FLYING GUIDE AN-32B AIRCRAFT

NO 2 HEAVY TRANSPORT SQUADRON

FLYING GUIDE AN-32 B AIRCRAFT

CONTENTS

Standard Operating Procedures 3-26

General Instructions 3-6
General Handling 6-16
Instrument Flying 17-25
Airway Navigation 23
Formation Flying 23-24
Low Flying 24
Night Flying 24-26

References 27

Annexes

Captain’s Briefing & Landing Briefing - Annex A

Approach and Landing Speeds - Annex B
TOLD Description - Annex C
Basic Conversion Training Syllabus - Annex D
Captaincy Conversion Training Syllabus - Annex E
Instructor Conversion Syllabus - Annex F

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FLYING GUIDE AN-32 B AIRCRAFT

STANDARD OPERATION PROCEDURES

GENERAL INTRODUCTION

1. This publication has been prepared to supplement the flying and ground instructions you
will receive during operational and training flying. Transport operation is a teamwork. Due to
the complexity and capacity, it is humanly impossible to handle a modem transport aircraft single
handed. To achieve the best results and to ensure safety of the flight each crew member must do
his part of the job and cross check with others. The first and foremost requirement for an
effective transport operation mission is a thorough and detailed preparation before commencing
the mission.

2. The Pilot in Command (PIC) is to brief each crew member on the specific task he/ she is
to perform during the mission before the commencement. However, general responsibilities
which allotted to every crew member remain unchanged for every mission. All flight crew are to
act on the command of the PIC during the mission. Co-pilot is to prepare maps, log sheets, route
profiles and plan the fuel combination. Flight Engineer is to ensure the airworthiness of the
aircraft to undertake the mission. Load master is to plan the loading & lashing of cargo and
position of C of G depending on the nature of the load and the mission

EQUIPMENT / PUBLICATIONS

3. a. Co-pilot is to ensure that the following equipment/ publications are always carried
onboard.
(1) Check lists
(2) Flight manual
(3) Let down, START & SID charts
(4) Relevant maps

b. Flight engineer is to ensure that the following additional items are carried
whenever an outstation landing is involved.
(1) F. 700 (Traveling copy)
(2) Chocks (Only on overseas/attached flights)
(3) Covers & blanks (Only on overseas/attached flights)
(4) Airborne toolbox (Only on overseas/attached flights)

c. The Load master is to ensure that the following items are carried.
(1) Trim sheet
(2) Take off/ landing data form
(3) Cargo/ passenger manifest
(4) Cat bags
(5) Ramp jack
(6) First aid box
(7) Survival gear/ life jackets/ dinghies
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FLYING GUIDE AN-32 B AIRCRAFT

PRE-FLIGHT BRIEFINGS

4. Preflight briefing will be conducted by the PIC of the aircraft covering following areas.
a. Mission details and tasks specific to every crew member
b. Prevailing and forecasted weather
c. Handling of emergencies
d. Load (pax & cargo) details
e. Aircraft details (Fuel/ previous snags/ next servicing)

Note: Briefings for overseas flights are to be conducted as per the Flying Order Book.

GENERAL INSTRUCTIONS

5. Preparation of trim sheet and calculation of V1, Vr and V2

The load master is to prepare the trim sheet and PIC is to check the accuracy and
countersign. PIC is to calculate V1, Vr and V2 etc. by referring to the Flight Manual and brief
crew during the preflight briefing.

6. Operation of throttles and under carriages (U/C)

Throttles are handled by the handling pilot, and he may get the assistance to operate
throttle from non-handling pilot if required. U/Cs are to be operated by non-handling pilot on the
command of the handling pilot.

7. Operating of flaps & FLPS

Flaps & FLPS are operated by the flight engineer on command of the handling pilot.

8. Idle power in flight (power setting in flight)

Flight idle is the lowest recommended power setting in flight during normal operation.
However, throttles would be retarded to ground idle only during an emergency decent.

PRE-REQUISITES

9. PIC of the aircraft is to ensure the following (before a flight is undertaken), in addition to
the pre-requisites given in the Air Staff Orders and Flying Orders of No 2 Squadron.

a. Aircraft is cleared and certified serviceable in the F. 700, for the type of flight to
be undertaken.

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FLYING GUIDE AN-32 B AIRCRAFT

b. Fuel quantity available in the aircraft is sufficient to fly the aircraft for the planned
duration of flight plus 60 minutes, considering a rate of consumption of 1200 kg per
minute.

c. If any unserviceability is cleared by an entry in red ink (acceptable differed faults)

in the F. 700, it will not adversely affect the safe operation of the aircraft in the planned
type of flight, or in the conditions probable to be encountered.

d. Flying time and number of landings remaining before the next servicing due are
sufficient to complete the flight / mission to be undertaken.

ESSENTIAL AIRCRAFT KNOWLEDGE

10. Aircrew operating the AN-32B are to be thoroughly familiar with the operating
limitations of the aircraft and all its systems incorporate with the task they are allocated.

CHECKLISTS

11. Aircrew operating the AN-32B are to follow the standard checklist in all normal
operations and the emergency checklist during relevant emergencies.

12. Flight engineer is to read the checklist and other crew members are to response as per
challenge and response method. Reading of checks must not be continued further if a check is not
responded.

CHECKS BEFORE FLIGHT

13. Just before walking towards the aircraft, the PIC is to ensure the following,

a. Weather as forecasted
b. Orders - check read and signed
c. Diversion airfield, facilities available and reported weather
d. Authorization
e. Flight plan - check filed in the ATC
f. Fuel qty - qty required, qty available, and landing fuel minima
g. Emergency equipment available (torch for night flying)
h. NOTAMS checked and noted
j. 700 (F. 700) restrictions imposed in the "F. 700 "& All Up Weight (AUW) not
exceeded

14. Pilots are to check the following, while walking towards the aircraft.

a. Aircraft parked in a suitable position to start up and taxi, no loose articles in the
area affected by slipstream, tail not pointing towards open hangar doors.
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FLYING GUIDE AN-32 B AIRCRAFT

b. Fire extinguisher available and manned.

c. No visible fuel or oil leaks.
d. Check covers and controls locks removed.

GENERAL HANDLING

Initial checks

15. As per the checklist. Pilots are to obtain ATC clearance before starting the APU.

APU start up

16. Ground clearance to be obtained from the ground crew to start APU (Engine No. 3). PIC/
SP should punch clock using right hand while pressing the ‘APU start’ button. Left hand thumb
finger should be kept over the ‘APU Stop’ button until the ‘APU Starting’ light goes off.

SPECIAL NOTE: Check CVR is on prior start the APU.

After starting up APU

17. As per the checklist. Signal should be given to the marshaller to remove the ground power
after connecting the APU power supply.

