent. When the flaps are indicatingDN, the PM will announce, Indicatingfull. PF will initiate the final descent tolanding.

(12) At any time the approach becomesunsafe, or cannot be accomplished

within FAR, FOM, or AFM requirements,either pilot can direct a missed approachby stating, Missed approach. The PFwill execute the missed approachprocedure. Conditions that may requirea missed approach include, but are notlimited to:

Flight visibility less than required.

Approach not stabilized below 1000above MDA in IMC.

Losing visual contact with the runwayenvironment during the circle maneuver.

Greater than 1 dots from the coursecenterline inside the FAF in IMC. (Priorto beginning the circle maneuver).

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Any fault making course guidanceunreliable.

MISSED APPROACH

(1) When conditions exist requiring a goaround or missed approach, either pilotmay call, Missed Approach. The PF willpress the GA button while simultaneouslysetting the maximum power and rotatingthe pitch angle to 9

0 initially. When max

power is set, PF will state Power set,flaps 20. When the PM observes apositive climb indication on at least twoinstruments (altimeter, radar altimeter, orVSI) he will call Positive climb. PF willcall for Gear Up-Yaw Damp. The PMwill raise the landing gear. The PF willcontinue to pitch up to maintainappropriate airspeed.

(2) When a safe altitude and airspeed arereached (at least 400 AGL and VREF+30)the PF will call Flaps up, After TakeoffChecklist. The PM will raise the flaps.Once reaching a safe altitude (3000 AGLor Missed approach level-off altitude) thePM will perform the After TakeoffChecklist.

LANDING ROLLOUT

(1) On landing rollout the PF will extend thespoilers upon touchdown. When the PMobserves the spoiler extension he willcall, spoilers extended.

(2) On aircraft fitted with thrust reversers,when the PM observes the thrustreversers fully deployed, he will state,TRs deployed.

(3) When the aircraft has slowed to 80 KIAS,

the PM will announce 80 Knots.

(4) At 60 KIAS the PM will announce 60Knots and the PF will ensure that thethrust reversers are placed in the idlereverse position.

(5) The PF will not call for the After LandingChecklist until the aircraft is clear of therunway

LEAR NOISE ABATEMENT PROCEDURE

SC Aviation pilots will adhere to publishedairport noise abatement procedures exceptwhen safety of flight is jeopardized. Beproactive when it comes to noise abatement bycontacting the airport noise abatement officeprior to arrival and departure to determinespecific procedures. Prior to departure, briefpassengers on the noise abatement climbprocedure to include the unusual climb profileand power changes.

Perform the takeoff roll with both engines atmax takeoff power.

Climb at maximum speed of V2+30 to 500 AGL,maintain takeoff flap setting. At a positive climbindication retract the landing gear.

At 500 AGL reduce thrust to 80-85% N1 whilemaintaining a Minimumof 1000 FPM climb rateand V2+30 until reaching 1000 AGL.

At 1000 AGL accelerate (not to exceed 190KIAS) and retract flaps. Maintain power setting

and airspeed until reaching 3000 AGL.

If ATC requires a level off prior to reaching 3000AGL, power must be reduced so as to notexceed 190 KIAS, unless instructed otherwiseby ATC.

At 3000 AGL and above, resume normal climbschedule with gradual application of climbpower.

Observe all airspeed limitations and ATCinstructions.

NOTE: Should you have a power loss on anengine after noise abatement powerreduction you must increase power to themax takeoff power setting to maintainclimb profile.

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CITATION PROCEDURES

CITATION TAKEOFF AND DEPARTURE

All takeoffs will be conducted as static takeoffsunless the runway available is at least 20%greater than the computed takeoff distance.Landing lights should be turned on once clearedfor takeoff. The normal operating checklist willinclude a FATS check which consists of a finalcheck of critical items. The items are Flaps,Airspeeds, Trims, and Speed Brakes. Theyshould be checked for proper position.

(1) PF will move the thrust levers up to

match the N1 target, and call PowerSet.

(2) PM will verify proper N1 againsttarget, making small adjustments asrequired, verify that all engineparameters are within appropriateranges, and state, Power checked.

(3) At first indication of airspeed PM willcall, Airspeed alive.

