ATR72-500 SUPPLEMENTARY OPERATIONS MANUAL

ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
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0 Administration and Control of the Manual
0.0 Table of Contents
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 1

Original Date Issued: 17 March 2010

0.0 Table of Contents

0.1 Introduction

0.1.1 Foreword
0.1.2 Rules of Construction
0.1.3 Pagination
0.1.4 Content Format
0.1.4.1 Divisions Arrangement / Hierarchial Order
0.1.4.2 Paragraph Arrangement / Hierarchial Order

0.2 System of Amendment and Control
0.2.1 Amendments to the Manual
0.2.2 Change Control
0.2.3 Administration and Control of Electronic Copy

0.3 Distribution

0.4 Record of Normal Revision

0.5 List of Effective Pages

0.6 Highlight of Changes

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0 Administration and Control of the Manual
0.1 Introduction
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 1

Original Date Issued: 17 March 2010

0.1.1 FOREWORD

A. The contents of the ATR72-500 SUPPLEMENTARY OPERATIONS MANUAL (ATR SOM)
are prepared by the Chief Pilot - ATR Division with the approval of the Vice President-Flight
Operations and finally approved by the Civil Aviation Authority of the Philippines. It is issued
and controlled by Technical Publications.

B. The ATR SOM supplements the operational policies and procedures of the Operations
Manual Part A, the flight crew operating procedures of the ATR Flight Crew Operating
Manual (FCOM), ATR Flight Crew Training Manual (FCTM) and the Flight Operations
Training Manual (FOTM).

C. ATR operational/training policies and procedures issued as Flight Deck Crew Information
(FDCI) by the Chief Pilot-ATR Division that are permanent in nature, unless otherwise
rescinded, and shall be incorporated in this manual.

D. This manual shall be constantly updated by the Office of the Chief Pilot ATR Division in
accordance with current regulations and standard practices. Every holder of this manual is
advised to keep his own copy current. Revisions shall be studied immediately upon receipt,
and updated at first opportunity.

E. If any operational procedure contained in this manual is in conflict with other Company
manuals, the manual with the latest revision date shall apply.

F. Discrepancies, errors, or any difficulties arising from or connected with the interpretation of
the text, and comments or inquiries concerning this manual should be addressed to:

Chief Pilot ATR Division
Flight Operations Department

G. All operating staff is required to adhere to instructions laid down in this manual and any
deviations should be reported, the reasons for such deviation being given.

H. It is accepted that policies and procedures do not override the necessity of complying with
any new or amended regulation published by the CAAP from time to time where these new or
amended regulations are in conflict with these procedures.

I. The Operations Manual is written in the English language. All operations personnel shall be
able to understand the English language. [CAR 8.4.1.2 (c)]

J. All references in this manual to Cebu Pacific Air shall be deemed and construed as a
reference to Cebu Air, Inc., an airline company incorporated under and by virtue of
Philippine law under Securities and Exchange Commission Registration No. 154675.

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OPERATIONS MANUAL
1 30 Sep 2010 2

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K. The manual is organized in the following manner:

Chapter 0 Administration and Control of the Manual contains general information
regarding the manuals purpose, structure and content.

Chapter 1 General

Chapter 2 Introduction to Operating Procedures

Chapter 3 Standard Operating Procedures

Chapter 4 Operating Procedures

Chapter 5 Jet Indoctrination

Chapter 6 Rules of the Air

Chapter 7 Emergency Procedures

Chapter 8 ATR Flight Deck Crew Training and Evaluation Appendices

0.1.2 RULES OF CONSTRUCTION

[CAR 1.1.1.1] Rules of Construction
(a) Throughout these regulations the following word usage applies:
(1) Shall indicates a mandatory requirement.
(2) The words "no person may..." or "a person may not..." mean that no person is
required, authorized, or permitted to do an act described in a regulation.
(3) May indicates that discretion can be used when performing an act described in a
regulation.
(4) Will indicates an action incumbent upon the Authority.
(5) Includes means "includes but is not limited to."
(6) Approved means the Authority has reviewed the method, procedure, or policy in
question and issued a formal written approval.
(7) Acceptable means the Authority has reviewed the method, procedure, or policy and
has neither objected to nor approved its proposed use or implementation.
(8) Prescribed means the Authority has issued written policy or methodology which
imposes either a mandatory requirement; if the written policy or methodology states
"shall." or a discretionary requirement if the written policy or methodology states
"may."
(9) Should indicates a recommended practice.
(10) Civil Aviation Act means Republic Act No. 9497, otherwise known as Civil
Aviation Authority Act of 2008.

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0.1 Introduction
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OPERATIONS MANUAL
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0.1.3 PAGINATION

A. The header of each page contains:
 Cebu Pacific Logo
 The name of the manual
 Chapter Control Number and Title
 Sub-Chapter Control Number and Title
 Revision Number
 Revision Date of the last revision [CAR 9.2.2.4 (a)(2)(3)]
The date of the revision is mentioned on the record of normal revision sheet.

 Page Number (within Sub-Chapter)
Page numbers run in sequence starting with each change in Sub-Chapter.

B. The footer of each page contains:
 Issue Date of original manual page [ICAO Doc 9376 : 2.3.4]

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0 Administration and Control of the Manual
0.1 Introduction
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ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 4

Original Date Issued: 17 March 2010

0.1.4 CONTENT FORMAT

Note: In this manual, [CAR XXX] is mentioned whenever the paragraph refers to the associated
requirement. [CAR 9.2.2.4 (a)(5)]

A. International standard ISO 2145 defines a typographic convention for the "numbering of
divisions and subdivisions in written documents". International standard ISO 2145 has been
adopted in formatting this manual for users convenience in identifying and referring the
contents of the manual.

0.2.4.1 Divisions Arrangement / Hierarchial Order

Header: 1 Chapter
1.1 Sub-Chapter

Body: 1.1.1 Section

1.1.1.1 Sub-Section

1.1.1.1.1 Item

0.2.4.2 Paragraph Arrangement / Hierarchial Order

A. Paragraph refers to the text describing a sub-chapter, section, sub-section, item or a
sub-item. Where applicable, items under each paragraph are outlined in the
following order:

A.
B.
C.
1.
2.
3.
a.
b.
c.
i.
ii.
iii

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0 Administration and Control of the Manual
0.2 System of Amendment and Control
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OPERATIONS MANUAL
1 30 Sep 2010 1

Original Date Issued: 17 March 2010

0.2.1. AMENDMENTS TO THE MANUAL

[CAR 9.3.1.2] Operations Manual

(c) Each operator shall prepare and keep current an Operations Manual that contains the
operators procedures and policies for the use and guidance of its personnel.

A. A revision service is provided for each manual. Amendments to the manual are normally
promulgated by means of normal revisions issued whenever necessary to cover corrections
and to add new data.

B. Amendments are accompanied by filing instructions and an updated List of Effective Pages
(LEP). A brief outline of the purpose and the nature of each change are included in the
transmittal sheet attached to each amendment.

C. Each holder to whom the manual is issued is responsible for the security and safeguarding of
that manual, for insertion of amendments and revisions and for maintaining the manual in a
current status.

D. Changes will be marked by a vertical bar in the right margin alongside the revised page
content. Each revised page will indicate the new revision date and number. [CAR 9.2.2.4
(a)(3)] Handwritten amendments and revisions are NOT permitted.

E. After each normal revision is entered, a notation should be made on the normal record sheet.
[CAR 9.2.2.4 (a)(2)]

F. For printed copies, a Document Receipt and Retrieval Form or Acknowledgment Receipt and
obsolete/superseded pages should be returned to Technical Publications as soon as
amendments have been incorporated.

G. Revisions shall be studied immediately upon receipt, and inserted at first opportunity. Should
any individual consider that all or any part of a procedure or instruction requires to be
amended, he should notify the Chief Pilot ATR or Vice President Flight Operations.

H. If a policy and/or procedure in the ATR SOM need to be revised, or a new policy or procedure
needs to be included in the manual, Flight Deck Crew Information (FDCI) will be issued by
the Chief Pilot-ATR Division or the VP, Flight Operations. These FDCIs will be compiled and
posted in a folder at Flight Dispatch, read, acknowledged and signed accordingly by ATR
pilots.

I. The Technical Publication shall be responsible for distributing all revisions of the manual and
uploading to the eKP when changes are approved.

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0.2 System of Amendment and Control
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OPERATIONS MANUAL
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0.2.2 CHANGE CONTROL

A. All revisions and issues of the manual shall be approved by the Vice President for Flight
Operations and CAAP prior to release. [CAR 9.3.1.2 (a)]

B. Handling of revisions shall be in accordance with Quality and Safety Manual / Quality and
Safety Procedures Manual. All revisions shall be issued under cover of a Document
Change/Production Request Form, which shall also contain a description of the revision.
Revisions shall be identified by a Revision Number (Rev. 0, 1, 2, etc.) and each new revision
shall supersede all previous changes.

C. The proposed policy or procedure shall be submitted to the Authority at least 30 days prior to
the date of intended implementation. In an event of urgency of implementation, the operator
may seek permission from the Authority, with justification, to reduce this period of 30 days.
[CAR 9.2.2.4 (c)]

D. The revision status of individual Manuals shall be subject to an audit as part of the Company
Quality Audit Program and CAAP.

0.2.3 ADMINISTRATION AND CONTROL OF ELECTRONIC COPY

A. Each ATR division pilot will be issued a CD copy of the manual. Each manual shall have a
controlling mark (UNCONTROLLED COPY CD COPY) when printed.

1. The manual CD copy is Cebu Pacific Airs property and is restricted for the use of Cebu
Pacific Air ATR Flight Deck Crew. Upon separation from the department/company said
document must be returned to the Technical Publications.
2. A new CD copy shall be issued for revisions made in the manual.
3. A Records of Revisions page in the CD copy shall be electronically filled out by the
Technical Librarian.
4. When the revised CD copy has been reproduced, the manual holders shall return the
obsolete CD copy. Receipt of said document shall be documented on the Document
Receipt Retrieval Form.

B. A revised electronic copy of the ATR DSOM will be issued twice a year (months of January
and July).

C. The electronic version of the ATR SOM shall shall be available in the Cebu Pacific Enterprise
Knowledge Portal (eKP) [https://ekp.cebupacificair.com] under the Technical Library. They
shall have a controlling mark (UNCONTROLLED EKP COPY) when printed.
1. As a security precaution, each personnel shall be assigned a username and password to
access the eKP, however the manuals are available only to those who have
access/viewer rights to the manual in the Technical Library portal.
2. To ensure the efficient and effective implementation of the electronic manual in eKP,
indoctrination on the familiarization and use of both mediums shall be conducted to all
manual holders. Automatic notification will be issued once new version of the manual has
been uploaded.
3. In case of eKP system failure, the hard copy and CD copy of the manual that are
available in the Technical Library may be consulted.

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0 Administration and Control of the Manual
0.3 Distribution
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 1

Original Date Issued: 17 March 2010

A. The ATR 72-500 Supplementary Operations Manual including any revisions/amendments shall be
issued to CAAP, ATR Pilots and other personnel, departments/offices required to use the manual.
[CAR 9.3.1.2]

B. Due to the huge number of persons and offices to whom the manual is issued, the distribution list is
not listed in the ATR SOM. However, it is maintained and controlled in the Master List of the
Technical Publications.

C. Pilots are required to personally obtain a CD copy of the revised manual from Technical Publications
and affix their signature on the receiving log.