Main engines start up

18. Ground clearance is to be obtained from the marshaller in respect of the starting engine.
Normally No.1 engine (port side) starts first. PIC/SP is to monitor APU power output and the
starter generator amperages during the starting cycle of main engines. Checks after first engine
started is to be completed once the engine stabilized on the ground speed RPM. COM and Nav
equipment including GPS are to be switched on during these checks. AH synchronization
monitoring system (BKK) is to be reset by switching the test switch to both sides until green
indicator comes.

19. Co-pilot may switch on air-conditioning by opening the bleed valve of the started engine
side. He is to open the bleed valves until flow rate approaches between 3.5 and 4.5 mmHg, then
select auto mode on the bleed valve selection switch. Select the auto mode on the cabin air
condition selection switch. He is to make assure the minimum temperature setting reads not
below 00C at any time.

20. Starting of second engine follows the same sequence and checks after second engine
started is to be completed.

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FLYING GUIDE AN-32 B AIRCRAFT

After starting up main engines

21. After starting up checks are to be done as per the checklist. Minimum 2 minutes settling
time period must be kept shutting down the APU after disengaging. APU panel re-setting must be
done only once the RPM reaches below 20%.

Pre-taxi checks

22. Taxi clearance must be obtained from ATC. Give signal to marshaller to remove chocks
and the external communication link while on parking brakes. PIC/SP should keep left hand on
the tiller and the right hand on throttles once the nose wheel steering mode is selected to ‘TAXI”.
Release parking brakes once the confirmation received that the chocks are removed and
marshaller.

Taxiing

23. Aircraft is taxied using nose wheel steering. However, nose wheel steering takeoff-land
mode must be checked while taxing on a clear stretch. Appropriate taxing speed according to the
taxing area must be maintained by applying brakes.

NOTE: While taxiing on the taxi track PIC/SP is to hand over the controls to other pilot to check
the serviceability of brakes.

24. The aircraft should not be taxied continuously on the brakes (dragging brakes) to avoid
overheating of brakes. The aircraft should be stopped at the holding point and the pilots should
check visually “approach clear” “runway clear” "takeoff path clear" “downwind clear” before
asking for “lineup/crossing clearance".

25. Aircraft navigational instruments serviceability should be checked while turning the
aircraft during taxi.

"Aircraft turning left, turn needle left, slip ball right, HSI and stand by compass readings
decreasing (passing HSI figure), AH erect and no bank, VOR/ADF needle pointing to the
beacon (if available), pressure instruments zero."
"Aircraft turning right, turn needle right, slip ball left, HSI and stand by compass
readings increasing (passing HSI figure), AH erect and no bank, VOR/ADF needle
pointing to the beacon (if available), pressure instruments zero."

26. On the completion of nose wheel steering takeoff-land mode, emergency brakes and
angle of attack indicator, Co-pilot is to read out V1, Vr and V2 after obtaining the takeoff weight
from the load master. PIC/SP is to carry out the captain’s briefing there onwards including
following points.
a. Take off configuration (takeoff power, flap setting and bleed valve open/close).
b. Takeoff procedure with normal flap raising.

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FLYING GUIDE AN-32 B AIRCRAFT

c. Handling of critical emergency below V1.

d. Handling of critical emergency above V1.
e. Actions are to follow if auto feather fails during engine failure.
f. Emergency flap raising (speed above 265kmph, positive ROC, 200’ AGL).
g. Actions during any other emergency.

Line up

27. The aircraft should be stopped at the holding point and the pilots should check visually
“approach clear” “runway clear” "takeoff path clear" “downwind clear” before asking for “lineup
clearance". Line up the aircraft for takeoff using full length of runway. Make sure the nose wheel
is straight before stop the aircraft on the centerline. Line up checks must be carried out holding
brakes. FDI is to be set to ‘SET COURSE’ mode before takeoff. Once T/O clearance is obtained,
throttles are to be advanced for 40% to check ‘Auto-feather ready’.

Takeoff

28. Handling pilot should look out for up and ahead is clear, (select reference point), note
time. Advance throttles to 60% on brakes. Release brakes gradually and advance throttles to
80%/ takeoff power while controlling direction with peddles. Non-handling pilot is to read out
the ASI reading as, “ASI registering, 150, 170, 190, V1, rotate”. The handling pilot will announce
“continue, you have throttles” once the non-handling pilot announces V1. Handling pilot is to
positively rotate (max 110 AOA) once the aircraft reaches Vr. After airborne, maintain V2 till
landing gears up. Make sure positive rate of climb before raising landing gears. Non-handling
pilot is to operate the landing gear lever. Once three greens available, accelerate aircraft to
265kmph. Retract flaps on stages above 200ft. handling pilot is to announce the both gears-up
and flaps-up in stages and non-handling pilot and flight engineer will act double checking the
requirements to initiate actions. Accelerate to 300kmph once the flaps are fully up. Throttles will
be set to climbing power, power 60% once the climbing speed establishes at 300kmph. Trim the
aircraft as required to maintain 300kmph. After takeoff checks will follow up. After takeoff
engine failures are to be practiced only if a type qualified flying instructor available as the non-
handling pilot.

Climb & level off

29. Normal climb is carried out at power 60% at 300kmph for training. Power is to be kept at
80% to maintain 300kmph during operational flights. Engine instruments should be checked
every 1000ft of the climb. Maximum bank angle during the climb is 150. Pilots are to keep a
thorough lookout during the climb.

30. Level off action is to be initiated 10% from the ROC (or 100’ shorter than the intended
level off height). 10,000’ is the general level off height for training pilot may deviate from it
considering the situation. However, this figure may vary according to the situation. Aircraft nose
is to be lowered gradually from the climbing attitude to level attitude with increasing speed to
maintain level flight. When the speed approaches 350kmph (for training), power is to be brought
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FLYING GUIDE AN-32 B AIRCRAFT

back to 42% - 46% to maintain the speed 350kmph. Aircraft is to be trimmed to level attitude and
periodic checks are to be carried out for the first time. Generally, power is reduced to 70% during
operational flights and this may vary according to the requirement. Selecting the “ALT” position
in the FDI control panel will indicate the level attitude in the FD indicator for that aircraft
configuration.

Cruise

31. Cruise is carried out at 350kmph during training. However, power is to be kept at 70% for
operational cruise and figure may vary according to the requirement. Reduce the power as
required if the speed exceeds 460kmph to avoid getting hi speed warning. Reduce speed to
350kmph if encounters weather along the path.

SPECIAL NOTE: Periodic checks are to be carried out every 5-10 minutes, throughout
the flight and "Ops-Normal" radio call transmitted to the ATC. Look out is to be carried
out (to spot other flying objects and birds to effect early avoidance) as frequently as
possible throughout the flight in the following manner.

When the lookout is carried out prior to a turn, the lookout cycle is to be begun
from the side to which the turn would be carried out.

