EXCEL / XLS CHECKLIST REVIEW

EXCEL / XLS CHECKLIST REVIEW

CREW RESOURCE MANAGEMENT (CRM) CRM is critical when dealing with Emergency / Abnormal Procedures. The Checklist is a tool to assist the crew in the Decision Making Process and Error Management. Becoming familiar with the Checklist and the format, which it s presented, will help in making safe decisions and accomplishing the progression of the steps correctly. Recognize An Error In Progress REDUCE IMPACT TRAP ERROR Communicate The Error To The Person Committing The Error Act To Correct The Error AVOID ERROR The Checklist is designed to guide you through the steps in a logical flow. The Initial Step will be annotated with a then provide different conditions where you select the appropriate condition and/or phase of flight. This will be indicated with a. The progression will then continue with a symbol and further with. * Ensure you continue to the next page of each procedure to verify there are no additional steps to be accomplished.

Use of Abnormal / Emergency Procedures Checklists Anytime the crew encounters an Emergency or Abnormal situation the appropriate, approved / accepted Emergency / Abnormal procedures checklist should be consulted for each existing condition. It is up to the crew to prioritize those situations where multiple checklists apply. Any checklist(s) or tasks associated with an Emergency / Abnormal condition should be handled as follows: One (designated) crewmember must ALWAYS be responsible for flying the airplane and maintaining the desired airspeed and (vertical and lateral) flight path. After the completion of any required Immediate Action (Memory) Items, the checklist shall be used to verify that the Immediate Action Items were correctly accomplished. Any remaining Emergency / Abnormal checklist items that were not memory items shall be accomplished using the Challenge/Do/Verify method. The PM is normally tasked with reading the Abnormal / Emergency checklist. Each Abnormal / Emergency checklist item shall be read out loud prior to the action being accomplished. The pilot responsible for accomplishing the checklist item shall repeat the item callout and then accomplish the item. Items being done by the PF shall be monitored by the PM to ensure the correct and appropriate action is being taken. To the extent possible, the PF should also monitor completion of checklist items by the PM. Prior to moving any switch or configuration control that could adversely affect the flying qualities of the airplane, disable/degrade a vital system, or shut down an engine, both pilots must agree on the action to be taken. Policy mandates that each pilot visually and verbally concur, prior to performing any such action, that the correct switch or control is being selected. FOM Chapter 3 Non-Normal

ENGINE FAILURE OR FIRE, OR MASTER WARNING DURING TAKEOFF The progression is to either SPEED BELOW V 1 SPEED ABOVE V1 If speed is above V 1, after the memory Items, the progression is IF ENGINE FAILURE IF ENGINE FIRE Excel A1 XLS A1

ENGINE START MALFUNCTION (ENGINE DOES NOT START) ENGINE START BUTTON LIGHT ON AFTER ENGINE START (ENGINE STARTER WILL NOT DISENGAGE) These two procedures although not indicated as memory items, are required to be memorized IAW Company SOP as there is not sufficient time to recall the procedure from the checklist in the event there is a start malfunction. 3.1 Page 7 Engine Start Malfunction (Engine Does Not Start) And APU Start Malfunction procedures will be performed by memory. Excel H2 XLS H2

LH OR RH ENGINE FIRE Following the memory items, normal progression is to completes steps 4 thru 9 and then refer to SINGLE-ENGINE APPROACH AND LANDING Tab BB1. Remember to continue with the initial CL and complete the next progression IF FIRE WARNING LIGHT REMAINS ON AFTER 30 SECONDS - Prior to going to the next checklist, normally after completing step 4 thru 9, 30 seconds have elapsed and step 10 & 11 can be accomplished. Excel A2 XLS A2

ENGINE FAILURE/PRECAUTIONARY SHUTDOWN If the left seat pilot is flying, it is recommended to transfer the flight controls to the right seat and the left seat pilot accomplish the checklist items. Many of the switches are located on the left side of the cockpit and performing parts of this checklist while the left seat pilot is flying could divert their attention away from safely flying the airplane. Follow established and briefed Crew Resource Management (CRM) procedures Excel F3 XLS F3

Company SOP/Profile is to fly all Single Engine Approaches at V app +10 minimum. Operations with One Engine Inoperative The normal final landing flap configuration when operating with one engine inoperative is Flaps 35. Under adverse conditions and at the discretion of the PIC it is acceptable to land with less than Flaps 35. Examples of conditions that may warrant consideration include but are not limited to the following: Control problems associated with system failures Weather at or close to minimums Excessive Crosswinds (in excess of 15 kts) In such cases, the appropriate corrections for speed and landing distance located in the flaps Inoperative Approach and Landing Checklist must be calculated and briefed prior to commencing the approach. Excel BB2 XLS CC3