D. To prevent access and issuance of the manual to unauthorized persons or offices, each manual
issued has its corresponding control number, whether in hard copy or CD format.

E. For CD copyholders of the manual, superseded copies must be returned to Technical Publications for
proper disposal.

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0 Administration and Control of the Manual
0.4 Record of Normal Revision
Rev. No. Rev. Date Page No.
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SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 1

Original Date Issued: 17 March 2010

A notation should be made on the revision record below after each revision is inserted, thus providing a
check that all revisions are entered.

Revision Number Revision Date Date Entered Entered By
0
1 30 Sep 2010 21 Oct 2010 ACM

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0 Administration and Control of the Manual
0.6 Highlight of Changes
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 1

Original Date Issued: 17 March 2010

Effective 30 September 2010, the ATR Supplementary Operations Manual has been re-issued to
conform to the standard format and organization of the company manuals as mandated by the Civil
Aviation Authority of the Philippines.

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1 General
1.0 Table of Contents
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SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 1

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1.0 Table of Contents

1.1 General Policy

1.1.1 Definition

1.1.1.1 Crew Definition
1.1.1.2 Flight Phase Definition
1.1.1.3 Procedure Definition
1.1.1.4 Checklist (C/L) Definition

1.1.2 Crew Coordination

1.1.2.1 Crew Function
1.1.2.2 Safety Recommendations
1.1.2.3 Mutual Control
1.1.2.4 Procedure Methodology
1.1.2.5 Checklist Methodology / Challenge and Reply
1.1.2.6 Task Sharing

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1.1.1 DEFINITION

1.1.1.1 Crew Definition

A. CM1 (Crew Member 1) is the captain of the flight. He assumes the responsibility of
the flight and is nominated by the operator. The CM1 refers to the crew member in
the left hand seat.
B. CM2 (Crew Member 2) is the crew member who assumes the first officer function.
The CM2 refers to the crew member in the right hand seat.
C. Captain has always the final decision.
D. PF (Pilot Flying) is the crew member who flies the aircraft and performs the
navigational tasks.
E. PNF (Pilot Not Flying) is the crew member who assumes radio communication and
performs the mechanical tasks, and monitor flight path.
F. CABIN CREW has to take care of passengers and to ensure the communication
between the cabin and the cockpit. Cabin crew is in charge of passengers safety.

1.1.1.2 Flight Phase Definition

A. The flight is divided in several flight phases.
B. Each flight phase is associated with a procedure and eventually followed by a
check-list.
C. Procedure allows crew members to do all correct actions. Check-list permits to
check they have been done

1.1.1.3 Procedure Definition

A. Each flight phase complies with a specific chronological actions list that crew has to
perform by memory.

NOTE:

1. A procedure is performed before the check list reading.
2. Triggered by the word procedure. (e.g. Before takeoff procedure).
3. Procedures of this manual are in compliance with FCOM & QRH.

1.1.1.4 Checklist (C/L) Definition

A. Normal check lists are used to verify that main procedures with impact on flight
management have been correctly performed and checked.
B. To be efficient, check-list reading has to be preceded by actions performed by
memory.

NOTE: Checklists of this manual are in compliance with QRH.

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1.1.2 CREW COORDINATION

1.1.2.1 Crew Function

FLIGHT PHASES CM1 CM2
ON GROUND < 70 kt PF PNF
ON GROUND > 70kt or 1
st
situation* PF PNF
IN FLIGHT 2
nd
situation* PNF PF

* Function: decided during the briefing by the captain.

A. Task Sharing

1. For all procedures, the general task sharing stated below is applicable:

a. PF is in charge of:
i. Flight path and power levers
ii. Navigation
iii. Aircraft configuration
iv. Procedure initiation

b. PNF is in charge of:
i. Checklist reading
ii. Communication
iii. Mechanic and condition levers
iv. Monitoring PF

B. Pilot Flying Transfer

1. PF function can be transferred, due to external factors, with the following
announcement:

a. your control or
b. you have control

2. The pilot who receives the PF function announces respectively:

a. my control or
b. I have control

3. After PF/ PNF function change, crew has to change and check that the Auto
Pilot coupling is set to the new PF side. This statement applies except for the
following: Approach Briefings, PA announcements.

4. Prior to Auto Pilot coupling transfer, the PF must brief the PNF of any changes
in flight path, navigation/communi cation settings, or aircraft
status/configuration.

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1.1.2.2 Safety Recommendations

A. Execution of given orders

1. Crewmembers must inform each other of any task done
2. PF orders and PNF executes and announces when complete.

B. Anti collision monitoring

1. Crew should avoid paper work (flight log, technical log,) between the ground
and flight 10,000 feet (except for ATC clearance).
2. Anti-collision monitoring (outside by visual check and inside by ATC frequency
listening and TCAS) has to be done by both crew members.

C. Communication in the cockpit

1. Talks, requests and call outs must be limited to the minimum during the critical
phases of the flight (take-off, approach, landing or missed approach).
2. Technical communications between both pilots have to comply with the
standard announcements and call outs explained in this manual.

D. Headset

1. Crew must wear headset:
i. Before engine start and up to 10,000 feet on climb.
ii. From 10,000 feet descent to engine shut down.
iii. On Captains decision.

E. Cabin crew

1. Pilots have to inform cabin crew of all significant flight phase changes.
i. Take-off
ii. Turbulence
iii. Descent
iv. Before landing
v. Technical problem that impacts cabin procedure.

2. Following the announcement, cabin crew must:
i. Secure servicing materials, and stay at service seat.
ii. Start a technical or commercial action.
iii. Apply a specific procedure.

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1.1.2.3 Mutual Control

A. The mutual control is a safety factor, using CROSS CHECKS.

B. Control must be done by clear messages and information.

C. To allow an efficient cross check:
1. Each pilot should know the other crew member procedures.
2. The procedure should be entirely and accurately followed.

D. If an indication is not in compliance with the executed action, crew members must
check that the relevant system is correctly set and/or take any necessary action to
correct the situation.

E. Any pilot action, which modifies the flight parameters (flight path, speed or a
system status), should be announced by a pilot and cross-checked by the other
one (efficiency of cross check is necessary for the flight safety).

F. PNF can be shortly busy (ATC message, weather listening, operating manual
reading, procedure action, etc.) Any mode changed by the PF concerning ADU,
system or any noticeable items must be reported to the PNF when his attention is
again available.

1.1.2.4 Procedure Methodology

A. A procedure always precedes a check-list for the considered flight phase.

B. Procedures must be calmly done in a complete and precise way.

C. Every pilot has to know the procedures items of the other pilot.

D. Procedures are triggered by:

1. On ground:
a. Procedure is triggered by
i. CM1 or
ii. Specific flight event

2. In flight:
a. Procedure is triggered by
i. PF or
ii. Specific flight event

E. PF and PNF task sharing must comply with following orders and announcements:

REMARKS:

1. In some flight phases, the procedure achievement is triggered by events and is
automatically done in a chronological way.

2. It is not necessary to order the procedure because all the actions are already
achieved. PF will ask directly for the check-list.
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3. Example:

a. After take-off, the procedure is triggered by the CLIMB SEQUENCE.
b. For approach phase, the procedure is triggered by the aircraft descending
through 10,000 feet.
c. Before landing, the procedure is triggered by the FLAPS SET FOR
LANDING

F. There are 2 ways to execute a procedure:

1. SCANS permits to check all P/Bs, switches and lights on the panel.

a. They are executed:
i. By memory
ii. Following a logical way (upward)

2. FLOWS permits to do some actions with a predetermined order.

a. They are executed:
i. By memory
ii. Following a specific order

*The flow is a reminder of the task sequence.

1.1.2.5 Checklist Methodology/ Challenge and Reply

A. CHALLENGE AND REPLY concept: PNF reads C/L, PF answers

B. Checklist use:

1. On ground

a. C/L is requested by CM1
b. C/L is read by CM2

2. In flight

a. C/L is requested by PF
b. C/L is read by PNF

C. PNF announces C/L title, reads the C/L, asking questions.

D. When C/L is completed, PNF announces C/L complete

E. The answer must be in compliance with the C/L and adapted with the present
situation.

F. The PNF must receive correct answer before reading the next item. If not, PNF has
to repeat the same item.

G. If checklist is interrupted, resume reading one step before last item.

H. PF and PNF task sharing must comply with the following orders and
announcement:

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REMARKS:

1. In order to have a standard documentation to comply with all ATR series, some
C/L items in QRH are given in a general way and identified by SET

2. Example:
a. <<FLAPSSET>> However, to resp ect proper crew coordination and
communication between, it is necessary to announce the exact/actual
value of the setting.
i. Example: <<FLAPS15>

I. *OBSERVE means to determine actual conditions: example; icing conditions or
normal conditions.

J. Values or conditions have to be announced when necessary

K. Company Customized Normal Checklist

1. The revised ATR NORMAL CHECKLIST includes 13 phases. The BEFORE
PROPELLER ROTATION (BPR), BEFORE TAKEOFF, and AFTER
TAKEOFF checklists are divided into two sections: The "Down to the Line"
section, and the "Below the Line" section. This format is designed to help
Flight Deck Crew manage workload.

2. For example, the BEFORE PROPELLER ROTATION- Down to the Line
checklist may be called out, as soon as the Load/Trim Sheet is available and
takeoff data is set. On the other hand, the BEFORE PROPELLER
ROTATION- Below the Line " checklist may be called out after all aircraft doors
are closed and start-up clearance obtained.

3. The PNF must announce checklist completion, e.g. BEFORE PROPELLER
ROTATION COMPLETED", after reading and completing both Down to the
Line and Below the Line items of the relevant checklist.

4. The Pilot Flying (PF) requests the NORMAL CHECKLIST, and the Pilot Non
Flying (PNF) reads it.

5. The checklist actions are referred to as "challenge/response"-type actions. The
PF "responds" to the "challenge" only after checking the current status of the
aircraft.

6. If the configuration does not correspond to the checklist response, the PF must
take corrective action before "responding" to the "challenge". If corrective
action is not possible, then the PF must modify the response to reflect the real
situation (with a specific answer). When necessary, the other flight
crewmember must crosscheck the validity of the response. The challenger
(PNF) waits for a response before proceeding with the checklist.

7. The exception is the AFTER LANDING checklist; which is performed and
read silently by CM2.

8. For the checklist items that are identified; "AS REQUIRED or SET, the
response should correspond to the real condition or configuration of the
system.
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1.1.2.6 Task Sharing

A. The flight is divided in several flight phases. For each phase, the crew tasks are
explained in the procedures hereafter.