Medium level turns

32. Every turn is to be preceded by a complete LOOKOUT cycle carried out as given in the
"special note", under item 31 above. Aircraft should be rolled with aileron and adequate rudder
applied on the same side to counter adverse aileron yaw and to prevent sideslip. At 300 angles of
bank, ailerons are to be neutralized and sufficient rudder pressure is to be held to prevent sideslip.
Angle of bank is to be held constant at 300 with ailerons, and suitable attitude is to be maintained
for level flight with adequate backpressure on the control column (up-elevator). A good lookout
is to be maintained throughout the turn. Rollout is to be initiated 1/3 angle of bank (100) short of
the planned heading and is to be done by application of opposite ailerons and coordinated rudder
to control adverse aileron yaw. Backpressure held on the control column is to be relaxed
simultaneously to end up at the level attitude when reaching wings level.

Steep turns

33. The basic technique of performing a steep turn remains similar to that of performing a
medium turn, except for the following differences.

When rolling through 300 AOB, power is to be increased to maintain entry speed
throughout the turn. Height can be gained either by increasing back pressure or reducing
bank angle holding same back pressure. Back pressure can be reduced to lose height.
Power should be reduced back when rolling out of the turn. Rollout should be initiated
1/3 AOB (150) short of planned heading.

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FLYING GUIDE AN-32 B AIRCRAFT

SPECIAL NOTE: No turns beyond 450 are permitted in AN-32B aircraft.

Clean stall and recovery

34. HASELL checks are to be carried out as per the checklist. One 1800 LOOKOUT turn, or
0
two 90 LOOKOUT turns are to be performed depending on the situation. Start to get the throttle
to flight idle when reaching 300 to the rollout heading. Throttle should be at ground idle when
rolling out. Remember to keep ball center with left rudder when reducing power and give
sufficient back pressure to maintain level flight. Follow VSI needle to maintain the level flight
since VSI reading is more sensible than the altimeter reaction.

35. Nose attitude is to be gradually raised with decreasing speed to maintain level, and
sufficient left rudder is to be applied to maintain balanced flight. Check U/C warning at 240-
230kmph. Feel the slat operation at approximately 230kmph. Stall till slick shaker warning
appears, caution/warning light and annunciator warning appears. Relax back pressure while
increasing the power to full (preferably 80% for training). Counter yaw with right rudder.

36. Reduce power to 60% when speeding reaching 300kmph. Level off at entry height.
Reduce power to maintain straight and level at 350kmph. Carryout EGO checks.

37. Handling pilot is supposed to handle throttle movements during the maneuver.

SPECIAL NOTE: Intentional stalling must be carried out with a height sufficient to
recover by minimum of 8000ft.

Stall with flaps

38. Entry is to be carried out as the clean stall entry procedure except lower flaps to 150 priors
enter into LOOKOUT turn. Check speed below 345kmph before lower flaps. Lower flaps to 250
once roll out on the desired heading to carry out the stall and recovery. Make sure that the speed
below 315kmph when lowering flaps. Continue as clean stall and recovery once lower the flaps.
Flaps are to be retracted to 150 while opening power to recover from the stall. Retract flaps fully
once the aircraft gains positive rate of climb.

Simulated circuit stalls

39. HASELL checks are to be carried out while maintaining level flight. Downwind heading,
runway heading, downwind height, ground datum and line up height are to be announced to the
other crew members. Aircraft is to be turned to the downwind heading. This is to be followed
with pre landing checks. The LOOKOUT of the HASELL checks is to be performed with the
simulated base turn.

SPECIAL NOTE: Intentional stalling must be carried out with a height sufficient to
recover by minimum of 8000ft.

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FLYING GUIDE AN-32 B AIRCRAFT

40. Initiate the base turn at the completion of pre-landing checks. LOOK OUT is to be carried
out prior enter the turn. Reduce power (preferably 38%) and initiate base turn with 270kmph.
Trim the aircraft during the base.

41. Carry out final checks after rolling out on the opposite direction. Reduce power to 30%
after lowering flaps to 250. Maintain a shallow descend to stretch the descent without applying
power to enter into the stall. (After line-up on finals, maintain a shallow rate of descend while
reducing speed by progressively raising nose). A/C should not be entered into a climb during the
approach.

42. Recovery should be initiated at the stick shaker warning or when reaching speed of
220kmph to recover the speed prior reaching 210kmph. Lower attitude slightly to un-stall the
aircraft and simultaneously advanced power to 80%. Call flight engineer for raising flaps to 150
while advancing throttle. When positive rate of climb, call for non-handling pilot to get the U/C
up. Raise the flaps to zero in stages once positive rate of climb, speed above 265kmph and height
from 400ft above simulated ground datumn are obtained. Get the climbing attitude and reduce
power to 60% when the speed reaches 300kmph. Carry out after T/O checks. EGO checks are to
be performed after completion of after T/O checks. Level off at the previous leveled off height.

Spinning

43. Practice of spinning is prohibited in AN-32B aircraft.

Rejoin

44. Carry out pre-descend checks & give R/T call. Follow the ATC instructions and plan
descend. Maintain speed below 450kmph and reduce power as applicable. Minimum power
setting is to be maintained above flight idle unless an emergency descends. Reduce speed to
350kmph if encounters weather along the path.

Normal circuit

45. Take off is to be performed as per Para 28 of this document. Climb is continued at
300kmph speed with 60% power. On completion of after take-off checks, a complete
LOOKOUT cycle is to be carried out and the aircraft is entered into a climbing turn with 15o
angle of bank to roll out on downwind heading. During second half of the crosswind, the angle of
bank is to be adjusted to follow a semi-circular flight path, and to roll out on downwind at the
correct displacement (2.5-3nm) the runway. When approaching 1500ft AGL, nose is to be
lowered to level off. Power is to be reduced (approx. 42-46%) to maintain 320 – 330kmph in the
downwind segment. Aircraft is to be trimmed to maintain level flight. Pre-landing checks are to
be carried out after giving the downwind call. However, lowering of U/C and flaps could be
delayed according to ATC instructions such as delays due to other traffic. The base turn is
initiated by reducing power (approx. 38%), when the landing threshold appears 50o. The aircraft
is to be trimmed to a sufficiently nose low attitude to maintain a speed of 270kmph. During the

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FLYING GUIDE AN-32 B AIRCRAFT

base turn AOB is to be manipulated to follow a semi-circular path and to roll out on finals over
the extended runway centerline. However, preferably it is advised to maintain 15o -20o AOB
during the first half of the base turn and manipulate AOB during the second half. Power should
be adjusted as to roll out on finals at 700-800ft AGL. Finals checks are to be completed after
rolling out on finals. ATC clearance for landing/ touch & go is to be obtained. Power is to be
adjusted to maintain the appropriate approach speed calculated according to the weight.
Approach is to be continued as a reducing speed approach starting at 270kmph from the line-up
point to be at correct approach speed prior round out.

46. Round out is to be initiated approximately at 50’ above the runway surface to settle down
in a flare out 6-8’ above the runway surface. Immediately after the flare-out, throttle is to be
brought back to idle power with simultaneous application of left rudder to control the resulting
yaw. Nose attitude is to be gradually and continuously raised with decreasing speed to hold the
aircraft just off the ground, until the landing attitude is reached and then held steady for the
aircraft to touch down.

