SOP Emergencies and Abnormal Procedures Flashcards
Incident / Accident Response Checklist
QRH emergency / abnormal procedures have been completed and passengers have been deplaned or evacuated
SAFEGUARD Life, then Property
- Crew – Don uniforms for identification
- Gather PAX together at side of hard surface.
- Prepare for rescue services arrival, number of PAX, number of CREW, FOB, DH crew, Dangerous Goods and assess injuries.
- Advise Dispatch and Chief Pilot / Manager on Duty via best means available.
- Advise station and maintain open line of communication if able.
- Tend to crew, delegate duties, if necessary:
- Seek medical attention
- Keep crew together at a nearby hotel or rest facility. If none, consider a hospital.
- Advise not to fly.
- Advise to retain personal licenses / documents.
- Advise not to give any statement until:
- Assessed medically fit.
- Consulted by company / association.
- Advise to phone home. The company and association will be in contact with family members shortly.
- Tend to yourself in above fashion until relieved by the station manager if able:
- Ensure aircraft and contents are not moved more than necessary.
- Keep spectators away.
- Avoid statement to the Press; be non-committal and express no opinion as to probable cause; use language of first choice, be truthful.
RESETTING OF CIRCUIT BREAKERS
Before reading the QRH, check for any breaker that might have tripped then RESET ONLY ONCE
Reset is NOT ALLOWED on the following circuit breakers:
STBY PUMP PWR, STBY PUMP CONTROL, QTY (L&R: J13,15,16&R12,13,14)
MALFUNCTION MANAGEMENT AND PROTOCOL
The pilot noting the event: «Master Caution» or «Master Warning» and specify the affected annunciator by referencing to the CWP.
PF confirms the annunciator, PNF reset the Master Warning / Master Caution
PF commands the appropriate checklist or memoy items
LOSS OF HYDRAULIC
PNF sees hydraulic quantity decreasing: «LOSS OF HYDRAULIC»
PF: «HYDRAULIC FLUID LOSS - DRILL»
PNF executes memory items: «HYDR PUMP switch OFF»
PNF: «DRILL COMPLETED»
PF: «QRH – HYDRAULIC FLUID LOSS»
PNF takes the QRH and reads the entire checklist for the failure, each item, and the answer, including the memory items that he/she just completed.
When Checklist completed, PNF: «HYDRAULIC FLUID LOSS CHECKLIST COMPLETED»
engine failure after V1 (Left Engine)
PF:«LEFT ENGINE FAILURE DRILL»
PNF puts finger on L Power Lever: «L POWER LEVER-CONFIRM? »
PF checks: « CONFIRMED»
PNF retards L Power Lever to Flight Idle: «FLIGHT IDLE»
PNF puts finger on L Condition Lever: « L CONDITION LEVER-CONFIRM? »
PF checks: « CONFIRMED»
PNF retards L Condition Lever to Fuel Off: «FUEL OFF»
When the drill is complete, PF: «SET MCP - AFTER TAKEOFF CHECK»
PNF sets Max Continuous Power and performs checklist: «AFTER TAKEOFF CHECK COMPLETED»
PNF calls ATC: «MAYDAY - MAYDAY - MAYDAY, PASCAN 340, ENGINE FAILURE AT TAKEOFF, ALTITUDE ______ and STATE INTENTIONS»
PF: «QRH - ENGINE FAILURE», PNF reads and execute the entire checklist
PF listens and follows with the PNF.
When completed, PNF: «ENGINE FAILURE CHECKLIST COMPLETED»
PNF calls the In-Charge for the TESTRA. Then, PF: «QRH - ONE ENGINE INOPERATIVE CHECKLIST», PNF reads and execute the entire checklist
LAND ASAP (QRH)
QRH indicates amber LAND ASAP: LAND AT NEAREST SUITABLE AIRPORT
QRH indicates a red LAND ASAP: LAND immediately, even OFF airport
TESTRA
Turn back or abnormal landing, or the flight doesn’t go as planned, Capt (or F/O) and In-charge do TESTRA together.
In-charge take her planned Emergency Checklist and ask the questions to the captain.
T - Type of event
E - Evacuation necessary, suggested routes (Yes, No, Land or Water)
S – Signals to Brace and Evacuate (Standard or Alternate)
T – Time left before landing or ditching
R – Relocation of passengers
A – Passenger announcement (As much as possible done by captain)
REJECTED TAKEOFF
Takeoff Inhibit (T/O INH) suppresses all warnings not essential lights during the T/O (except red warnings, park brake config, gust lock and AUTOCOARSEN)
In the T/O mode, the T/O will be rejected for any CWP warning.