FLIGHT EVENTS PROCEDURES CHECKLIST
TRIGGERED
BY
Arrival at dispatch Flight preparation procedure CM1/ CM2
Arrival at the aircraft
Internal inspection
procedure
CM2
Internal inspection
complete
External inspection
procedure
CM1
External inspection
complete
Preliminary cockpit
preparation procedure
CM2
GPU connection or
HOTEL MODE

Read
preliminary
cockpit
preparation
(QRH 3.01)
CM1/ CM2
Take off data
Final cockpit preparation
procedure
CM1
Departure briefing
complete

Final cockpit
preparation
checklist
CM1
Start up clearance
received + door
closed
Before Propeller Rotation
Procedure
Before
Propeller
Rotation
Checklist
CM1
Engine running Before taxi procedure
Before taxi
checklist
CM1
Taxi clearance
received
Taxi procedure CM1
T/O briefing complete
Taxi
checklist
CM1
Approaching holding
point and cabin
ready
Before take off procedure CM1
Before take off
procedure complete

Before take
off checklist
CM1
Acceleration altitude Climb sequence PF
Altimeters check
performed

After take off
checklist
PF
Crossing 10,000FT 10,000FT procedure No C/L PF

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Cruise FL reached
Check FLT LVL GNSS
VNAV page 2/ Set Speed
Bug to computed Cruise
Speed
PF
Cruise speed
reached
Cruise Procedure PF
At least 5 minutes
before T.O.D.
Approach Briefing / Before
descent procedure
PF
Prior to T.O.D.
Descent
checklist
PF
Crossing 10,000FT 10,000FT procedure
Approach
checklist
PF
Intermediate
approach
Before landing procedure PF
Landing
configuration

Before
landing
checklist
PF
Runway vacated/180
degree turn
completed
After landing procedure CM1
After landing
procedure complete

After landing
checklist/sil
ent by CM2
CM1
Aircraft stopped at
the parking
Parking procedure
CM1
Parking procedure
complete

Parking
checklist
CM1
Ready to leave
Leaving the aircraft
procedure

CM1
Leaving procedure
complete
Leaving the aircraft
checklist / to be read by
both crew/confirm that the
battery switch is off
Leaving the
aircraft
checklist
CM1/CM2

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2.0 Table of Contents

2.1 Flight Preparation

2.1.1 Ground Handling / Ramp Operations Safety Procedures

2.1.2 Arrival Procedure

2.1.2.1 Maintenance Personnel
2.1.2.2 Ground / Ramp Personnel
2.1.2.3 Flight Deck Crew / Cabin Crew

2.1.3 Aircraft Servicing

2.1.4 Departure

2.1.4.1 Ground and Ramp Personnel
2.1.4.2 Flight Deck / Cabin Crew
2.1.4.3 Maintenance

2.1.5 Positioning of Safety Cones

2.1.6 Ramp Operations with Empty Aircraft

2.1.7 Inclement Weather

2.1.8 Conservation of Aircraft Battery Power

2.19 Hotel Mode

2.1.10 Aircraft External Lights on the Ramp

2.2 Flight Procedures

2.2.1 AFCS

2.2.1.1 ADU and EADI

2.2.1.1.1 With FD and AP Engaged
2.2.1.1.2 With FD Only and AP Disengaged

2.2.2 Flaps Operation

2.2.3 Landing Gear Operation

2.2.4 Altimeter and Radio Altimeter DH Settings

2.2.4.1 Altimeter Settings
2.2.4.2 Radio Altimeter Settings

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2.2.5 Speed Bugs

2.2.5.1 Takeoff Bugs
2.2.5.2 Cruise Bug
2.2.5.3 Approach Bugs
2.2.5.4 Best Angle and Best Rate Speeds

2.2.6 Torque Bug

2.2.6.1 Takeoff
2.2.6.2 Cruise
2.2.6.3 Torque Preset

2.2.7 Data Card

2.2.7.1 Takeoff Data Card Filling
2.2.7.2 Takeoff Data Card Proceeding
2.2.7.3 Landing Data Card Filling
2.2.7.4 Landing Data Card Proceeding

2.2.8 Briefing

2.2.8.1 Departure Briefing
2.2.8.2 Departure Clearance
2.2.8.3 Takeoff Briefing
2.2.8.4 Arrival Briefing

2.2.9 Navigation

2.2.10 Radio Communications

2.2.11 Aircraft Lights

2.2.12 Cabin Signs

2.2.13 Company Documents

2.2.13.1 SOPs / Reminders
2.2.13.2 Techlog
2.2.13.3 Techlog Procedure
2.2.13.4 Techlog Distribution Procedure

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2.1.1 GROUND HANDLING / RAMP OPERATIONS SAFETY PROCEDURES

A. PURPOSE

1. To establish guidelines and procedures in order to ensure safe ramp operations and
servicing of ATR aircraft

B. SCOPE

1. This procedure shall apply to all activities related to ramp and servicing operations of
ATR aircraft.

C. DEFINITION OF TERMS

1. HOTEL Mode - exclusively used on the ground where the no. 2 (right) engine provides
aircraft autonomy in terms of air conditioning and DC power supply with the gas
generator operating and the propeller locked by a hydraulic brake.

2. Tail Prop/Stand is a safety device/precaution installed in the rear of the aircraft
whenever the aircraft is on ground/under servicing to prevent aircraft damage in the event
of an aircraft nose up attitude on ground, that could occur in case of incorrect
implementation of loading/off-loading procedure of the ATR aircraft.

3. Free Fall a condition where a certain body moves freely in the presence of gravity.

D. RESPONSIBILITIES

1. All personnel involved in ramp and servicing operations of ATR aircraft.

2.1.2 ARRIVAL PROCEDURE

2.1.2.1 Maintenance Personnel

A. The Ground Marshall shall guide the taxiing ATR aircraft towards the assigned
parking bay.

B. When the aircrafts nose wheel is positioned on the assigned parking bay stop bar,
the Ground Marshall shall wait for the Captains signal that both engines are
shutdown or, in certain cases, number two engine will be in Hotel Mode with engine
number one shut down. The ATR 72-500 utilizes a PW 127M free spool turbine
engine, Therefore:

CAUTION

Even after engine shut down, propeller residual rotation may occur.
Exercise extreme caution when approaching the aircraft.

C. Always stay in the pilots field of vision when the aircraft engines are still
running/propeller blades still in motion.

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D. Marshall shall then give the signal to the chock man to approach the aircraft and
install the chocks on the nose wheel by approaching the aircraft towards its nose.
As for the main wheel, approach the aircraft from its rear portion when installing the
main wheel chocks. Main wheel chocks must be attached to pull-ropes for easy
removal. Give the signal to the Captain once the chocks are already installed.

E. If a GPU is available upon arrival, Flight Deck Crew will initially configure engine
number two for Hotel Mode. GPU will then be connected to the aircraft once
number two propeller has ceased rotation. Engine number two will then be
consequently shut down once GPU is online.

F. If the tailwind component at the assigned parking bay is 10 knots or greater, Hotel
Mode is not an option due to possible engine nacelle overheat. Flight Deck Crew
shall shut down engine number two first. This will allow Ground Crew to approach
the right side of the aircraft and connect the GPU. Engine number one will be then
shut down once the GPU is on line.

G. The Marshall will signal ground personnel when it is safe to approach the aircraft:
propellers have stopped rotation and aircraft beacon light is off.

H. Secure aircraft propellers with its corresponding propeller straps only when the
engine is fully shut down and propeller rotation has stopped. Installation of
propeller straps is not recommended during QTA.

I. If the number two engine is to remain in Hotel Model (which should be confirmed
through verbal communication with the Flight Deck Crew), do not install propeller
straps.

J. Install warning signage (Warning, Propeller Area) at the aircraft propeller zone.

2.1.2.2 Ground/Ramp Personnel

A. Do not approach the aircraft until the cleared signal has been given by the Ground
Marshall.

B. Approach the aircraft Pax door from the left wing tip and walk aft of the wing
avoiding the area adjacent the Pax door. The Pax door is a free fall type. To avoid
injury, personnel should not position themselves directly under the door prior to
opening.

C. Ground/Ramp Personnel shall retrieve the Tail Prop/Stand from its compartment at
the tail section of the aircraft. Ground/Ramp Personnel shall give the Flight
Attendant a Thumbs Up signal once the Tail Prop/Stand is installed.

D. Ground/Ramp Personnel will install safety cones within the propeller area as well
as around the aircraft designated points.

(see attached diagram on page nos. 14 & 15 for reference).

E. Passengers must be escorted by the assigned Ground/Ramp Personnel from the
aircraft to the terminal at all times. At no time will a passenger be allowed to intrude
into the area restricted by the safety cones (wing/engine/propeller area).
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F. Cargo/Baggage unloading sequence is Rear Compartment First to Unload.
Unloading of the rear compartment may be done simultaneously with the deplaning
of Pax.

G. Unloading of baggage at the forward compartment shall commence only after
completion of Pax deplaning and completion of rear cargo compartment unloading.
This ensures that the aircraft will not tip over (nose up) while parked.

H. The Tail Prop/Stand is only a safety device/precaution and should never be relied
on to prevent aircraft damage in the event on an aircraft nose up attitude on
ground.

(see Tail Prop/Stand illustration/picture at page no. 13)

2.1.2.3 Flight Deck Crew/ Cabin Crew

A. Flight Deck Crew will advise Cabin Crew if the number two engine will be operating
in Hotel Mode during Pax boarding/deplaning.

B. Flight Deck Crew will announce through the PA: Doors may be opened after the
seatbelt sign has been switched off. Cabin Crew may then open the Pax door.

C. Opening of the service door shall be advised by the Captain via PA.

D. The service door should not be opened if the aircraft is in Hotel Mode, without
permission from the Captain. The Captain shall determine and advise if prevailing
wind conditions permit (non-standard procedure).

E. Prior to deplaning Cabin Crew will advise passengers to comply with Ground/Ramp
Personnel instructions in order to avoid the aircraft restricted area (wing, engine,
and propeller).

F. After opening the Pax door, Cabin Crew will wait for the Thumbs Up signal from
the Ground/Ramp Personnel that the Tail Stand/Prop is installed.

G. Deplaning of Pax will only commence upon installation of Tail Stand/Prop and
safety cones. Cabin Crew shall control the deplaning of Pax.

Note: Maximum of 7 Pax shall be allowed to deplane at a given time.

2.1.3 AIRCRAFT SERVICING

A. All personnel working in and around the aircraft should always assume that the engine is
always running (hot area condition). Refer to page no. 9 for the aircraft exhaust temperature
contours.

B. When approaching the aircraft carrying long tool rods or other equipment, the equipment
must be positioned horizontally to avoid possible contact with blades.

C. Personnel should never walk or park equipment within the operating arc of a propeller. Avoid
the marked propeller area on the aircraft and zones isolated by safety cones

(see diagram on page no. 9).
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D. Never walk close to or between propellers or between propeller blades, even if they are
motionless.

E. When working around an aircraft, be alert for protrusions that could cause injury, such as
antennas, pitot tubes, vortex generators and air-conditioning pack exhaust ports.

F. Place GSE outside the aircraft clearance zone equipment limit lines for ready access to the
aircraft only after the anti-collision beacon light is off.

G. Position GSE in an organized way so that all equipment has access to the aircraft.

H. Refueling truck shall be positioned parallel to the aircraft fuselage and outside the propeller
arc zone. In the case of a larger truck servicing the aircraft or fuel hoses are connected to the
equipment left side, positioning of fuel truck can be modified

(refer to diagram at page nos. 10 & 11 for reference).

2.1.4 DEPARTURE

2.1.4.1 Ground and Ramp Personnel

A. Cargo/Baggage loading sequence is Forward Compartment First to Load. After
loading of cargo/baggage in the forward compartment, Pax boarding may
commence with the necessary clearance already obtained from the Flight Deck
Crew. First to board shall be Pax seated on rows 1 and 2, to be followed by rows 3
and 4 and so forth (Only two rows at a time).

B. Catering Supplies and Buy On Board Eats and Merchandise may be loaded via
the service door or the Pax door. Galley loading/offloading may be done at anytime
while aircraft is on ground due to minimal weight of supplies and item.

C. Passengers must be escorted by the assigned Ground/Ramp Personnel to the
aircraft at all times

D. When all Pax are on board, loadsheet submission may be accomplished thru the
Cockpit Com Hatch, which is a small slot on the Captains side of the aircrafts front
fuselage. It is advisable that Ground personnel wear a headset for direct
communication with the Captain when this method is employed.