ENGINE FAILURE DURING FINAL APPROACH Completion of Abnormal or Emergency Checklists. Flight crews shall follow the approved checklist procedures as they fit the emergency. SOP B3 Page B8 However, it is recognized that not all conceivable situations can be anticipated. Therefore, the leadership of the PIC and the combined judgment of the crew must be utilized to successfully cope with any Emergency / Abnormality not addressed in The approved checklist. The primary concern in any Emergency or Abnormal situation is aircraft control. With this in mind, the decision to complete the Emergency Procedure beyond the memory items will depend on the aircraft s position on the final approach course and time available to complete the remaining items. Excel B1 XLS B1

SINGLE-ENGINE GO-AROUND During a single-engine approach, always be prepared for a go-around. A thorough crew briefing should include the actions to be performed in the event of a missed approach/go-around and the checklist readily available to this page. FLAPS INOPERATIVE APPROACH AND LANDING (NOT IN LANDING POSITION) Ensure you calculate the corrected V ref. Ensure you calculate the adjusted landing distance and there is sufficient runway available at the destination airport. AIRSPEED Pattern Adjusted V ref +15 minimum Final Adjusted V ref +10 maximum Landing Assured Cross threshold at Vref PROFILES PAGE 42 Excel BB3 XLS DD1

IN-FLIGHT RESTART ONE ENGINE (BELOW 35,000 FEET) WITH STARTER ASSIST WINDMILLING WITH 8% N 2 AND AIRSPEED AT OR ABOVE 200 KIAS A decision should be made to attempt an engine restart based on information available, time available and the situation. Some considerations for an engine restart are: Fuel Filter Annunciator Illuminated Engine Vibe Annunciator Illuminated N 1 Rotation on failed engine indicated Fuel Flow on failed engine indicated If an engine start is attempted, there are two methods. Using a Starter Assist may develop additional complications in the event the starter does not dis-engage or other electrical problems are present. Review both of these procedures and discuss it prior to initiating an engine restart. Excel M1 XLS M1

GEN OFF L AND R Review the information following the Caution. There are systems and subsequent procedures that will be effected in the event of the loss of Main DC Power and operating only with the EMER BATT. Excel I1 XLS I1

LANDING GEAR WILL NOT EXTEND FAA guidance is to SLOWLY and SMOOTHLY apply full rudder pedal to one side, then to the other to achieve downlock light. Avoid any violent or abrupt rudder pedal inputs. If the left seat pilot is flying, transfer the flight controls to the right seat pilot in order to safely complete the checklist items. Excel Z3 XLS BB1

JAMMED ELEVATOR TRIM There are three power settings to choose from regarding the procedure to follow. TRIM AT CRUISE SETTING TRIM AT TAKEOFF SETTING GO-AROUND WITH TRIM AT APPROACH/ LANDING SETTING A technique to determine the setting when the Elevator Jammed is to look at the Trim Wheel and reference its position. Airspeed and Power setting will determine the comfortable/safe yoke pressure for aircraft control. Use good CRM procedures and discuss the situation and possible corrective action. Excel T1 XLS T1

ENVIRONMENTAL SMOKE OR ODOR Common tendency is to complete the memory items and stop. Following step 6, there are subsequent procedures to consider: IF SMOKE DISSIPATES IF SMOKE CONTINUES Followed by additional progression IF SMOKE DISSIPATES IF SMOKE STILL CONTINUES Followed by additional progression IF SMOKE DISSIPATES IF SMOKE STILL CONTINUES Ensure you review all steps in all the progressions to safely complete the emergency procedure Excel F1 XLS F1

EMERGENCY DESCENT This is a busy and potentially confusing procedure. There may be communication problems due to the oxygen mask and inability to hear over the headset. A technique is to use the overhead speaker if you are experiencing communication problems with the other crewmember. The emergency descent in itself is not potentially hazardous, but descending through protected airspace and in the path of other aircraft may be. It is imperative you notify ATC as soon as possible to inform them you are descending. If you are on an airway or established route, it is advisable to make a slight turn one way or the other to avoid descending through the route. Remember to review the checklist when able and turn on Anti-Ice/De-Ice as applicable. Excel E3 XLS E3