During deceleration, FO advises ATC and, if required, call for emergency equipment. Once stopped, Capt sets Parking brake, then crew assess the situation.
Once memory items or checklist completed, Capt on the PA: «CABIN CREW STANDBY» (if no evacuation, more information will be given to In-Charge) or «EVACUATE - EVACUATE - EVACUATE»
The best can be to call for a Rapid Deplanement instead of an Evacuation.
This decision rests solely on the Capt evaluation.
If a malfunction occurs at V1 or above, the takeoff will be continued.
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Capt or FO can call «REJECT»
Capt initiates and performs all rejected takeoffs, except for «Pilot Incapacitation».
Capt simultaneously and rapidly:
- Retards both POWER LEVERS to GRND IDLE
- Applies steady brake pressure
- (When BETA LIGHTS come ON), Applies reverse as required.
- (When the aircraft has stopped), Sets Parking Brake evaluate the situation.
- Advise cabin crew PA: «CABIN CREW STBY»
- evaluate the situation.
While FO:
- Takes over the control wheel, move it forward and into the wind.
- Calls: «BETA LIGHTS» or «NO BETA LIGHT L / R»
- Calls “60kts”
- Advises ATC
- SELECTs GND OPS
- Sets GUST LOCK ON
- CTOT OFF
- Locates the evacuation checklist.
NOTE: Retard POWER LEVERS to FLIGHT IDLE prior lifting POWER LEVER latches. Otherwise, POWER LEVERS will be locked and cannot be retarded below FLIGHT IDLE.
CAUTION: If OEI, Reverse on the operating engine will cause a yawing moment.
If the yaw cannot be corrected by use of rudder, wheel brakes and nose wheel steering or return to ground idle or to forward power, until directional control is regained.
Emergency Evacuation
If an evacuation is planned and time permits, Flight deck preparations should include a review of pertinent checklists and any other actions to be accomplished. Appropriate use of brakes, stopping manner and staying on or vacating the runway after full stop.
If evacuating due to fire in windy conditions, position the airplane so the fire is on the downwind side.
Notify cabin crew of possible adverse conditions at the affected exits. Crewmembers must make the decision as to which exits are usable for the circumstances.
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Stop the aircraft if not already stopped by itself and set parking brakes.
Capt (may be FO): «SHUT DOWN THE ENGINES - EVACUATION CHECK»
FO: Moves both CONDITION LEVERS to FUEL OFF - Sets all EMERGENCY panel switches to ON - Pulls both ENGINE FIRE HANDLES - Sets both FIRE EXTG switches to ON
Engines shall shut down prior the evacuation starts, for safety of everybody.
Capt: «EVACUATE - EVACUATE - EVACUATE»
While FO reads QRH and leaves the aircraft with passengers,
Capt call ATC COM 1 (since antenna is on top of the fuselage and is operative on battery power) to notify of the evacuation and call for assistance.
Set both BAT switches to OFF when leaving cockpit
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To cancel an evacuation Capt: «CABIN CREW STANDBY» and then communicate with the In-Charge to explain the situation.
Evacuation on Land
Capt:
1. Order Evacuation
2. Grab the crash axe before leaving the cockpit and Airplane logbook (if possible)
3. Enter cabin and ensure quick evacuation even if no sign of life
4. Check cabin cleared and evacuated
5. Assemble account, see to passengers safety
FO:
1. Assist Capt in ordering evacuation
Grab cockpit flashlight to be more visible outside the aircraft and fire extinguisher
2. Evacuate through suitable forward exit
3. Take command outside the aircraft
4. Assist passengers evacuating through exits
5. Direct passengers away from danger.
Order able-bodied passengers to assist in evacuation and to assist passengers away
6. When evacuation completed, assist Capt in his duties
Emergency Evacuation After Ditching
Capt:
1. Life vest ON
2. Order evacuation
3. Guard forward exits and direct passengers to overwing exits
4. Check cabin cleared
5. Evacuate through Left overwing exit
6. Assist passengers on Left side
FO:
1. Life vest ON
2. Assist Capt in ordering evacuation
3. Guard forward exits and direct passengers to overwing exits
4. Evacuate through exits Right overwing exit
5. Assist passenger on Right side
NOTE: Waves and wind might require evacuation on one side only
As the forward exits (Main door and forward right exit) will be partly under water, they must not be opened
Capt and FO shall enter the cabin and initially guard the exits
If In-Charge has instructed a passenger to guard these exits, he/she shall be released from this duty
Passengers and Crew shall remain on the wings as long as possible
ENGINE FAILURE AFTER V1 or IN FLIGHT (GENERALITIES)
Checklists or memory items NOT initiated until the aircraft is fully under control, or above 400 FT AGL.