E. After loadsheet submission/approval, the Load Controller/Ramp Agent shall signal
the clearing of equipment, personnel and safety cones.

F. Once all Pax on board, Ground/Ramp Personnel shall then remove the tail
prop/stand and stow it in the appropriate compartment at the aircrafts tail section.

G. Ground/Ramp Personnel must ensure that after stowing the Tail Prop/Stand, that
the Tail Prop/Stand Compartment door is secured/latched. For departure, the
Ground/Ramp Personnel should give the Thumbs Up signal to the Cabin Crew
only if:
1. Tail Prop/Stand is removed
2. Tail Prop/Stand is properly stowed in its compartment.
3. Tail Prop/Stand compartment is closed and securely latched.
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Note: If any of these conditions are not met, Ground/Ramp Personnel should
inform the Cabin Crew, who will then inform the Captain. The Aircraft
should not be allowed to depart. Safety First!

2.1.4.2 Flight Deck / Cabin Crew

A. Cabin Crew will request permission from the Captain to close the Pax/service door
(via interphone) only upon receiving confirmation from the Ground/Ramp Personnel
(Thumbs Up signal) that the Tail Prop/Stand is removed, properly stowed, and Tail
Prop/Stand compartment door properly secured/latched.

B. When ready to taxi, the Captain shall inform the headset man: We have a good
start, disconnect everything and signal on my left/right side.

2.1.4.3 Maintenance

A. Pushback

1. Once the tow tug has been connected to the aircraft, wheel chocks shall be
removed.
2. After the Flight Deck Crew has given the signal to commence pushback,
headset man/tow tug operator shall ensure all equipment servicing the aircraft
have cleared the area before initiating any movement.
3. During pushback operations, drive the tug at a walking pace and with the head
set man walking along the side of the tug (not riding above the tug).
4. After pushback, detached the tow bar from the nose gear first, then from the
tug.
5. Pushback personnel should be clear of the movement area before the aircraft
is marshaled for departure. The pushback person in charge then gives the end
of guidance hand signal and the clear to taxi salute.

B. Pushback with tailwind component at 10 knots or greater, aircraft not in Hotel Mode

1. If the GPU is connected, Flight Deck Crew shall request ramp/ground control if
they may start engine number one at the parking bay for operational
requirement. Ground idle power only.
2. If request is granted, after engine number one start, GPU may be disconnected
and push back commenced.
3. If request is not granted, pushback when clearance is obtained and start
engines on battery power.

C. Power Out

1. After closing of the cabin door, main wheel chocks shall be removed.
2. Headset man shall then give clearance to the Captain for engine start or
release of number two engine propeller brake and will wait for further
instruction/advice.(For further details on marshalling procedures, see
Operations Manual Sub-Chapter 12.7)

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3. Headset man shall confirm to the captain brakes on captain and shall
disconnect the headset and signal to the chock man to remove the nose wheel
chocks. After which shall proceed to about ten meters left-forward of the
aircraft and signal clear to taxi (ensure that the chock man is beside him and
holding/showing the chocks to the captain)

2.1.5 POSITIONING OF SAFETY CONES

A. When aircraft is on the ramp, safety cones must be positioned on the aircrafts:

1. Propeller zone
2. Wing tips
3. Nose tip
4. Tail section

(see diagram on page nos. 15 for reference)

B. Depending on the availability of safety cones, cordoning the aircraft while on the ramp is also
recommended. (see diagram for reference on page no. 17)

2.1.6 RAMP OPERATIONS WITH EMPTY AIRCRAFT

A. A qualified maintenance person or pilot must be in the cockpit when moving an empty
aircraft.

B. Clearance, via radio, with the appropriate airport ground control and ground personnel, via
intercom, shall be secured before commencing any movement of the aircraft.

2.1.7 INCLEMENT WEATHER

A. The following guidelines must be observed in securing the aircraft during inclement weather
condition:

1. Park aircraft on a level surface and away from any unsecured equipment.
2. Install chocks on aircraft nose and main wheels
3. Secure the aircraft by fastening the mooring rope/chain to the ramp mooring/lashing point
and to the specified tie down point of the aircraft.

2.1.8 CONSERVATION OF AIRCRAFT BATTERY POWER

A. If the aircraft is not in Hotel Mode or GPU/External Power is not connected to the aircraft;
even with the BATT switch selected OFF; the following doors/panels consume a significant
amount of aircraft battery power via the Ground Handling Bus when left open for a prolonged
period of time:
1. Cargo Door Operating Panel
2. Refueling Panel
3. Main Passenger Door

B. All personnel should exercise good judgment in order to avoid aircraft batteries from
discharging unnecessarily.

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C. An aircraft with discharged batteries will be unable to start its engines even if GPU/External
Power is connected.

2.1.9 HOTEL MODE

A. Hotel Mode, available on the right hand/number two engine only, is exclusively used on the
ground to provide aircraft autonomy in terms of air conditioning and DC power supply with the
gas generator operating and the propeller locked by a hydraulic brake.

1. Aircraft refueling/de-fueling is prohibited during Hotel Mode operation.
2. No personnel may intrude into the right/number two engine/propeller area during Hotel
Mode operation.
3. One Flight Deck Crew Member should always be in his respective cockpit seat during
Hotel Mode Operation.

CAUTION: Hotel Mode should not be utilized if the aircrafts Tail Wind Component is
10 knots or greater. It is the responsibility of the Flight Deck Crew to
always monitor outside meteorological conditions.

4. Power Levers shall be positioned only at the Ground Idle detent. Hotel Mode operation
with the RH Power Lever not at the Ground Idle detent position is prohibited.
5. Normally, the aircraft service door should be closed prior to starting engine number two in
Hotel Mode. If the cargo door is still open, the cabin access door and flight deck door
should be closed in order to aid in cabin/cockpit cooling.
6. Aircraft wheel chocks should be in place in case of propeller brake failure.
7. On arrival, if a GPU is available, Flight Deck Crew will initially configure engine number
two for Hotel Mode. GPU will then be connected to the aircraft once number two propeller
has ceased rotation. Engine number two will then be shut down once GPU is online.
8. On departure prior to push back or taxi out (power-out procedure), once the aircraft is in
Hotel Mode, Ground/Ramp Personnel should standby for the Flight Deck Crew command
to disconnect the GPU.
9. A tailwind component greater than 10 knots will result in a high probability of NAC
OVERHEAT. Also, anticipate possible tailwind component during pushback with turns. In
this case it would be wise to release the PROPELLER BRAKE prior to the turn.
10. For DEPARTING aircraft, if the tailwind component at the parking bay is 10 knots or
greater:
a. Obtain relevant clearance from ground control and /or ramp control for start up.
b. Advice ground mechanic/marshal that the start sequence will be ENGINE 1 first and
at the bay.
c. After ENGINE 1 start, have the GPU removed if connected.
d. Start ENGINE 2 with PROPELLER BRAKE OFF.

11. For ARRIVING aircraft, if the tailwind component at the parking bay is 10 knots or
greater:
a. Shut down sequence will be ENGINE 2 first.
b. PROPELLER BRAKE/HOTEL MODE use is forbidden.
c. At the parking bay, if available, wait for GPU to be connected prior to ENGINE 1 shut
down.
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d. If no GPU available, perform Leaving the Aircraft checklist AFTER the forward
cargo door is fully open to prevent unnecessary battery drain.

2.1.10 AIRCRAFT EXTERNAL LIGHTS ON THE RAMP

A. NAV Lights ON: Aircraft is electrically powered via aircraft BATT and/or GPU.

B. Wing Lights ON: Hotel Mode

C. Beacon Light ON: Propeller Rotation/Push Back.

D. Taxi Light ON: Taxi clearance from Ground Control/ATC obtained.

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PROPELLER DANGER AREAS

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EXHAUST TEMPERATURE CONTOURS

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RAMP SERVICING LAYOUT
DIAGRAM 1

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DIAGRAM 2

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GROUND SERVICE CONNECTIONS

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TAIL PROP/STAND

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MINIMUM NUMBER OF CONES
ON A PARKED AIRCRAFT

MAXIMUM NUMBER OF CONES
ON A PARKED AIRCRAFT

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CORDONING THE AIRCRAFT

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PROPELLER RAMP SIGNAGE

WARNING

PROPELLER
AREA
3 ft
3 ½ ft
Br a ss Pla t e w it h :
Te x t Engineering Grade Reflect orized
St icker
Ba ck gr ou n d High I nt ensit y Whit e & Red
icker
Reflectorized Sticker
(Note: Signage is swaying type)
High I nt ensit y Reflect orized St
( Not e: Signage is swaying t ype)

St eel

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2.2.1 AFCS

2.2.1.1 ADU and EADI

A. Mode selection is achieved by acting on the corresponding P/B on the AFCS control
panel except for ALT SEL mode and GO AROUND mode.

B. Simultaneous armed modes are limited to one lateral mode and two vertical modes.

C. Therefore vertical armed modes are working in the following priority sequence:

1. ILS GS ARMED
2. ALT SEL ARMED

D. Any change on the ADU from an armed mode (white) to a capturing mode (star) or
from a capturing mode (star) to a captured mode (green) has to trigger a mutual
acknowledgement of the FMA (Flight Mode Annunciation) by the crew. PF
announces the new FMA and PNF confirms with a response of “Check”

E. In all situations, both CM’s must be aware of all selections or switching and maintain
situational awareness throughout the flights. It is mandatory that any selection made
on the ADU, course selector, heading bug, NAV or VHF or ADF frequencies,
DH,MDH be acknowledged by both CM’s

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2.2.1.1.1 With FD and AP Engaged

A. All mode changes should be called out by the PF
e.g.

1. “GS star”
2. “VOR star”
3. “ALT white”
4. “LOC green”

B. PF may set AP by himself or ORDER TO PNF

C. AP engaged, PF acts on AFCS

D. Under normal circumstances; if the PF is flying the aircraft MANUALLY,
all selections on the AFCS/GNSS shall be done by the PNF

E. When AP is engaged, all track and navigation changes on AFCS are
performed by the PF with the following method:

1. When the PF has completed his action, he informs the PNF by using
the word <<SET>> at the end of his call out.
2. PNF checks the mode displayed on FMA and/or ADU and if correct
announces <<CHECK>>.

F. GENERAL PHILOSOPHY:

1. All “…SET” are done via ADU by PF if autopilot engaged, or PNF if
disengaged.
2. All “CHECK” are done via FMA. Any FMA status change has to be
announced by the PF.

G. If the PF has a heavy work load, he may request the setting of the
AFCS/GNSS from the PNF.

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H. A climb or descend action must be done with whole following sequence:

1. Select Alt sel
2. Select and adjust vertical mode (usually IAS for climb and VS for
descent)
3. Adjust eventually Np and power.
4. Change altimeter barometric setting and compare
5. Select speed bug

I. IAS mode is normally used during climb (to avoid any stall due to high
altitude/low aircraft performance). Basic Pitch mode may be used in
turbulence and above 10,000 feet for passenger comfort and ease of in
flight services. Recommended pitch is 4 to 5 degrees. When using basic
pitch mode, a minimum speed should be set on the Speed Bug
depending on whether the aircraft is in “normal” or “icing conditions”,
High Bank/LNAV or Low Bank. For small level change during cruise with
high speed; VS mode may be used. During descent, VS mode is mainly
used except in emergency descent (refer to Emergency Descent
Procedure).