47. Nose wheel is to be held above the ground if a roller is planned. Handling pilot will call
for flaps 15o if a roller is initiated and power is to be increased to take-off setting gradually
maintaining the center line. Handling pilot can take the assistance of the non-handling pilot to
operate throttle during the roller.

48. Handling pilot should call for withdraw if a full stop is planned. Handling pilot should
ensure the throttles are at ground-idle position before giving the command. Taxi mode is to be
selected only once the aircraft attains a controllable speed to taxi using the taxi mode. After
landing checks are to be followed.

Flapless and 150 flaps circuit

49. Same technique to be followed same as for normal circuit until the downwind. No flaps
are to be lowered during the downwind if no flap circuit is to be flown. Flaps are to be lowered to
150, if the landing is performed with take-off flaps setting. Non-handling pilot is to announce the
approach and landing speeds according to the calculated weight of the aircraft before entering
into the base turn. Base turn will be performed as the normal circuit pattern. No flap extensions
are to be done during the approach. Approach power setting will be lesser than the normal
approach since less drag is encountered due to lower flap extensions compared to normal
approach. Aircraft will approach with a higher nose attitude than the normal approach and pilots
must ensure that the aircraft is not reaching its critical angle of attack during the approach and
landing phase. Flatter round-out is to be performed. It is not advised to arrest the sink after flare-
out as the aircraft will be at a higher nose attitude and the arresting will lead to a stall. Lower
nose immediately once the main wheels touch the ground. Specially during no flap landing,
keeping the nose up will lead to a pre-mature airborne if the nose is lowered immediately. Call
for flaps 150 if planned for a roller.

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380 flaps circuit

50. Same technique to be followed same as for normal circuit until the final approach. Non-
handling pilot is to announce the approach and landing speeds according to the calculated weight
of the aircraft before entering into the base turn. Lowering of flaps from 250 to 380 should
preferably be done after turning on to final approach and when safe landing is certain. Adjust
approach to initiate flare out at the beginning of the runway and bring the throttles to flight/
ground idle. Subsequent actions are as of normal landing.

SPECIAL NOTE: Throttle angle should not exceed 80% when approaching with 380 flaps.

Bad weather circuit

51. Basic technique is to be followed as the normal circuit, except for the following
differences. A steeper crosswind turn is to be performed to roll out on downwind closer to the
runway than in the normal circuit. Aircraft is to be leveled off at 500ft/1000ft (depending on
obstacles in the area) and fly the downwind at 500ft/1000ft. The base turn is initiated when the
landing threshold appears 45°. The aircraft is to be entered into a steeper base turn with lower
power than the normal circuit and trim for 270kmph. Aircraft is to roll out on finals by 500ft
AGL over the point on the extended centerline, abeam which the base turn was entered into.
There after the approach is to be continued as in the normal circuit.

NOTE: A level base turn is to be performed if 500ft selected for downwind height.

Touch and go – both engines in operation

52. set elevator trimmers to takeoff when the main wheels are firmly on ground after touch
down. Flaps are to be set to 150 by the flight engineer. Set throttles to required takeoff power
setting by handling pilot or get the assistance from non-handling pilot to set takeoff power.
Continue normal takeoff procedure.

NOTE: Minimum runway length for flight idle touch-and-go landings is 6,000 feet.
Minimum runway length for all other touch-and-go landings is 7,000 feet.

SPECIAL NOTE: Throttles are not to be brought below flight idle during touch and goes.

Go around – both engines in operation

53. Give call. Advance throttles to takeoff power setting while gradually attaining the takeoff
attitude. Immediately get the flaps to 150 if the flaps are lowered below 150 to reduce the drag.
U/C should be retracted after achieving positive rate of climb. Lower nose slightly to maintain
speed above 265kmph keeping positive rate of climb. Raise the flaps once the aircraft gains
height above 400ft AGL. Carryout after takeoff checks as of normal takeoff.

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Short-field takeoff

54. Set flaps to 250 on line-up. Open full power (100%) on brakes at the takeoff point.
Release brakes as the engines gain max torque and rotate at170 – 200kmph. Aircraft will lift off
at 180 – 210kmph. Retract gears when positively airborne and continue climb with the V2 speed
till 400ft or clear of obstacles. Thereafter increase speed to 265kmph. Retract flaps in stages and
continue as for normal takeoff.

Short-field landing

55. Continue as of normal circuit till the commencement of base turn. Attain and maintain the
recommended approach speed by last 45' of the base turn. Select flaps to 380 in the short finals
and adjust throttles to maintain speed 200- 225kmph. Maintain the speed recommended in the
check list for the AUW (200-225kmph) and give call. Initiate flare out short of touch down point
and bring throttles to zero during /after flaring out. Consequent sink being counteracted by
positive check of height and lower nose wheel just after touch down. Withdraw props and apply
max brakes.

SPECIAL NOTE:

a. Short-field landing is not recommended in case of strong cross wind,

turbulence, and gusty winds.

b. Do not use excessive brakes to avoid tire burst during training.

c. After landing return to dispersal and switch off engines immediately. Cool
down the brake assembly with compressed air/water.

d. Landing run required with moderate brake applications is 1500 to 2000ft.

Single engine operation circuit and landing

56. Continue takeoff if engine failure after V1. Maintain directional control and positively
identify the failed engine by all-crew members. Carry out manual feathering if auto feather fails.

57. Gears up at 20ft and positive rate of climb. Maintain V2 speed till 400 ft. Lower nose to
accelerate the aircraft to 265kmph after 400ft and initiate retraction of flaps in stages to complete
at 290kmph.

58. Adjust live engine throttle as required depending on AUW. Continue climb to 1500 ft.
Turn left or right with 150 maximum AOB to join downwind. If possible, select circuit patten
towards the live engine side. Carry out pre-landing checks in the downwind and lower U/C
abeam the downwind threshold. Select flaps 150 before entering into the base turn. Non-handling

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pilot is to announce the approach and land speeds calculated for landing weight. Intercept the
approach path prior 600ft on final approach with correct speed. Carry out asymmetric checks
before reaching visual committed height (VCH) of 500ft.

a. Gears down - three greens

b. Cleared to land - (by ATC)
c. Good approach (speed and approach angle correct)

59. Initiate go around by 500ft at the discretion of the captain if any of the above conditions
are not satisfied.

SPECIAL NOTE: Maximum of 150 flaps will be lowered during single engine approach
and landing.

Engine failure on takeoff before V1

60. Warn crew having decided to abort the takeoff. Handling pilot will get both throttles to
ground idle. Maintain directional control with rudder. Withdraw FLPS and push the control
column fully forward. Apply max brakes if required depending on the available runway length.