Exceptions: Propeller over-speed or failure to autocoarsen, engine fire, power plant severe damage or separation, where an engine shut down at an earlier stage could prevent increased drag and/or further damage.
In the event of a failure in flight, the crew shall «identify and cancel» the warning and assess the problem. Then:
1. Once the nature of the problem established, PF calls for the appropriate Drill
2. When the PNF completed the Memory Items, engine secured, airplane in control
Crew advises ATC of the problem and declares an emergency
3. PF calls for the appropriate checklist completed by the PNF using Read and Do
NOTE: POWER LEVER, CONDITION LEVER, GENERATOR SWITCHES OR FIRE HANDLE will move once CONFIRMED by BP
Flight OEI should be terminated at the nearest suitable airport
Gear and flap extension should be as close to normal as possible. If aircraft performance in doubt, gear and flap extension shall be delayed until landing is assured.
NOTE: Keep the IN-CHARGE informed (via T-E-S-T-R-A).
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Below is the Engine Failure after V1 (Continued Takeoff, AUTOCOARSEN Operative) flight profile
NOTE:
-Climb at V2 (if failure occurred after V2, maintain actual speed but not more than V2 +10) up to acceleration altitude
-Acceleration altitude 400AAE, (or greater for obstacle clearance) to Vclean
-Maintain Vclean up to MSA or save alt for return (radar ALT in vectoring VFR obstacle clearance). If takeoff with flaps 15, retract flaps at Vclean-3
-Keep MAX POWER at least until final segment or for 5 minutes if required, then set MAX CONTINUOUS POWER.
-At MSA the power may be reduced. Join landing procedure or if unable to land, proceed to nearest suitable airport.
-Below Vclean+15kts, limit bank angle to 15°. For FD/AP operation, 1⁄2 BANK mode gives 13.5°.
TORQUE INDICATIONS
Torque Indication, Lagging, and Torque Stiction occur when coked oil accumulates between the power turbine shaft and the torque reference shaft, causing the shafts to stick together. This results in slower torque indication response during small power lever movements, though engine performance remains normal, as seen by changes in ITT, Ng, and fuel flow.
Torque Lag: After prolonged constant torque, small torque changes may lead to torque indication lag, with ITT changes of 20-60°C not reflected in torque indication. This is operationally acceptable.
Torque Stiction: When ITT changes by more than 60°C without torque indication changes, it indicates torque stiction, which is operationally unacceptable and requires immediate maintenance.
Erratic Engine Operation: Sensor, electrical, or mechanical failures may cause erratic engine behavior, reflected in cockpit indicators or actual performance changes.
Small TRQ fluctuations are acceptable if they resolve after power adjustments. Larger, uncontrollable fluctuations necessitate immediate action:
Power Lever reduced, Condition Lever in T/M, Autocoarsen Off.
Then QRH – ABNORMAL – ERRATIC ENGINE OPERATION CHECKLIST.
ENGINE FAILURE/FLAME OUT AFTER V1 (FLAPS 0/FLAPS 15) (LEFT)
PF or PNF: “ENGINE FAIL” (without telling which one as failed)
PF:“CHECK POWER” Maintain positive climb at V2 to V2+10
PNF confirms or set Max Power with APR:“POWER CHECKED”
PNF when positive rate:“POSITIVE RATE”
PF:“GEAR UP, CONFIRM AUTOCOARSEN”
PNF set Gear Up and verifies Autocoarsen activation:“GEAR UP – POSITIVE AUTOCOARSEN” or “GEAR UP – NEGATIVE AUTOCOARSEN”
1-PF or PNF if POSITIVE AUTOCOARSEN:
No action BELOW Acceleration Altitude and aircraft in CLEAN configuration
2-PF if NEGATIVE AUTOCOARSEN:“LEFT ENGINE FAILURE / SHUTDOWN DRILL”
PNF if NEGATIVE AUTOCOARSEN: starts the engine failure shut down drill
PNF places finger on Left Power Lever:“LEFT POWER LEVER CONFIRM?”