J. In case of simultaneous setting, only one announcement can be used.

K. ALT white appears only when a vertical mode is armed and the aircraft is
climbing or descending toward the preselected altitude.

L. When GA P/B is depressed, autopilot is automatically disconnected.

2.2.1.1.2 With FD only and AP Disengaged

A. AP disengaged, PNF acts on AFCS on PF request

B. All track and navigation changes on AFCS are performed by the PNF on
PF command.

C. PF flies the A/C and adjusts required power. All other selections or
switching in the cockpit are requested by PF and performed by PNF.

D. When AP is disengaged, heading and/or altitude ATC
instructions/clearances are commanded by the PF and set and
announced by the PNF. This ensures proper crosschecks. All flight
parameters (speed bug, altimeter setting) are set by both pilots after PF’s
request.

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E. GENERAL PHILOSOPHY

1. PF orders the action by starting his sentence with the word “SET”
2. PNF informs PF after performing the action, concluding his sentence
by “SET”
3. PF announces “CHECK” after checking FMA and/or ADU

2.2.2 FLAPS OPERATION

A. For system use in normal operations, any setting change will be performed through mutual
control concept:

1. PF orders the system action

2. PNF performs the action and announces the configuration when setting is in compliance
with the system indicator

B. Flaps maneuvers are always performed by the PNF under PF order. PNF checks the speed
(by announcing “Speed Checked”) before each configuration change then performs the task
and announces the new configuration.

C. Select new speed only when the new configuration is obtained, during deceleration.

2.2.3 LANDING GEAR OPERATION

A. For system use in normal operations, any setting change will be performed through mutual
control concept:

1. PF orders the system action

2. PNF performs the action and announces the configuration when setting is in compliance
with the system indicator

B. Gear maneuvers are always performed by the PNF under PF order. PNF checks the speed
(by announcing “Speed Checked”) before each configuration change then performs the task
and announces the new configuration.

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2.2.4 ALTIMETER AND RADIO ALTIMETER DH SETTINGS

2.2.4.1 Altimeter Settings

A. PF and PNF altimeter setting have always to be the same. Any change will be
performed with a specific call and mutual control.

B. Altimeter value is expre.ssed in feet for QNH setting while expressed in Flight Level
for standard setting.

C. Take Off is always performed with all three altimeters set to local QNH.

D. Destination airport QNH is set on standby altimeter as soon as it is received.

E. Landing is always performed with all three altimeters set to local QNH.

F. For each flight phase, the altimeter setting must be in compliance with the following
table:

G. The Standby Altimeter is never set to standard. Comply with ATR procedures for
departure/arrival settings.

ALTIMETERS
FLIGHT PHASE
CAPTAIN STANDBY FIRST OFFICER
From ground till
transition altitude
QNH
(departure
airport)
QNH
(departure
airport)
QNH
(departure
airport)
From transition
altitude to cruising
level
STANDARD
QNH
(departure
airport)
STANDARD
From cruising level
till transition level
STANDARD
QNH
(arrival airport)
STANDARD
From transition
level till ground
QNH
(arrival airport)
QNH
(arrival airport)
QNH
(arrival airport)

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2.2.4.2 Radio Altimeter Setting

A. PNF callout of “RADIO ALTIMETERS ALIVE” when the RA is active passing 2500
feet on descent.

B. PNF radio altimeter call out of “80” feet, “50” feet, “20” and “10” feet during landing.

C. EFIS DH policy

1. Used ONLY for CAT 2/CAT3 Approaches

2.2.5 SPEED BUGS

A. PF and PNF speed bug setting always have to be the same.

B. Any setting change will be performed with a specific call out and mutual control

C. When aircraft configuration is obtained (example: actual flap indication), PF orders new
speed bug setting according to flight phase, on both sides. The Speed Bug manages the
Fast/Slow speed scale on the PFD and is considered as a crosscheck tool.

2.2.5.1 Takeoff Bugs

A. Unless NL is indicated on the FOS charts, V1, VR, and V2 Takeoff speeds shall
be derived from the Takeoff Weight Limitation FOS chart. This is the procedure
even if FOS charts indicate a maximum structural allowable takeoff weight of
22,500kg. As always, White Bug and Red Bug speeds shall be derived from the
QRH.

Green Bug V1 When runway limited Set when V1 ≠ VR
Yellow Bug VR When runway limited
Yellow Bug V1 / VR When non limiting runway Set when V1 = VR
Speed Bug V2

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NORMAL CONDITIONS
ICING
CONDITIONS
White Bug
VmLB0
(normal
conditions)
VmLB15
(icing
conditions)
 FLAPS RETRACTION
SPEED (VmLB0)
 Best climb angle
speed Flaps 0
 Single engine climb
speed Flaps 0
 Single engine
climb speed
Flaps 15
White Bug +
10kt

 HIGH BANK (VmHB)
 Best climb rate speed
Flaps 0

Red Bug
VmLB0
(icing
conditions)
 FLAPS
RETRACTION
SPEED
(VmLB0)
Red Bug + 10kt
 HIGH BANK
(VmHB)

VmLB: minimum speed LOW BANK (HDG SEL LO on ADU)
VmHB: minimum speed HIGH BANK (HDG SEL HI on ADU)

2.2.5.2 Cruise Bug

NORMAL
CONDITIONS
ICING CONDITIONS
White Bug
 DRIFT DOWN
SPEED Flaps
0/ MINI EN
ROUTE
(VmLB0)
 DRIFT DOWN SPEED Flaps 15
(VmLB15)
Red Bug  MINI EN ROUTE Flaps 0 (VmLB0)
Speed Bug  Cruise Speed  Cruise Speed

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2.2.5.3 Approach Bugs

Yellow Bug VGA
Greatest:
1. VAPP no wind + 5kt or;
2. 1,1 Vmca
Speed Bug V APP 1. APP SPEED = VAPP no wind + wind factor

NORMAL CONDITIONS ICING CONDITIONS
White Bug
 Minimum speed Flaps 15 (High
Bank)

 Flaps retraction speed =
VmLB0

 Best climb angle speed Flaps 0

 Single engine climb speed Flaps

 Single engine climb speed
Flaps 15

White Bug +
10kt

 HIGH BANK (VmHB)
 Best climb rate speed
Flaps 0
 Minimum speed
Flaps 15 High Bank
(VmHB15)
Red Bug
 FLAPS
RETRACTION
SPEED (VmLB0)
Red Bug +
10kt
 HIGH BANK (VmHB)

VmLB: minimum speed LOW BANK (HDG SEL LO on ADU)
VmHB: minimum speed HIGH BANK (HDG SEL HI on ADU

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2.2.5.4 Best Angle and Best Rate Speeds

2 ENGINES 1 ENGINE
BEST ANGLE:
white bug

FLAPS
NORMAL
CONDITIONS
BEST RATE:
white bug + 10
0 0
white bug
15 15

ICING
CONDITIONS
red bug

white bug

2.2.6 TORQUE BUG

2.2.6.1 Take Off

Takeoff torque bug (TO)
(Manually set)
Reserve takeoff torque bug (RTO)
(set by FDAU)

2.2.6.2 Cruise

Cruise torque bug (CRZ)
(Manually set)
Cruise torque bug (set by FDAU)

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2.2.6.3 Torque Preset

A. For the following conditions, this table shows the best torque preset.

B. Of course, precise value of torque will vary with aircraft weight and outside
conditions but the difference will really be minimum.

C. Don’t forget that Np modifies the torque for a given PL angle.

NP = 86/ 82% LEVEL FLIGHT
Approach
3%
Speed 180 160 140 120 Vapp
Gear Up Up Down Down Down
Flaps 0° 0° 15° 30° 30°
All Engine Torque 50 % 40 % 40 % 50 % 25 %
All Engine Pitch + 1° + 1° + 2° + 2° - 1°
Single Engine
Torque
90% 75% 75% 90% 50%
Single Engine
Pitch
+ 1° + 1° + 2° + 2° - 1°

4. For other profile than ILS and level flight, use the following equivalence:

± 3% Torque <=> ± 1 percent slope

or

± 5% Torque <=> 1 degree slope

or

± 5% Torque <=> ± 10 Kt of wind component

(to be able to maintain a constant ground descent gradient, the vertical speed has to
be adjusted and so the speed).

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2.2.7 DATA CARD

2.2.7.1 Take Off Data Card Filling

A. Task Sharing: CM performing cockpit preflight check / not performing the
walkaround prepares the Take off Data Card.

B. During the final cockpit preparation, CM1/2 while listening to the ATIS, or receiving
data from the ATC controller, writes down information on the takeoff data card.

C. Then, CM1/2 fills in the other information identified below by numbers.

D. When load and trim sheet is received from the dispatcher, CM2 completes items
identified below by letters, according to CM1 information.

LEGEND:
BEFORE LOAD AND TRIM SHEET

1) FLT N°
Write the flight number

2) FROM
Write the ICAO departure airport code

3) TO
Write the ICAO arrival airport code

4) DATE
Write the present date

5) ATIS
Write the ATIS data

6) RTO
Tick the box if takeoff is RTO (Reserve Take off Power)

7) ICING
Tick the box in case icing conditions prevail for takeoff

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8) W LIM
Write the lowest value of all limitation

9) OBJ TQ
Write the objective torque read in the QRH (page 4.11) according to the outside
air temperature and the pressure altitude.

10) RTO TQ
Write the reserve takeoff torque read in the QRH (page 4.12) according to the
outside air temperature and the pressure altitude

11) BLEEDS ON/ OFF
Put a tick in the box in case bleeds on/ off for takeoff

12) ACC
Write the acceleration altitude for one engine out.
The minimum figure has to be 500 feet above airport level.

13) SINGLE ENGINE PROCEDURE
Write the single engine procedure read on the FOS chart (at least the first turn)

14) HDG
Write runway in use for takeoff

AFTER LOAD AND TRIM SHEET PROCEEDING

A) TOW
Write the TOW read on the load and trim sheet and compare with
W LIM

B) V1
Write V1 read on the FOS if taking off on a limiting runway, or in the QRH,
according to the actual TOW, if the runway is NL.

C) VR
Write VR read on the FOS if taking off on a limiting runway, or in the QRH,
according to the actual TOW, if the runway is NL

D) V2
Write V2 read on the FOS if taking off on a limiting runway, or in the QRH,
according to the actual TOW, if the runway is NL.

E) FINAL TO (WB)
Write the value of Final take off speed read in the QRH according to the normal
(VmLB 0°) or icing conditions prevailing (VmLB 15°)

F) VmLB 0° (RB)
Write the value of VmLB0 in icing conditions read in the QRH.

G) CG% TRIM
Write the value of the trim setting according to the CG location in percentage of
MAC given on the load and trim sheet.

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2.2.7.2 Take Off Data Card Proceeding

A. Information proceeding from the takeoff data card permits crew members to
prepare the departure and takeoff briefings.

B. The card has to be read from up to down and from left to right by the PF (5
columns), and set when necessary (QNH, OBJ TQ, speed bugs, trim, altimeters
bugs): “are you ready to proceed?...”.

1) FLT N°
Announce the flight number and check the FDEP

2) FROM
Announce the ICAO departure airport code

3) TO
Announce the ICAO arrival airport code

4) DATE
Announce the present date

5) ATIS
Read the ATIS data and check:
- the possibility to take off according to present RVR/ Visibility and value read
on the Jeppesen chart
- the possibility to fly back to departure airport in case of engine failure. (if an
alternate airport is necessary, it must be indicated on the load and trim
sheet).
- wind limitations for takeoff and hotel mode use.
- set QNH on the 3 altimeters and cross-check the elevations read.
- temperature to determine if normal or icing conditions are prevailing.