Engine failure on takeoff after V1

61. Having decided to continue take off, use rudder and ailerons towards live engine to
maintain directional control on runway heading. Open throttles to take off power as required.
Rotate at Vr. Establish up to 50 AOB towards live engine and use rudder to keep straight. Select
U/C up when positive rate of climb is attained. Air bleed valves are to be closed. Check whether
the failed engine feathered automatically. Feather manually with feathering button or hydraulic
shut down valve if failed engine failed to auto feather. Challenge and response method is to be
followed during the manual feathering sequence.

62. Maintain V2 speed during the climb. Accelerate to speed above 265kmph and raise flaps
from 150 to 00 in stages. Carry out after takeoff checks. Subsequent actions on completion of
after takeoff checks. Challenge and response method is to be followed during the subsequent
actions. Continue as a single engine circuit and landing.

Go around - single engine in operation

63. Set the throttle of the operating engine to 100% at or above VCH of 500ft.
Simultaneously raise flaps to 150 and ensure air bleed valves are closed. Maintain direction with
the help of rudder and aileron. Continue as a single engine circuit and landing.

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FLYING GUIDE AN-32 B AIRCRAFT

Landing with cargo door open

64. Follow the normal circuit pattern except final approach. Maintain approach speed of 210-
240kmph with 250 flaps. Flare out initially at a height of 6 - 3 m AGL and descend gradually
until touch down. Touch down will be approximately on three points.

SPECIAL NOTE: During cargo door open;

a. Max speed is 355kmph
b. Recommended speed is 220 – 240kmph with flaps set to 150 - 250
c. Max G limit is +1.5 g
d. Max bank angle is 300
e. Avoid slipping in excess of one ball diameter in maneuver
f. Go around as of normal with flaps 250
g. Max taxiing speed is 15kmph

After landing

65. Flight engineer will read out the after landing checks once the aircraft is settled after
landing. After stopping at the dispersal as guided by the marshallar, parking brakes are to be
applied and the gust lock is to be engaged. Aircraft engines are to be shut down when the
shutdown checks are completed to that particular point.

Aerobatics

66. An-32 B aircraft will not be used for any aerobatic maneuver.

GENERAL HANDLING PROFILE

67. Following is the general handling profile to be followed during general handling tests.
Instructors/ Examiners may carryout alteration depending on the situation.

a. SUTTO
b. Climbing turns 180°/90°
c. Level off
d. 30° turns (left/right)
e. 45° turns (left/right)
f. Clean stall and recovery
g. Simulated approach stall and recovery
j. Rejoin
m. Circuits as planned

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FLYING GUIDE AN-32 B AIRCRAFT

INSTRUMENT FLYING

68. Is an art of flying an aircraft with sole ref to instrument when the natural horizon is
obscured or not visible due to bad Wx or poor visibility. However, pilots will practice instrument
flying during training sorties keeping sole reference to the instruments. Simulated emergencies
such as engine failures or engine fires below 4000ft are to be carried out only when a Qualified
Flying Instructor acts as the non-handling pilot.

Checks on instruments

69. Check the serviceability of COM/ NAV instruments after start-up. Instruments check is to
be carried out while taxing on the R/W. Check the serviceability of COM/ NAV indicators and
flight instruments as follows;

“Aircraft turn left, turn needle left, slip ball to right, radio magnetic indicator figures decreasing,
ADF needle pointing towards beacon, AH steady.”

70. It is suggested to keep one VOR set on VOR frequency and other VOR set on ILS
frequency available for the runway in use for takeoff with OBS set for takeoff heading if the
runway is equipped with VOR and ILS.

Takeoff

71. The handling pilot will wear the IF glass after line-up to practice instrument takeoff only
during training flights. However, non-handling pilot is to keep a thorough attention on the takeoff
path and the cockpit indications since the visual references of the handling pilot are being
restricted. Further non-handling pilot (safety) is to be ready to take over controls if a situation
arises. No limited panel takeoffs are to be practiced. Carrying out after takeoff checks once the
aircraft safely airborne. After takeoff engine failures are to be practiced only if a type qualified
flying instructor available as the non-handling (safety) pilot.

Climb

72. Aircraft is to be turned towards the training area as per the ATC instructions. Handling
pilot can select whether to continue with IF glass or obstruct the vision with blinds which ever
comfortable for him once the aircraft is settled in the climb. Maintain speed 300kmph with 60%
power during training sorties. Maximum AOB during climb is 150. Handling pilot is to get the
assistance of non-handling (safety) pilot to carry out LOOK OUTs when required. Flight
engineer to check T's and P's and engine instruments at every 1000ft.

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FLYING GUIDE AN-32 B AIRCRAFT

Bearing interceptions (outbound)

73. Pilot is to announce the OBS to be set on the OBS selector in the VOR control panel
situated overhead. Flight engineer will set the OBS and confirm. Set FDI to ‘NAV’ from ‘SET
COURSE’.

Note: Out bound heading of the aircraft will be set in the OBS during out bound interception. Ex.
if out bound radial 040 is to be intercepted, out bound heading of the aircraft will be 040 and 040
is to be set on the OBS.

74. Turn the aircraft to the heading according to the bearing selected for out bound
interception. Ex. if radial 040 out bound is to be intercepted, turn to heading 040. Get the
deflection of the deviation bar indicated in the HSI. Turn the aircraft towards the deflection from
the original heading. The amount of heading deviation will be dependent upon the amount of
deflection and heading deviation is permitted to a maximum of 600 from the original heading.
Gradually get the aircraft to original heading once the deviation bar starts moving towards the
center.

75. Instead of above procedure, the inbound interception can be done using VOR/ADF
pointer indicator using below method.

76. Turn to the out bound bearing heading. Check the needle deflection from 6 o'clock
position in the ADF indicator. Double the deflection angle, turn by that amount towards the
needle head. Maximum turn permitted is 600. When the needle deflection approaches the
magnitude of the correction angle, turn to the original heading.

Level off

77. Level off to be performed with the instrument references. Power is to be adjusted
approximately 42-45% to maintain speed 350kmph after leveling off. Flight engineer is to carry
out period checks every 10 minutes.

Medium level turns

78. Normal procedure to be followed with sole reference to instruments.

Steep turns

79. Steep turns/ turns beyond 300 are not practiced during instrument flying.

Clean stall and recovery

80. Entry procedure will be same as in general handling. However, the pilot is to ensure
smooth handling since no visual references are used during the maneuver. Recovery is to be done

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FLYING GUIDE AN-32 B AIRCRAFT

at the Extend U/C warning which illuminates at 240kmph. Slat operation will take place at
230kmph which the pilot will sense if delayed recovering at 240kmph.

81. Pilot will apply power to 80% while maintaining the height. Apply sufficient amount of
left rudder to maintain the direction. Climb out at 270kmph. Get the power to 60% when the
speed approaches 300kmph. Level off at the original height. EGO checks are to be performed.

Transfer to limited panel

82. The pilot will transfer to limited panel by covering the main AH. However, the pilot can
use stand by AH to get references. Handling pilot will hand over controls to non-handling pilot
when covering the AH.