PF checks:“CONFIRMED”
PNF retards Left Power Lever to Flight Idle:“FLIGHT IDLE”
PNF places finger on L Condit. Lev.:“LEFT CONDITION LEVER CONFIRM?”
PF checks:“CONFIRMED”
PNF retards Left Condition Lever to Fuel Off:“FUEL OFF”-“LEFT ENGINE FAILURE / SHUTDOWN DRILL COMPLETED”
PNF when passing acceleration altitude:“ACCELERATION ALTITUDE”
PF:“HALF BANK - ALT”, PNF set Half Bank and ALT
PF level off and accelerates to Vclean:”IAS”
-If takeoff was performed with flaps 15, at Vclean:“IAS-FLAPS UP”
-Ensure established path on SID or EODP using HDG or NAV as required
PNF set IAS, confirm or set Flaps Up:“FLAPS UP”
-Ensure established path on SID or EODP using HDG or NAV as required
PF when IAS selected, push “VERT SYNC”, start climb to maintain Vclean or Vclean-ice
PF if POSITIVE AUTOCOARSEN:“LEFT ENGINE FAILURE / SHUTDOWN DRILL”
PNF complete Left Engine Failure / Shutdown drill:”LEFT ENGINE FAILURE / SHUTDOWN DRILL COMPLETED”
PF:“SET MCP-AFTER TAKEOFF CHECK”,
PNF set max continuous power:“MCP SET”
PNF completes after T/O check:“AFTER T/O CHECK COMPLETED”
PNF calls ATC:”MAYDAY MAYDAY MAYDAY PASCAN XXX ENGINE FAILURE ON TAKEOFF and state intentions”
PF:“QRH LEFT ENGINE FAILURE / SHUTDOWN”
PNF complete QRH in a LOUD read and do:“QRH LEFT ENGINE FAILURE / SHUTDOWN COMPLETED”
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PNF calls the In-Charge for T-E-S-T-R-A. The flight crew will analyze the situation and discuss the next course of action.
At the appropriate time, more details will be given to ATC if needed (i.e., Pax, fuel on board, dangerous goods, etc.) and finally call company to let them know the situation.
PF when completed: “QRH – OEI Checklist”
BP stay with the OEI check until landing since it covers all the essential items to bring the airplane safely back on the ground.
CAUTION: Following an engine failure, if Negative Autocoarsen, to avoid severe yaw, after Power Lever retardation, move Condition Lever to Fuel Off immediately
NOTE: After PF: «CHECK POWER», PNF checks MAX available power on the good engine.
During a reduced power takeoff, increase power to MAX POWER:
-turn CTOT-knob CW without touching the Power Levers or,
-if no CTOT, advance Power Levers as required.
PNF confirms MAX power set and APR active confirming good engine ≃TQ107%
POSITIVE AUTOCOARSEN main confirmation:
-Affected Prop Oil Pressure below the Green Band (almost at 0).
-If Affected Prop Oil Pressure still reads in the Green Band, it means NEGATIVE AUTOCOARSEN.
POSITIVE AUTOCOARSEN additional indications might be:
- ICE PROTEC (CWP) light ON
- AUTOCOARS HIGH light goes OUT
Following an engine failure, if Positive Autocoarsen, in case of power loss in a go-around or during takeoff, when the decision is to continue, it is recommended to shut down the engine (thereby feathering the prop) after the 3rd (acceleration) segment.
Exceptions: Propeller over-speed or failure to autocoarsen, engine fire, power plant severe damage or separation, where an engine shut down at an earlier stage could prevent increased drag and/or further damage.
To avoid over-torque: if an immediate shut down is required, especially if engine is still producing power, CONDITION LEVER may be moved directly to FUEL OFF prior to retarding POWER LEVER.
A feathered DOWTY propeller may rotate slowly.
A HAMILTON STANDARD propeller does not rotate after a feathering.
For both types of propellers, rotation speeds vary with IAS and sideslip.
PNF when setting MCP, slowly dial the CTOT down and move CTOT switch Off, then use Power Lever to readjust MCP.
Observe ITT limitations compared with AFM.