6) RTO
If the box is ticked, RTO takeoff power will be utilized.

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7) ICING
If the box is ticked, remember icing conditions prevail.

8) W LIM
Announce W LIM

9) OBJ TQ
Announce the objective torque value and set the white bugs on the torque
gauges

10) RTO TQ
Announce the reserve takeoff torque value and check that amber bugs on the
torque gauges are facing the above-mentioned value

11) BLEEDS ON/ OFF
Announce if bleeds on/ off for takeoff
(All take offs are BLEEDS OFF)

12) TOW
Check that TOW is less or equal than your W LIM

13) V1
Set the yellow bug on both airspeed indicators according to this value and
cross-check

14) VR
Memorize the value (if V1 and VR are different, use the green bug for V1 and
the yellow bug for VR)

15) V2
Set the amber bug on both airspeed indicators according to this value and
cross-check

16) FINAL TO (WB)
Set white bug on both airspeed indicators according to this value and cross-
check.

17) VmLB 0° (RB) (Icing)
Set red bug on both airspeed indicators according to this value and cross-
check.

18) CG% TRIM
Set the pitch trim and check it remains inside the green arc

19) ACC
Announce the acceleration altitude for single engine during takeoff.

20) SINGLE ENGINE PROCEDURE
Confirm the single engine procedure according to weather conditions

21) HDG
Check the runway in use given on ATIS

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2.2.7.3 Landing Data Card Filling

A. The landing data card shall be prepared by the PNF prior to the arrival briefing.

B. It is done from up to down and form left to right.

1) FLT N°
Write the flight number

2) DESTINATION
Write the ICAO destination airport code

3) ALT
Write the destination airport elevation

4) ALTERNATE
Write the ICAO alternate airport code

5) ATIS
Write the ATIS data

6) ICING
Tick the box if icing conditions are prevailing at landing

7) W LIM
Write the limiting weight for landing

8) GA TQ
Write the value of GA TQ read in the QRH (page 4.13)

9) 1.1 VMCA
Write the value read in the QRH (page 4.64)

10) VGA
Write the value of VGA:
highest value between: - 1.1 VMCA, or
- VAPP no wind + 5 Kt

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11) LW
Write the calculated LDG weight and compare with W LIM

12) FLAPS
Write the flaps value

13) VAPP no wind
Write the value of VAPP no wind read in the QRH (on the final approach speed
line).

14) VAPP
Write the value of VAPP = VAPP no wind + wind factor.
Wind factor = the highest value between:
- 1/3 of reported headwind, or
- gust in full.
- Max. correction: 15Kt

15) VmLB (WB)
Write the value found in the QRH:- VmLB 0° in normal conditions
- VmLB 15° in icing conditions

16) VmLB 0° (RB) (Icing)
Write the value found in the QRH:- VmLB 0° in icing conditions

17) ACC
Write the acceleration altitude for the go-around procedure.
The highest value between: -
- 1000 feet AGL, or
- the value specified on Jeppesen chart, or
- a specific computation

18) GO-AROUND PROCEDURE
Draw the first segment of the go-around procedure (first heading, first altitude,
first turn)

19) HDG
Write the runway in use on the destination airport.

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2.2.7.4 Landing Data Card Proceeding

A. The landing data card has to be discussed by the PF prior to the arrival briefing:
“Are you ready to proceed?...”

B. It is done from up to down and form left to right.

1) FLT N°
Announce the flight number

2) DESTINATION
Announce the ICAO destination airport code

3) ELEV
Announce the airport elevation and check if in agreement with aircraft landing
elevation setting.

4) ALTERNATE
Write the ICAO alternate airport code

5) ATIS
Read the ATIS data and check:
- visibility or RVR value to determine airport’s accessibility
- instrument approach in use
- wind limitations for landing
- QNH and set it on the standby altimeter
- temperature to determine if normal or icing conditions are prevailing

6) ICING
If the box is ticked, remember icing conditions prevail for landing

7) W LIM
Announce W LIM value

8) GA TQ
Announce the go-around torque value and set white bugs on torque gauges.

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9) 1.1 VMCA
Announce the value of 1.1 VMCA

10) VGA
Set yellow bugs on the airspeed indicators according to this value

11) LW
Check that LW is less or equal than W LIM

12) FLAPS
Announce flaps setting for landing

13) VAPP no wind
Announce the value of VAPP no wind

14) VAPP
Announce and memorize the value of VAPP

15) VmLB (WB)
Set white bugs on airspeed indicators according to this value and crosscheck

16) VmLB 0° (RB) (Icing)
Set red bugs on airspeed indicators according to this value and crosscheck

17) ACC
Set white bugs on main altimeters according to this value

18) GO-AROUND PROCEDURE
Describe the first segment of the go-around procedure.

19) RWY
Announce runway to be used for landing

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2.2.8 BRIEFING

A. PF has to prepare all settings prior to briefing.

2.2.8.1 Departure Briefing

A. Status

1. Aircraft Status/technical situation/MEL,CDL
2. Weather conditions
3. Specific flight items

B. Start

1. Start Sequence
2. Hotel Mode utilization
3. Specific engine start items

C. Taxi/Push Back

1. Taxi out/Pushback description/direction
2. Particulars / Prop brake release prior to turn to avoid NAC OVHT
3. Runway in use and expected holding point

D. Runway

1. Limitations
2. Specifications
3. Bleeds OFF
4. Anti-icing use

E. SID

1. Take Off minima
2. Departure chart N° ___ & date ___
3. SID name
4. MSA
5. Flight path description (read routing first FL, climb restriction if applicable)
6. Radio navigation setting

a. Active frequency +associated course
b. Standby frequency (if necessary)
c. Standby frequency (if necessary)
d. RMI: VOR and/ or ADF

7. GNSS SID and distance versus paper flight plan distance (check speed and
altitude constraints)

F. LOADSHEET/AIRCRAFT LOADING

1. MAC TOW versus Pitch Trim
2. Check within limits (Green Band)

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2.2.8.2 Departure Clearance

A. When the clearance departure is received from ATC, you must check if it is in
compliance with the expected SID:

1. Is actual SID in compliance with that prepared on classic RADIONAV/GNSS?
2. Is altitude clearance in compliance with MSA/ SID climb instruction?
3. Set squawk code and FID

B. If clearance is amended, reorganize and describe new radio-navigation setting and
limitations

C. If clearance is not amended, PF announces: “no change”.

D. If the departure clearance given is “vectors on departure” or “direct _______
waypoint”, brief and set on classic RADIONAV/GNSS the most relevant SID. This
will allow a review of possible expected constraints on departure.

E. Departure alternates if required.

2.2.8.3 Take Off Briefing

A. “Takeoff RWY _____, weight _____, V1_____.

B. If failure before _____ kt, I (you) stop the aircraft.

C. If failure at or after _____ kt, we continue HDG _____, acceleration altitude is
_____, MSA is _____”

D. If there is an engine out flight path, it has to be briefed and derived from the runway
specific FOS chart.

2.2.8.4 Arrival Briefing

A. Top of decent (TOD)

1. Expressed in distance (time for information) and MSA/MVA.

B. Particularities

1. Icing or normal conditions
2. NOTAM
3. Airport equipment failure

C. Alternate & holding time

1. Alternate airport(s) and Holding time before diversion to alternate.

D. Weather at destination

1. Reported Visibility/ RVR compared to minima: airport accessible or
inaccessible and icing or normal conditions

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E. Approach procedure

1. Approach chart N° ___ & date ___
2. Type of approach
3. MSA according to the arrival sector
4. Flight path and description
5. Descend interception

a. Altitude
b. Distance
c. Stabilization point

6. Minima
7. Go-around procedure

F. Radio-navigation setting

1. Final approach
2. GNSS: STAR described (if equipped)

G. ALL required radio navigation and GNSS setting must be completed prior to the
approach briefing

2.2.9 NAVIGATION

2.2.9.1 Classic
2.2.9.2 B-RNAV
2.2.9.3 P-RNAV

2.2.10 RADIO COMMUNICATIONS

A. PNF is responsible for radio-communications

B. Radio-communication could be transferred to PF (if available), on PNF request:

C. Listen before transmitting, write down new frequency assigned. Do not transmit immediately
after switching to a new frequency.

D. VHF COMM standard setting:

VHF 1 VHF 2
ACTIVE ATC Frequency ATIS/ 121.5 MHz (cruise)
STBY Next ATC Frequency OPS Frequency

E. Audio control panel policy:

1. Headset not used:

a. VHF 1 key depressed, volume adjusted.
b. VHF 2 volume adjusted on request.

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c. LOUDSPEAKER knob: 3 o’clock.
d. INT/ RAD switch in neutral position.
e. Handmike used to transmit
f. If INT key depressed, adjust INT volume: interphone function enabled (flight
attendant or mechanic)

2. Headset used:

a. VHF 1 key depressed, volume adjusted.
b. VHF 2 volume adjusted on request.
c. LOUDSPEAKER knob: minimum.
d. INT/ RAD switch in INT position.
e. Boomset used: to transmit, press PTT on control wheel or select INT/ RAD switch on
RAD position
f. INT key has to remain in up position

2.2.11 AIRCRAFT LIGHTS

NAV  Airplane electrically supplied
WINGS  Engines running up to 10,000 ft.
 Engine running in hotel mode
 Used for inspection of related area and they are to be
switched OFF once the requirement is over

BEACON  Propeller rotating
 During pushback

TAXI & T/O  To be selected ON when cleared to taxi
 On FINAL APPROACH after receiving landing clearance.

LAND  To be selected ON when entering active runway (lining up)
or descending through 10,000 ft and;
 To be selected OFF vacating runway or climbing through
10,000 ft

STROBES

 To be selected ON while entering (lining up) or crossing
active runway and;
 To be selected OFF after vacating active runway.

LOGO  ON whenever aircraft is powered at night below 10,000ft
Note: Use of landing, taxi and strobe lights could be disconcerting or actually hamper visibility
during rain or in fog. CM1 to use discretion and select OFF if need arises.

2.2.12 CABIN SIGNS

A. NO SMOKING sign is “ON” at all times.

B. SEAT BELTS sign shall be kept “ON” for all ground operations, taxiing and take off to
10,000ft.and descending below 10,000 ft. Seat belt sign “off” while refueling

C. The Pilot-in-Command has the discretion to switch “ON” the Fasten Seat Belt sign at any time
during the flight, in the interest of flight safety.

D. The Pilot-in-Command may leave the seatbelt sign “ON” throughout the duration of the flight
during short sectors (CEB-TAC-CEB, CEB-BCD-CEB, CEB-DGT-CEB) or flights through
heavy turbulence/WX.

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2.2.13 COMPANY DOCUMENTS

2.2.13.1 SOPs / Reminders

1. Log/Check in properly on your flight duty days on the check in sheet provided at
OCC.

2. Pilots on IOE/RQ should present their grade slips/IOE forms to their TRIs for
proper review/documentation prior to flight assignment.

3. Properly log aircraft discrepancies on the Maintenance Portion of the Aircraft
Tech Log

4. Properly complete the Aircraft Tech Log prior to terminating your flight. Write up all
delays with respective delay codes and remarks for further clarification. Determine
if delays require a separate Journey Report.