83. Pilot will fly straight and level flight with limited panel until he gets used with. He will
continue with the rest of the profile once he is comfortable with aircraft handling in limited
panel.

Rate one turn

84. Pilot is to turn the aircraft 3600 in 2 minutes. The speed of 350kmph is to be maintained
and ensure the serviceability of the clock before entering into turn.

85. Turn needle will indicate the rate one turn which is around 250-300 AOB in the AH. Pilot
is to call for punch clock once the heading starts to move and non-handling (safety) pilot will
punch the clock. Non-handling pilot will announce the time with sufficient gaps. Pilot is to
manipulate AOB in order to complete the turn within 2 minutes. Cross check altimeter and VSI
to maintain level flight during the turn.

Simulated approach stall and recovery

86. Procedure will be same as in general handling. However, the pilot is to ensure smooth
handling since no visual references are used during the maneuver. Simulate approach stall and
recovery will be practiced with limited panel during training.

Descent

87. Pre-descent checks are to be carried out and intention of the pilot is to be briefed during
the landing briefing. Descend should be planned according to the intention and rate of descend to
be adjusted maintaining speed 350kmph (speed 300 – 450kmph can be maintained during the
descend). Turn towards the beacon and home on to the beacon if planning to join for VOR/ NDB.

88. Chart briefing to be one during rejoining and handling pilot is to hand over controls to
non-handling (safety) pilot to conduct the briefing. Proper briefing is to be given including

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FLYING GUIDE AN-32 B AIRCRAFT

heading and speed to be maintained and height to be maintained or level off when handing over
controls. Pilot is to cover following aspects during the chart briefing;

a. Listening to ATIS to get latest aerodrome information or acquire latest aerodrome

information including winds from ATC tower
b. Identify entry to hold if joining to VOR/ NDB hold or entry procedure for
instrument approach
c. Set nav aid frequencies with relevant OBS
d. Set MDH/ DH in radar altimeter
e. Wind correction

Bearing interception (inbound)

89. Pilot is to announce the OBS to be set on the OBS selector in the VOR control panel
situated overhead. Flight engineer will set the OBS and confirm. Set FDI to ‘NAV’ from ‘SET
COURSE’.

Note: Inbound heading of the aircraft will be set in the OBS during inbound interception. Ex. if
inbound radial 040 is to be intercepted, inbound heading of the aircraft will be 220 and 220 is to
be set on the OBS.

90. Turn the aircraft to the heading according to the bearing selected for inbound interception.
Ex. if radial 040 inbound is to be intercepted, turn to heading 220. Get the deflection of the
deviation bar indicated in the HSI. Turn the aircraft towards the deflection from the original
heading. The amount of heading deviation will be dependent upon the amount of deflection and
heading deviation is permitted to a maximum of 900 from the original heading. Gradually get the
aircraft to original heading once the deviation bar starts moving towards the center.

91. Instead of above procedure, the inbound interception can be done using VOR/ADF
pointer indicator using below method.

92. Turn to inbound bearing heading. Check the needle deflection from the 12 O'clock
position (in the VOR/ ADF indicator). Double the deflection angle and turn by that amount
towards the needle head. Maximum turn permitted is 900. When the needle deflection approaches
the magnitude of the correction angle, turn to the original heading coordinated with the deviation
bar of the HSI.

Let down procedure for VOR hold and approach

93. Pilot must adhere to standard holding pattern procedures. Hold to be flown at 350kmph
with appropriate power approximately 40-44%. Maximum bank angle during the hold to be
maintained as rate one turn or 250 AOB whichever is lesser.

94. Wind correction during the hold to be done as follows;

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FLYING GUIDE AN-32 B AIRCRAFT

a. Due allowance for winds should be made in both heading and timing to
compensate for the effects of known wind.

b. Drift. As drift allowance cannot be applied during the turns, 3 times the drift (up
to a maximum of 300) is allowed on the out bound leg. One times the drift is applied on
the inbound leg. The bank may be varied (up to 250 or rate one, whichever is the lesser
bank) during the final part of the inbound turn to roll out on the desired track.

c. Timing. It is necessary to know or estimate the head/tail wind component in the

out bound leg in order to correct the timing. Allow 1 second per 2 knots of wind
component; this should be added to the standard time of headwind or subtracted for a
tailwind. Timing action starts abeam the beacon. (Volume 5 of AP 3456)

95. Out bound to be carried out depending on the ATC instructions. Reduce power as
required to achieve the cleared level. Pre-landing checks are to be completed prior base turn.
Reduce speed to 300kmph when initiating the base turn and further reduce to 270kmph at the
completion of the base turn. The AOB of the last 900 of the base turn is to be manipulated in
order to intercept the radial of the final approach.

96. Pilot is supposed to achieve the starting height of the final approach prior arriving at the
top of final approach. Complete the final checks before starting the final approach and lower
flaps to 250 just before commencing the final descend. Approach flaps to be kept as 150 if a
single engine approach is made. Approach speed calculated according to the weight of the
aircraft is to be maintained during the final approach. The AN-32 is a category "C" aircraft. If
approach speeds exceed 260 kmph, the minimums for category "D" will be used.

97. Continue approach visually if the runway is visual by MAPT. If not, pilot is to adopt
missed approach procedure stipulated in the instrument approach chart.

Let down procedure for NDB hold and approach

98. Pilot must adhere to standard holding pattern procedures. Hold to be flown at 350kmph
with appropriate power approximately 40-44%. Maximum bank angle during the hold to be
maintained as rate one turn or 250 AOB whichever is lesser.

99. Wind correction during the hold to be done as follows;

a. Due allowance for winds should be made in both heading and timing to
compensate for the effects of known wind.

b. Drift. As drift allowance cannot be applied during the turns, 3 times the drift (up
to a maximum of 300) is allowed on the out bound leg. One times the drift is applied on
the inbound leg. The bank may be varied (up to 250 or rate one, whichever is the lesser
bank) during the final part of the inbound turn to roll out on the desired track.

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FLYING GUIDE AN-32 B AIRCRAFT

c. Timing. It is necessary to know or estimate the head/tail wind component in the

out bound leg in order to correct the timing. Allow 1 second per 2 knots of wind
component; this should be added to the standard time of headwind or subtracted for a
tailwind. Timing action starts abeam the beacon. (Volume 5 of AP 3456)

NOTE: Pilot may carry out 5T’s as follows every instance approaching over the beacon.

Turn (to the next heading)

Time (Punch clock)
Throttle (As required)
Talk (Give appropriate R/T call)
Think (Next step)

100. Out bound to be carried out depending on the ATC instructions. Punch clock over the
beacon and reduce power as required to achieve the cleared level. Pre-landing checks are to be
completed prior base turn. Reduce speed to 300kmph when initiating the base turn and further
reduce to 270kmph at the completion of the base turn. The AOB of the last 900 of the base turn is
to be manipulated in order to intercept the bearing of the final approach.