(4) At 70 knots, PM will cross-check

airspeed indicators and state, 70knots cross-checked. PF will verifythe speed, and respond, Check.

(5) During the takeoff roll, the PM willconcentrate primarily insidemonitoring engine instruments andfault indicators, PF will concentrateprimarily outside.

(6) Five knots prior to V1, (soft V1), PMwill state, V1. PF will move his handfrom the thrust levers to the yoke.

(7) At VR, PM will state, Rotate and thePF will smoothly rotate the aircraft toa 10

0 pitch up attitude (initially). As

the aircraft accelerates, increase

pitch to maintain appropriateairspeed.

(8) When a positive rate of climb isindicated on at least two instruments(altimeter, radar altimeter, or VVI),PM will state, Positive climb. PFwill call for, Gear Up. PM will raisethe gear handle and accomplish theappropriate flow (Thrust ReversersOFF, Yaw Damper ENGAGED,Engine Synch ON)

(9) At 400 above field elevation, and atV2+10 (minimum) PM will state, 400feet. PF will call for, Flaps UP,After Takeoff Checklist. PM willraise the flaps, and once a safealtitude is attained (minimum 3000AGL), PM will accomplish the AfterTakeoff Checklist.

VISUAL APPROACH

(1) On or prior to Downwind and atappropriate speed, PF calls for FlapsApproach. PM will move the flap handleto approach detent. When the flapindicator shows the flaps at approach,PM will state, Indicating approach.

(2) Abeam the landing threshold the PF willcall, Gear down, Before LandingChecklist. PM will then place the gearselector to the down position andaccomplish the Before LandingChecklist. Landing lights should beturned on when cleared to land.

(3) At 1000 above TDZE the PMannounces 1000 to touchdown-Distance checked. The PF will call, Setmissed approach altitude, or Set

pattern altitude. PM will set theappropriate altitude and reply, (Altitude)set and selected.

(4) Prior to 500 above TDZEPF will call forFlaps down. PM will select flaps to the

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DN detent and when indicating reply,Indicating down.

(5) At 500 above TDZE and cleared toland, PM will re-check for a safe geardown indication, and announce, 500 totouchdown, 3 Green, Cleared to land.PF will also check for a safe gearindication and respond, 3 Greenconfirmed. If approach is knot stabilizedby 500 above TDZE, PF will execute amissed approach.

PRECISION APPROACH

(1) At the PFs discretion on anintermediate portion of the approach,and at or below the appropriate flapspeed, PF calls for Flaps approach.PM will move the flap handle to theapproach detent. When the flapindicator shows the flaps at approach,PM will state, Indicating approach.

(2) At initial movement of the coursedeviation indicator, PM will announce,Course alive. PF will respond with,Armed, Captured, or Maintainassigned heading, depending on theflight director mode and ATC clearance.

Landing lights should be turned on whencleared to land.

(3) At the initial movement of the glideslopeindicator, PM will announce, Glideslopealive. PF will respond with, Armed,Captured, or Maintain assignedaltitude, depending on the flight directormode and ATC clearance.

(4) At 1.5 Dots below glideslope, PF will callfor, Gear down, Before LandingChecklist. PM will then place the gear

selector to the down position andaccomplish the Before LandingChecklist.

(5) Prior to or at the FAF and at appropriatespeed, PF will state, Flaps down, Set

missed approach altitude. PM willselect the flaps to the DN detent and setthe missed approach altitude in the

altitude selector. When the flaps areindicating DN, PM will respond,Indicating down, (altitude) Set.

(6) At 1000 above Decision Altitude, theaircraft should be approximately 4 milesfrom the runway. The PM will verify thisdistance and state, 1000 to DA,Distance checked. If the aircraft is notin a stabilized approach by this point, ornot at the expected distance, the PF willannounce Missed Approach, andexecute the missed approachprocedure. Use of a multifunctiondisplay is preferred when available forcross checking the distance. If the MFDis not available, DME, GPS or otheravailable data will be used.

(7) At 500 above DA and cleared to land,PM will re-check for a safe gear downindication, and announce, 500 to DA, 3Green, Cleared to land. PF will alsocheck for a safe gear indication andrespond, 3 Green confirmed.

(8) At 100 above DA, PM will state 100 to

DA. PF will confirm the altitude andreply, Check.