5. Completion of the Aircraft Tech Log is normally the duty of the First Officer but is
the responsibility of the Captain. All information entered should be COMPLETE and
ACCURATE

6. Flight Deck Crew should log only one “snag” per maintenance entry/sequence
number on the Aircraft Tech Log. Multiple “snags” on one sequence is not proper
and will cause difficulty in reckoning required maintenance action and rectification
interval.

7. Return aircraft charts/documentation to their proper place/sequence after use.
Advice the turn-around crew if certain charts are to be left out for their convenience
( example: RPLL/RPVM Approach Charts).

8. For ATR Flight Deck Crew operating out of Mactan, Cebu; to avoid late transmittal
of ATR AFL/Techlogs to OCC-Manila Flight Dispatch, Pilots are reminded to drop
by our remote flight dispatch office in Cebu station after flight duty. The Flight
Dispatcher / Station Officer will photocopy and send the AFL/Techlog to OCC-
Manila within the day. With this, we achieve an up-to-date daily operational
summary thru ARMS and fuel reports made by our Fuel Analysts. Include remarks
such as Route Qualification, IOE, License Check, etc. on the AFL/Techlog.

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2.2.13.2 Techlog

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2.2.13.3 Techlog Procedure

LOCATION
NO.
BLOCK ENTRY
DESCRIPTION
INSTRUCTION
ADDITIONAL
INSTRUCTION
1 AIRCRAFT TYPE
For ATR write "ATR 72500". For
Airbus Family write "A320" or
"A319".

2
AIRCRAFT
REGISTRY
Write "RP-CXXXX" (followed by the
4digit registry) e.g "RP-C7250"

3 DATE Write by number
4 TIME REFERENCE Check box if UTC or LCL
5 WEIGHTS
Check box if LBS (pounds) or KGS
(kilos)

6 FLT NO Flight number e.g "891"
For ferry flight
write the 4 digit
RP registry e.g
"7250"
7 DEP STN
Write Departure Station code e.g.
"MNL"

8 ETD Write Estimated Time of Departure
9 BDG CLR Write Time of Boarding Clearance
10 DR CLSD Write Time of Doors Closed
11 PUSHBK Write Time of Push Back
12 OFF BLK Write Time of Aircraft off block
13 OFF GRND Write Time of Aircraft off ground
14 ARR STN
Write Arrival Station code e.g
"MPH"

15 ETA Write Estimated Time of Arrival
16 ON GRND Write Time of Aircraft on ground
17 ON BLK Write Time of Aircraft on block
18 TOTAL TIMES
Time entries to be filled up by the
flight crew

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19 GROUND TIME
Time entries to be filled up by the
flight crew

20
FUEL MONITOR
PERFORMANCE
Entries to be filled up by the flight
crew

21 DELAYS
Delay codes indicated at the back
cover of the tech log as reference

22 REMARKS
Delay remark entries be filled up on
the line corresponding with the trip
(A,B,C,D,E,F)

23 TAKEOFF WEIGHT
Entries to be filled up by the flight
crew

24 APU/HMODE
Entries to be filled up by the flight
crew
Encircle APU if
Airbus aircraft or
HMODE if ATR
aircraft.
25 CREW ON BOARD
Entries to be filled up by the flight
crew

26
INSTRUMENT
READING
Additional data for cases of
discrepancy on aircraft readings.
Entries to be filled up by the flight
crew.
Encircle the trip
(A,B,C,D,E,F)
when the reading
was taken.
27 REMARKS
Additional remarks, entries to be
filled up by the flight crew.
Can be use for
additional
instruction from
the flight crew.
28 COMPLAINT
Aircraft remarks to be filled either
pilots or maintenance crew.
Check PIREP box
if reported by pilot
or MAREP box if
reported by
maintenance.
Encircle the trip
(A,B,C,D,E,F)
when the remark
was taken.
29 R/I DETAILS
To be filled up for removal and
installation of component in the
aircraft.

30 ACTION
Corrective action done to rectify the
remark in the complaint

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31 MEL REF NO/CAT The reference Mel and Category
For aircraft
dispatched as per
MEL, the yellow
copy to be cut and
inserted in the
plastic holder
located at the front
of the techlog.
This cutted portion
can be removed
when MEL is
cleared.
32 MAINT RELEASE
To be filled up by the maintenance
crew. For the aircraft registry (A/C
Reg) use the 4 digit e.g "7250"
dropping the RP-C case. Specify
what type of check to be performed
in the aircraft e.g "daily chk".
Check NO box if
dispatched with no
RVSM, RNP and
CAT II.

NOTE: For unused portions on flight log

2.2.13.4 Techlog Distribution Procedure

A. White copy always stays in the techlog book

B. Flight crew to tear only the blue copy and the yellow copy (flight log portion) and to
placed them in the OCC AFL drop box

C. ARMs will use the blue copy to update the system, yellow copy (flight log portion)
for Flight Ops reference

D. Maintenance will use the yellow copy (maintenance log portion) for reference

E. For MEL raised, the MEL yellow copy portion to be teared and inserted by
maintenance in the MEL plastic insertion cover as quick reference

F. For MEL raised in the outstation, a photo copy of the MEL will be use as reference
for the outstation

G. For techlogs already consumed this will be retrieved and replenish by LMEs during
nightstop and turn-over to Reliability Section

H. Reliability Section will check techlog for discrepancies. After checking, the techlog
will be forwarded to Tech Records Section for safe keeping

I. Distribution of the techlog to be monitored by the Reliability Section –QA. UNCONTROLLED
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3.0 Table of Contents

3.1 Flight Preparation

3.1.1 Flight Preparation Procedure

3.2 Normal Procedures and FD Flows

3.2.1 Long and Short Transit

3.2.2 Internal Inspection

3.2.3 External Inspection

3.2.4 Preliminary Cockpit Preparation

3.2.5 Final Cockpit Preparation

3.2.6 Before Propeller Rotation

3.2.7 Before Taxi

3.2.8 Taxi

3.2.9 Before Takeoff

3.2.10 Takeoff

3.2.11 Climb Sequence

3.2.12 After Takeoff

3.2.13 10,000 Ft Climb Performance

3.2.14 Cruise

3.2.15 Before Descent

3.2.16 Decent and 10,000 Ft Approach Procedure

3.2.17 Before Landing

3.2.17.1 Precision Approach (ILS)
3.2.17.2 Non-Precision Approach
3.2.17.3 Visual Approach

3.2.18 Circle to Land

3.2.19 Visual Flight Pattern

3.2.20 Landing

3.2.20.1 Stabilization Policy
3.2.20.2 Reverse Policy
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3.2.21 Go-Around

3.2.22 After Landing

3.2.23 Parking

3.2.24 Leaving the Aircraft
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3.1.1 FLIGHT PREPARATION PROCEDURE
A. Captains Runways :
1. All take-offs/departures and approaches/landings to these airports are to be performed
only by QUALIFIED Captains.

2. The following airports are designated as CAPTAINS RUNWAYS:
a. Busuanga
b. Caticlan
c. Calbayog
d. Catarman
e. Cauayan
f. Jolo
g. Marinduque
h. Naga
i. Pagadian
j. Surigao
k. Siargao
l. Tandag
m. Tawi-Tawi/Sanga-Sanga
n. Tablas

B. Cabin Crew Briefing At Mactan Airport: ATR Flight Deck Crew are to conduct their Cabin
Crew briefing at the Cabin Crew office adjacent Mactan Airport Gate 5. This is due to space
constraints at our Cebu Station Flight Dispatch / Airport Office.

C. Crew members must check in at OCC/Flight dispatch one hour and fifteen minutes prior to
the scheduled time of departure.

D. Crew members have to check the following items:

1. Aircraft condition (if known, otherwise it will be discussed when joining the aircraft on the
stand)
2. NOTAMs
3. Weather briefing
4. Airport infrastructure (at destination)
5. Particularities
6. Flight planning
7. Fuel planning
8. Flight presentation
9. Flight attendant briefing

E. In the absence of a DC GPU, FIRST FLIGHT OF THE DAY Pre-Flight Checks may be
performed using Hotel Mode IF CONDITIONS PERMIT.

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3.2.1 LONG AND SHORT TRANSIT

A. It is the Captains responsibility to determine whether to perform long or short transit
regarding the criteria described hereafter:

B. Short or long transit determination:

1. Long Transit
a. The flight crew must perform :
b. Internal inspection
c. External inspection
d. Preliminary cockpit preparation
e. Final cockpit preparation

2. Short Transit
a. The flight crew must perform
b. External inspection
c. Preliminary cockpit preparation (only items preceded by a T)
d. Final cockpit preparation

3.2.2 INTERNAL INSPECTION

A. Air conditioning Recirculation Fans should be selected OFF prior to connection of
external ground air conditioning.

B. This procedure will be performed prior to powering the aircraft, either by maintenance or
CM2, as appropriate completion ensures there will be no damage to aircraft and danger to
personnel when powering up the systems.

C. The following procedures are based on operations with GPU available

CARGO DOOR CONTROL PANEL COVER .. .. closed
EMERGENCY EQUIPMENT check
GEAR PINS . on board
DOCUMENTATION on board
C/B .... check
WIPERS off
STBY HORIZON ERECTION KNOB pull and maintained
BATTERY ..on
MFC check
STBY HORIZON ERECTION KNOB released
BEACON, NAV, LOGO, WING .. on
VHF 1 . on
BRAKE HANDLE parking
PL 1 and 2 gi
GUST LOCK . on
CL 1 and 2 .fuel s/o
FLAPS LEVER . check
EEC 1 and 2 . check
LANDING GEAR LEVER down
DC EXT POWER P/B . depressed

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NO SMOKING/ SEAT BELTS ... on
EMER EXIT LIGHTS .. arm
FUEL PUMPS . on for 2 seconds then off
AIR PANEL .. white lights extinguished
OVBD VALVE . auto
HYD AUX PUMP P/B . depressed

D. Should no GPU be available, refer to additional procedures, Sub-Chapter 4.4, Hotel Mode.

3.2.3 EXTERNAL INSPECTION

A. During this inspection, the PNF must perform and check the following:
1. Cabin inspection (safety device, emergency exit, holds, smoke detector, door)
2. Overall condition of the aircraft
3. Visible components
4. Flight equipment
5. Aircraft clear of frost, ice, and snow
6. Memorization of surface position to compare with command levers position
7. Check hydraulic or fuel leaks (especially puddles on the ground)
8. State of the tires, brakes and shock absorbers
9. Access doors closed and latched
10. Upon completion of inspection, PNF returns to the cockpit

B. Before the first flight of the day / crew change, it is mandatory to perform EXTERIOR
INSPECTION following the steps in the FCOM (Vol.2, Normal procedures, 2.03.05.). On
transit stops CM1 shall ensure that an external inspection is performed.

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C. Usually performed by CM1 (or CM2 at CAPTAIN discretion), while other CM carries out
internal checks. Exterior inspection includes a check for obvious wear/ damage, especially of
following components:
1. Airframe
2. Propellers,
3. Engine in/outlets,
4. Main gear wheels, brakes and tires.
5. Tail bumper condition

D. A further task of this inspection is to provide a general overview of the condition and position
of the A/C before it is moved. The inspection should include technical/operational aspects
such as:

1. FOD danger at parking position
2. Obstructions within initial taxi area,
3. Progress of A/C servicing.

E. Finding of any leakage of A/C fluids should be reported to maintenance before the flight is
conducted. Particularly check toilet service panel and surrounding area for evidence of
leakage.