101. Pilot is supposed to achieve the starting height of the final approach prior arriving at the
top of final approach. Complete the final checks before starting the final approach and lower
flaps to 250 just before commencing the final descend. Approach flaps to be kept as 150 if a
single engine approach is made. Approach speed calculated according to the weight of the
aircraft is to be maintained during the final approach.

102. Continue approach visually if the runway is visual by MAPT. If not, pilot is to adopt
missed approach procedure stipulated in the instrument approach chart.

Overshoot with both engines in operation

103. Initiate actions at the MDA/DA (MDH/DH). Apply power to 80%. Raise the flaps to 150.
Retract U/C once the positive rate of climb is achieved. Raise flaps in stages if the speed above
265kmph, positive rate of climb and height is above 400ft. Increase speed to 300kmph and
reduce power as required (60% power during training). Follow ATC instructions and carry out
after takeoff checks.

SPECIAL NOTE: Check positive rate of climb before raise flaps.

Overshoot with single engine in operation

104. Initiate actions at the MDA/DA (MDH/DH). Apply power to 90%. Retract U/C once the
positive rate of climb is achieved. Raise flaps in stages if the speed above 265kmph, positive rate
of climb and height is above 400ft. Increase speed to 300kmph. Follow ATC instructions and
carry out after takeoff checks.

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FLYING GUIDE AN-32 B AIRCRAFT

SPECIAL NOTE: Check positive rate of climb before raise flaps.

INSTRUMENT FLYING PROFILE

105. Following is the instrument flying profile for the IRT. Instructors may carryout alteration
depending on the situation.

a. SUTTO (Instrument takeoff)

b. IF departure, track to training sector
c. Out bound bearing interception
d. Level off
e. 30° turns (left and right)
f. Clean stall and incipient stage recovery (recover at Extend U/C warning)
g. Transition to limited panel
h. Timed turns (rate one turns)
j. Simulated approach stall and recovery
k. Rejoin (inbound interception/ home on to the beacon)
l. Non-precision and precision approaches

AIRWAY NAVIGATION

106. Refer Chapter 10 of AN-32 SOP. However, following figures are to be used for
calculations.

a. Climbing rate - 1250ft per min

b. Descend rate - 1500ft per min
c. Cruise speed - 240kts (approx. 450kmph)
d. Max endurance - 4 hours 20 minutes
e. Safe endurance - 3 hours 30 minutes
f. Max cruise ceiling - 8000m (approx. 24000ft)
g. Average fuel consumption - 1200kg/hr (in air)
- 800kg/hr (on ground)
FORMATION FLYING

107. A comprehensive formation briefing is to be carried out by the formation leader before a
formation flight is undertaken. Details to be covered in the briefing and the sequence to be
followed, is to conform to the sequence described in RAF AP 3456 Vol. 5. Separate radio
frequency may be used to communicate within the formation.

108. When airborne, the lead aircraft is to maintain 70% power in the climb with the speed of
300kmph. Power setting for cruise and descend are to be decided by the lead aircraft according to
the requirement. However, lead aircraft should not decrease power below 30% to keep tolerance
for wing men. The formatting aircraft are to maintain sufficient power to keep station.

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FLYING GUIDE AN-32 B AIRCRAFT

109. Visual references for station keeping at "echelon" and "line astern" positions are as
follows.

a. Echelon

Vertical - Both top and bottom surface of the wing visible equally
Fore & aft - Lead pilot window and engine spinner of the same side in line
Lateral - wing tip to wing tip 50ft apart (visually judged)

NOTE: Total aircraft of the leader must be visible through the window.

b. Line Astern

Vertical - Both top and bottom surface of the wing visible equally
Fore & aft - Tips of main plane should touch the edges of the windshield
Lateral - self in line with lead aircraft’s longitudinal axis

LOW FLYING

110. Before descending to low level pre-descend checks should be carried out and QFE set on
altimeter. Seat belts should be checked for tightness. The aircraft should be slightly timed
upwards.

NIGHT FLYING

111. To carryout efficient and safe night flying training following procedures are to be strictly
adhered to;
a. A detailed night flying briefing is to be carried out by Officer I/C Night Flying
before commencement of programmed night flying training on airfield and aircraft
lighting system and night flying procedure and techniques.

b. Pilots must have flown during daytime on type on the same day.

Note: Above procedures are not applicable for night operational flights.

112. Before starting all crew are to put all cockpit lights to maximum illumination and
subsequently adjust the brightness with the help of dimmer. Navigation lights should be kept
switched on during external checks. Taxi lamp should be used to communicate with the
marshaller instead of hand signals.

a. Taxi lamp on /off (1st time) - To get clearance to start APU

b. Taxi lamp on /off (2nd time) - To disconnect external power
c. Taxi lamp on /off (3rd time) - To get clearance to start No.1 engine
d. Taxi lamp on /off (4th time) - To get clearance to start No.2 engine

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FLYING GUIDE AN-32 B AIRCRAFT

e. Taxi lamp on /off (5th time) - To chocks off

f. Taxi lamp on continuously - To wave off marshaller

113. Taxiing is to be done with the taxi lights on. The judgment of speed is more difficult at
night than daytime due to lack of visual references. Therefore, care must be taken to keep taxiing
speed down to normal. In case of any doubt, stop immediately; use the light in the T/O LDG
mode to orientate.

114. Switch off the taxi lights when the aircraft straightens out for stopping in the parking area
to help the marshaller.

SPECIAL NOTE: T/O LDG mode of the landing light can be used on ground for maximum
of 05 minutes.

Takeoff

115. Initially pilot will remain visual by reference to the runway lights and complete transfer to
instruments should be accomplished by the disappearance of runway lights. Other procedures are
same as Para. 28.

Circuit and landing

116. The circuit procedure during night is same as of the daytime except the following.
a. Remain on instruments till 500ft of height after takeoff.
b. Take the help of runway approach aids on final approach.
Bad weather and short circuits

117. Bad weather and short circuits may be practiced at night with specific authorization of the
CO. Procedure will remain unchanged as daytime.

Use of lights during takeoff and landing

118. All takeoffs and landings are to be carried out with landing lights on as a rule. Takeoffs
and landings without LDG/ taxi light may be carried out for training purposes only in dual
missions.

SPECIAL NOTE: Approach and landing is allowed with taxi lights during rain, drizzle, or
fog.

NOTE:

a. During missions involving day and night flying, the aircraft's internal lighting
system to be switched on 30 minutes before official sunset.

b. At night, every effort must be made to give all circuit R/T calls from the standard
position.

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FLYING GUIDE AN-32 B AIRCRAFT

c. If there is a strong reflection of the navigation and anti-collision lights from

clouds, rain, drizzle, or fog then the lights may be switched off.

d. All external lights may be switched off at the discretion of the captain in
operational areas.