(9) At any point at or above DA, if the PMsees the approach lights, he will call,Approach lights in sight. PF willrespond with, Continuing, and iscleared to continue the descent to 100above TDZE.

(10) If the PM sights the runwayenvironment, (Re: FAR 91.175), and isconfident that based on conditions it will

remain in sight all the way to landing, hewill call, Runway in sight. If the PFdetermines that the aircraft is in aposition to make a normal descent andlanding to the runway and intends to

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land, he will state, Landing, and maycontinue the approach to landing.


Flight Visibility less than required

Approach not stabilized below 1000above DA in IMC.

Losing visual contact with the runwayenvironment below DA.



Greater than 1 dots from localizercenterline inside the FAF in IMC


NON-PRECISION APPROACH(Striaght-In)

(1) Upon crossing the IAF and atappropriate airspeed, PF calls for,Flaps approach. PM will move the flaphandle to approach detent. When theflap indicator shows the flaps atapproach, PM will state, Indicating

approach.

(2) At the initial movement of the coursedeflection indicator, PM will announce,Course alive. PF will respond with,

Armed, Captured, or Maintainassigned heading, depending on flightdirector mode and ATC clearance.

Landing lights should be turned on whencleared to land.

(3) Inbound to the FAF, PF will call for,Gear down, Before Landing Checklist.PM will then place the gear selector tothe down position and accomplish theBefore Landing Checklist.

(4) Prior to or at the FAF and at appropriatespeed, PF will state, Flaps down. PMwill select the flaps to the DN detent andset the missed approach altitude in thealtitude selector. When the flaps areindicating DN, PM will respond,Indicating down.

(5) For step down fixes inside or outside theFAF, once the currently assignedaltitude is captured, the PF will state,Set next altitude. PM will set the nextstep down fix altitude and reply,(altitude) Set andselected.

(6) At 1000 above MDA, PM will state,1000 to MDA-Distance checked. If theaircraft is not in a stabilized approach by

this point, the PF will announce, Missedapproach, and execute the missedapproach procedure.


(8) At 100 above MDA, PM will state 100to MDA. PF will confirm the altitude and

reply, Check.

(9) At MDA capture, PM will state,Minimums, (time/distance) to go. PFwill call, Set missed approach altitude.PM will set the missed approach altitude

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in the altitude selector and reply,(altitude) Set and selected.

(10) If the PM sights the runwayenvironment, (Re: FAR 91.175), and isconfident that based on conditions it willremain in sight all the way to landing, hewill call, Runway in sight. The PF willconfirm that the aircraft is in a position tocontinue the approach to landing andrespond, continuing.

(11) When landing is assured, PF willannounce, Leaving MDA.


Approach no stabilized below 1000above MDA in IMC



Greater than 1 dots from coursecenterline inside the FAF in IMC


CIRCLING APPROACH

Refer to chapter 10 FLT OPS for companypolicy related to circling approaches.

(1) Upon crossing the IAF and atappropriate airspeed, PF calls for,Flaps approach. PMwill move the flaphandle to approach detent. When the

flap indicator shows the flaps atapproach, PM will state, Indicatingapproach.

(2) At the initial movement of the coursedeflection indicator, PM will announce,Course alive. PF will respond with,Armed, Captured, or Maintainassigned heading, depending on flightdirector mode and ATC clearance.Landing lights should be turned on whencleared to land.

(3) Inbound to the FAF, PF will call for,Gear down, Before Landing Checklist.PM will then place the gear selector tothe down position and accomplish theBefore Landing Checklist.


(5) At 1000 above MDA, PM will state,1000 to MDA Distance checked. Ifthe aircraft is not in a stabilizedapproach by this point, the PF will

announce, Missed approach, andexecute the missed approachprocedure.


(7) At 100 above MDA, PM will state 100to MDA. PF will confirm the altitude and

reply, Check.

(8) At MDA capture, PM will state,Minimums, (time/distance) to go. PFwill call, Set missed approach altitude.PM will set the missed approach altitude

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in the altitude selector and reply,(altitude) Set and selected.

(9) If the PM sights the runwayenvironment, (Re: FAR 91.175), and isconfident that based on conditions it willremain in sight all the way to landing, hewill call, Runway in sight. The PF willconfirm that the aircraft is in a position t

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