NOTE: When a procedure calls for a reduced power and the decision is taken not to shut it down, the continued operation should be regarded as ONE ENGINE INOPERATIVE (OEI) operation, which includes landing at the nearest suitable airport using OEI configuration and landing speeds.
Set Power to 20-30% on the bad engine to reduce drag; maintain this power until landing flare where both power levers should be retarded as for a normal landing.
Should circumstances require additional power, do not hesitate to use both engines as required.
Set CONDITION LEVER to MAX before landing since landing distances are based on this. In addition, if the CONDITION LEVER is in a position other than MAX with running gas generator, aircraft characteristics during landing will differ from what is normally experienced during landing.
For the go-around case, plan as for an OEI GO-AROUND. Should a go-around become necessary, do not hesitate to use both engines; however, make configuration changes and use speeds as for OEI- OPERATION.
ENGINE FIRE AFTER V1 (FLAPS 0 / FLAPS 15) (LEFT)
PF or PNF: “ENGINE FIRE” (without telling which one as failed)
PF:“CHECK POWER” Maintain positive climb at V2 to V2+10
PNF confirms or set Max Power with APR:“POWER CHECKED”
PNF when positive rate:“POSITIVE RATE”
PF:“GEAR UP”
PNF set Gear Up:“GEAR UP”
PNF when passing acceleration altitude:“ACCELERATION ALTITUDE”
PF:“HALF BANK - ALT”, PNF set Half Bank and ALT
PF level off and accelerates to Vclean:”IAS”
-If takeoff was performed with flaps 15, at Vclean:“IAS-FLAPS UP”
-Ensure established path on SID or EODP using HDG or NAV as required
PNF set IAS, confirm or set Flaps Up:“FLAPS UP”
-Ensure established path on SID or EODP using HDG or NAV as required
PF when IAS selected, push “VERT SYNC”, start climb to maintain Vclean or Vclean-ice
PF:“LEFT ENGINE FIRE DRILL”
PNF starts the engine fire drill
PNF places finger on Left Power Lever:“LEFT POWER LEVER CONFIRM?”
PF checks:“CONFIRMED”
PNF retards Left Power Lever to Flight Idle:“FLIGHT IDLE”
PNF places finger on L Condit. Lev.:“LEFT CONDITION LEVER CONFIRM?”
PF checks:“CONFIRMED”
PNF retards Left Condition Lever to Fuel Off:“FUEL OFF”
PNF places finger on Left Fire Extinguisher switch:“LEFT FIRE EXTING SWITCH CONFIRM?”
PF checks:“CONFIRMED”
PNF switches Left Fire Extinguisher On:”ON” and Start timing
PNF if fire indication goes out:“FIRE IS OUT. LEFT ENGINE FIRE DRILL COMPLETED”
or if after 30 seconds, fire indication is still On, place fingers on the LEFT fire extinguisher switch:“LEFT FIRE EXTING SWITCH CONFIRM?”
PF checks:“CONFIRMED”
PNF switches Left Fire Extinguisher On:”ON”
PNF if fire indication goes out:“FIRE IS OUT. LEFT ENGINE FIRE DRILL COMPLETED”
or if fire indication does NOT go out call “FIRE IS NOT OUT. LEFT ENGINE FIRE DRILL COMPLETED?”
PF:“SET MCP-AFTER TAKEOFF CHECK”,
PNF set max continuous power:“MCP SET”
PNF completes after T/O check:“AFTER T/O CHECK COMPLETED”
PNF calls ATC:”MAYDAY MAYDAY MAYDAY PASCAN XXX ENGINE FIRE and state intentions”
PF:“QRH LEFT ENGINE FIRE”
PNF complete QRH in a LOUD read and do:“QRH LEFT ENGINE FIRE COMPLETED”
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CAUTION: If the propeller has not feathered, set AUTOCOARSEN switch to OFF and set PROPELLER PUMP switch to MAN FEATHER. Hold the switch until the propeller is in full feathered position. (Hold no more than 30 seconds or OVERHEAT)
PNF calls the In-Charge for T-E-S-T-R-A. The flight crew will analyze the situation and discuss the next course of action.
At the appropriate time, more details will be given to ATC if needed (i.e., Pax, fuel on board, dangerous goods, etc.) and finally call company to let them know the situation.
PF when completed: “QRH – OEI Checklist”
BP stay with the OEI check until landing since it covers all the essential items to bring the airplane safely back on the ground.