NIGHT FLYING TRAINING PROFILE

119. Following is the general handling profile to be followed during general handling tests.
Instructors/ Examiners may carryout alteration depending on the situation.
a. SUTTO
b. Climbing turns 180°/90°
c. Level off
d. 30° turns (left/right)
e. Clean stall and incipient stage recovery
f. Simulated approach stall and recovery
g. Rejoin
h. Circuits as planned

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FLYING GUIDE AN-32 B AIRCRAFT

REFERENCES

1. Standard Operating Procedure of AN-32 aircraft

2. Air Staff Orders
3. Flying Orders of No. 2 Squadron
4. AP 3456

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FLYING GUIDE AN-32 B AIRCRAFT

ANNEX A

PRE-FLIGHT EMERGENCY BRIEFING, CAPTAIN’S BRIEFING & LANDING

BRIEFING

Pre-flight emergency briefing

In case of an emergency during starting up, any crew member can come through intercom and
inform. We’ll stop starting up and attend for the emergency. In case of an emergency during taxiing, any
crew member can come through intercom and inform. We’ll stop taxiing and attempt for the emergency.

V1, VR & V2 respectively (210, 220, 230 kmph). If speed below V1, we’ll abort take off stay on
ground and Flight Engineer stand by to withdraw on my command with the confirmation of non-handling
pilot. If speed is above V1, we’ll continue takeoff, climb to 1500’ on runway heading, fly an asymmetric
circuit and land. Emergency flap raising speed is 265 kmph, positive rate of climb and 400ft AGL. If auto
feather fails, I’ll identify and nominate, Flight Engineer standby to carry out manual feathering.

In case of an emergency during cruising, we’ll attempt for the emergency as per the checklist,
SOP and Flight manual.

During the final stages of landing, we’ll continue to do a safe landing and Flight Engineer standby
to withdraw on my command with the confirmation of non-handling pilot.

Captain’s briefing

I will takeoff with (80% power), (150) flaps and bleeds remain (open) for the
takeoff.

V1, VR & V2 respectively (210, 220, 230 kmph). If emergency occurs speed below V1, we’ll abort
take off stay on ground and Flight Engineer stand by to withdraw on my command with the confirmation
of non-handling pilot. If speed is above V1, we’ll continue takeoff climb to 1500’ on runway heading, fly
an asymmetric circuit and land. Emergency flap raising speed is 265 kmph, positive rate of climb and
400ft AGL. If auto feather fails, I’ll identify and nominate, Flight Engineer standby to carry out manual
feathering.

Landing briefing

For roller
I’ll carry out a roller on this approach with (250) of flaps with flight idle. Flight
Engineer standby to raise/ lower flaps to 150 on my command.

For full stop

I’ll carry out a landing on this approach with (250) of flaps and zero throttle.
Flight Engineer standby to withdraw on my command.

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FLYING GUIDE AN-32 B AIRCRAFT

ANNEX B

APPROACH AND LANDING SPEEDS

Takeoff 20 21 22 23 24 25 26 27
V1 15 flaps 210 210 210 210 210 220 220 220
VR 15 flaps 220 220 220 220 220 230 230 230
V2 15 flaps 230 230 230 230 230 240 240 240
Climbing 270 280 280 280 290 290 300 300
V1 25 flaps 170 175 180 185 190 195 195 200
VR 25 flaps 175 180 185 190 195 200 200 205
V2 25 flaps 220 220 220 220 220 220 220 220
Landing 20 21 22 23 24 25 26 27
Appr 0 flaps 250 260 260 270 270 280 280 290
Appr 15 flaps 230 240 240 250 250 260 260 270
Appr 25 flaps 210 220 220 230 230 240 240 250
Appr 38 flaps 200 200 210 210 210 220 220 230
Land 0 flaps 230 240 240 250 250 260 260 270
Land 15 flaps 220 220 220 230 230 240 240 250
Land 25 flaps 190 200 200 210 210 220 220 230
Land 38 flaps 180 180 190 190 190 200 200 210

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FLYING GUIDE AN-32 B AIRCRAFT

ANNEX C

TOLD DISCRIPTION
Accelerate stop distance required and takeoff distance required

OAT – 300C Aerodrome elevation – 0 ft Nil winds

Take off power Flaps – 150

AUW 27t 26t 25.5t 25t 24.5t 24t 23.5t 23t 22t 21t

ASD
5250ft 4950ft 4785ft 4655ft 4555ft 4520ft 4490ft 4455ft 4405ft 4355ft
T/OFF
2710ft 2455ft 2350ft 2245ft 2180ft 2130ft 2080ft 2030ft 1915ft 1835ft
RUN

T/OFF
4290ft 3960ft 3795ft 3630ft 3550ft 3415ft 3235ft 3085ft 2825ft 2625ft
DIST

Minimum landing distance required, and minimum landing run required

OAT – 300C Aerodrome elevation – 0 ft Nil winds

Flaps – 250

LDGW 25t 24.5t 24t 23.5t 23t

LDG DIST 4885ft 4820ft 4750ft 4685ft 4620ft

LDG RUN 2380ft 2330ft 2270ft 2210ft 2180ft

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FLYING GUIDE AN-32 B AIRCRAFT

ANNEX D

BASIC CONVERSION TRAINING SYLLABUS

LEFT SEAT

S/NO PHASE MISSIONS DURATION HOURS

01 General Flying Phase 03 1:00 3:00
(Including Asymmetric)
02 Circuit and Landing Phase 05 1:00 5:00
(Including Emergencies)
03 Circuit Check 01 1:0 1:00
04 1st Captaincy on Type 01 0:15 0:15
05 Instrument Flying Phase 04 1:00 4:00
06 Instrument Rating Test 01 1:00 1:00
07 Night Flying Phase 02 1:00 2:00
08 1st Captaincy at Night 01 0:30 0:30
09 Airway Flying Exercise 02 1:00 2:00
10 Final Handling Test 01 1:00 1:00
TOTAL 21 19:45

RIGHT SEAT CONVERSION

S/NO PHASE MISSIONS DURATION HOURS

01 General Flying Phase 01 1:00 1:00
02 Circuit and Landing Phase 01 1:00 1:00
03 Route Flying 01 2:00 2:00
TOTAL 03 4:00

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FLYING GUIDE AN-32 B AIRCRAFT

ANNEX E

CAPTAINCY CONVERSION TRAINING SYLLABUS

S/NO PHASE MISSIONS DURATION HOURS

01 General Flying 02 2:00 2:00
02 Instrument Flying 01 1:00 1:00
03 Night Flying 01 1:00 1:00
04 Route Check 01 2:00 2:00
04 FHT 01 1:00 1:00
TOTAL 06 7:00

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FLYING GUIDE AN-32 B AIRCRAFT

ANNEX F

INSTRUCTOR CONVERSION TRAINING SYLLABUS

S/NO PHASE MISSIONS DURATION HOURS

01 General Flying 01 1:00 1:00
02 Instrument Flying 01 1:00 1:00
03 Night Flying 01 1:00 1:00
04 FHT 01 1:00 1:00
TOTAL 03 4:00

33