3.2.4 PRELIMINARY COCKPIT PREPARATION

A. The main approach is to extinguish all white lights, to test all systems and to prepare the
cockpit for flight.

B. As soon as you have an avail light for DC GPU, check the voltage on the left maintenance
panel. Then depressed in the GPU push-button, to do the preliminary cockpit preparation.

C. If external power is not available/ weak external Battery cart, Start in Hotel mode prior to
preliminary cockpit preparation, follow the chapter before taxi (refer to FCOM (2.03.06)
procedure for additional information)

D. With GPU available, Hotel Mode should only be started after the Preliminary Cockpit
Preparation has been done.

E. Recirc Fans OFF if ground air-conditioning to be used.

F. Weather Radar: ATR Pilots are reminded to set the aircraft weather radar to STBY on
ground. This is part of CM2 Preliminary Cockpit Preparation and After Landing
Procedure/After Landing Checklist

G. Radiation from aircraft weather radar poses a safety hazard to personnel and ground
equipment. Although the ATR weather radar system has a safety feature that prevents it from
being active on ground in WX mode, it is always safe practice to select it to STBY mode in
case this feature malfunctions.

H. ATC Recommendation: In case of dual installation (e.g. transponder, ignition, ADC switch), to
confirm the serviceability of both systems, standard procedure will be to select system 1 on
odd dates and system 2 on even dates.

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I. CM1 does the FIRST FLIGHT OF THE DAY external inspection. CM1 may delegate
succeeding external inspections to the CM2.

J. Preliminary cockpit preparation is done by CM2, with a GPU connected. The procedure
hereafter must be applied after a long transit.

K. For a short transit, only check items preceded with a T

L. The following will be done by the CM2 for long transits.

SCAN ON OVERHEAD PANEL

ANNUNCIATOR LIGHT . test
DOME LIGHT .. as required
STANDBY COMPASS .. off
STORM LIGHT . off
ENG 1 PUMP .. on
FUEL X-FEED . check
ENG 2 PUMP .. on
DOORS ... test
SPOILER LIGHTS .. off
LDG GEAR INDICATOR check
TLU .auto
T ENG 1 FIRE . 3 test
EXTERNAL LIGHTS .. as required
PROP BRAKE .. on
DC/AC PANEL check
CVR test
SIGN PANEL check
DE-ICING/ ANTI-ICING .. lights off
PROBES HEATING on
WINDSHIELD HEATING .. on
ACW PANEL check
HYD PANEL . check
EMER LOC XTMR .. auto
AIR COND PANEL . check
AVIONICS VENT . auto
OXYGEN ... check
COMPT SMK test
EXHAUST MODE reset
T ENG 2 FIRE . 3 test

SCAN ON PEDESTAL

LIGHTS . as required
T FDEP (if installed) ....... flight number + date
TRIMS tested and set neutral
T ATPCS .. 2 tests
TCAS . test/ stby
VHF on/ test
ADF..on/ test
TRANSPONDER ..stby/ test
IDLE GATE ... pulled
EMER AUDIO CANCEL . guarded

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PL .. GI
CL . fuel so
GUST LOCK .. on
AIL LOCK LIGHT extinguished
RADAR . stby
ECP ... test/ set
GPS on
T MCDU (if installed with the MPC) . set
CDLS .... daily check

SCAN ON CENTRAL PANEL

T FUEL QTY test/ check
TAT/ SAT check
CAP .clr
STBY INSTRUMENTS check
PWR MGT ..t/o
PEC 1 & 2 ..on
T FUEL USED . reset
ENGINE INDICATORS .. test/check
ENG PANEL . check
CABIN PRESS PANEL .. check
T AUTO PRESS .. test/ landing elevation
TRIM INDICATOR .. check
FLAPS INDICATOR .. check
STICK PUSHER .. depressed
HYDRAULIC . check

SCAN ON GLARE SHIELD

FD BARS .. on
NAV 1 AND 2 ... on/ test
ADU ... brt

SCAN ON LEFT LATERAL PANEL

T COCKPIT COM HATCH . open
NW STEERING ... on/guarded
OXYGEN MASK .. test
MARKERS ... test/lo
AHRS . check
AUDIO 1 SEL check
CAPT SWITCHING PANEL check
(E)GPWS guarded

SCAN ON LEFT INSTRUMENT PANEL
CLOCK . set
AIR SPEED INDICATOR check
RMI/ EHSI . check
EADI check
(E)GPWS test
ALTIMETER ..set
VERTICAL AIR SPEED .. check
ADC SWITCH .. 1 or 2

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SCAN ON RIGHT LATERAL PANEL

EXTRACT AIR FLOW ... open
OXYGEN MASK ...test
AHRS . check
F/O SWITCHING PANEL check
AUDIO 2 SEL check

SCAN ON RIGHT INSTRUMENT PANEL

APM (if installed) ..... daily test
(E)GPWS .. test
VERTICAL AIR SPEED . check
ALTIMETER ..set
EADI check
RMI/ EHSI ..check
AIR SPEED INDICATOR check
CLOCK .. set

M. The following will be done by CM2 for short transits.

SCAN ON OVERHEAD PANEL

ENG 1 FIRE . 3 test
ENG 2 FIRE . 3 test
FDEP (if installed) ...... flight number + date
MCDU (if installed with the MPC) . set
FUEL QTY test/ check
FUEL USED reset
AUTO PRESS .. test/ landing elevation
COCKPIT COM HATCH . open

3.2.5 FINAL COCKPIT PREPARATION

A. Take-off weight is set with the APM rotary selector. If the take-off weight is equal to the
previous take-off weight, it is important to move the rotary selector back to the 12 Oclock
position in order to reset the computer. Otherwise the computer may assume a wrong take-
off weight

B. The Departure Briefing will be accomplished at a convenient time before CM1 calls for Final
Cockpit Preparation Checklist. The briefing will be given by PF for each departure.

NOTE: The briefing should be practically orientated rather than a ritual liturgy. Reference
should be made to the appropriate FOS Data sheets for performance aspects,
including RTOW on any runway likely to be used and/or intersection departures etc.

C. Departure Briefing must cover:

1. Runway, wind and weather conditions(TAKE OFF DATA CARD);
2. Anti/de-icing procedure for departure (if necessary);
3. Selections of Nav aids, AFCS and use of Radar (If necessary).
4. Expected taxi procedure.
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5. Expected normal departure route. Display of Single Engine procedure (check FOS) along
with SIDS.(NAVIGATIONAL CHARTS). GNSS programmed departure.
6. Review MEL/CDL if any and its effect on the a/c status.
7. CVR GRND CTL should be ON during departure briefings.

(1 ) Tak eoff dat a car d 1
st
PART:
Fligh t n u m ber , FROM, TO, dat e, w eat h er , WLI M, T/ O TQ,
RTO TQ, acceler at ion alt it u de, sin gle en gin e fligh t pat h ,
RWT h eadin g. May be accom plish ed by PNF.
PF
D O
NAV 1 & 2 and ADF 1& 2 set
( accor ding t o expect ed SI D)
VHF 1 & 2 set
FLI GHT
EVENTS

AN N OU N CE
FI NAL COCKPI T PREPARATI ON
PROCEDURE
D O
PARKI NG BRAKE on & pressure check
ALTI METERS. set / cr osscheck
PWR MGT. TO
FUEL QUANTI TY check
ENGI NE FUr eset
MEMO PANEL . Check
LANDI NG ELEVset / cr osscheck
NAV/ GPS/ COM.set

CM1

D O
ATI S/ WEATHER not ed
TAKEOFF DATA CARD . 1
st
par t filled ( 1)
QNH set ( ow n) and check
CM2
Pr e lim in a r y
Cock p it
Pr e pa r a t ion
Com ple t e

FLI GHT
EVENTS
PF PNF

ALTI METER BUGSset & cr osscheck

Cr e w Re a d y For
Ta k e of f D a t a
Ca r d 1
st
Pa r t
Pr oce e d in g
READ AN D D O
WEATHER check
OBJ TORQUE set
RTO TORQUE check am ber bugs
ALTI METER BUGS. .set & cr osscheck

Cr e w Re a d y To
Pe r for m
Th e D e p a r t u r e
Br ie f in g
REFER t o SECTI ON 2. 2. 8. 1

AN N OU N CE
FI NAL COCKPI T PREPARATI ON
PROCEDURE COMPLETED

CM1 CM2
FLI GHT
EVENTS
REQUEST AND ANSWER
FI NAL COCKPI T PREPARATI ON C/ L
Fin a l Cock pit
Pr e pa r a t ion
Com ple t e d

D e p a r t u r e
Br ie f in g
Com ple t e
AN N OU N CEAN D READ
FI NAL COCKPI T PREPARATI ON C/ L
REFER TO QRH NORMAL CHECKLI ST
CHECKLI ST COMPLETED

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3.2.6 BEFORE PROPELLER ROTATION

A. During engine start, CL to FTR at 19 % NH ALWAYS. This procedure aims at lowering
temperatures in our engine hot section and preserving engine life.

B. All engine starts are to be performed with the respective bleed OFF. Respective Bleed to be
selected ON once engine start is stabilized at the CL FTR position.

C. Pushback Operations: In order to minimize stress on our tow tugs/bars and avoid untimely
disconnections; Pilots are advised to have only one propeller rotating in feather during
aircraft push back.

D. This would mean either releasing the Propeller Brake on Engine 2 during push back OR
starting Engine 1 prior to GPU disconnect (in case hotel mode cannot be utilized).

E. In no instance should two engines be running during aircraft push back.

F. Start of the other engine should commence only after aircraft push back is completed and
Parking Brake is set.

G. The Captain has to receive a cabin report from the CA1 prior to closing of the PAX door.
Cabin crew are instructed to confirm to the captain the total number of PAX, and request
permission to close the cabin door; through the interphone with the phrase xxx passengers
on board, tail stand stowed, permission to close passenger door.

H. Battery Starts

1. Due to No DC GPU available we are often required to perform battery starts and utilize
Hotel Mode to perform our First Flight of the Day pre-flight checks.

2. ATR FDC are reminded of the following operational considerations and constraints:

a. A proper pre-flight check is required prior to pax boarding.
b. To prevent unnecessary battery drain, the aircraft battery switch shall not be selected
ON unless FDC is ready to start the respective engine in Hotel Mode.
c. Respective Bleed Valve to be selected OFF to minimize starting ITT.
d. Respect 10 knots max tailwind component for Hotel Mode. If unable, Hotel Mode is
not permitted and a DC GPU is required to perform a standard pre-flight check.
Consider aircraft repositioning if possible.
e. Aircraft fuelling must be completed prior to Hotel Mode.
f. Service door must be closed. Aft cargo compartment loading may be accomplished
through the pax door.
g. Refer to FCOM 1.16.20, 2.01.04, 2.03.06, 2.05.02, and QRH 2.06 for ATR SOP.

I. Engine Start Select: A+B for battery starts and the first start of the day, then for the next
start, A for odd days and B for even days, to detect ignition system hidden failure.
J. Engine 2 start in Hotel mode is decided in accordance with operational requirements and
limitations. It is the Captains decision; at the very least the PRELIMINARY COCKPIT
PREPARATION PROCEDURE for sh ort or long transit shall be completed and shall be
completed and the weather recorded and checked.

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N H in cr e a sin g

D O
ENGI NE PARAMETERS . check

D O AN D AN N OU N CE
ENGI NE PARAMETERS . check
OI L PRESS
I TT in cr e a sin g

D O
ENGI NE PARAMETERS . check

AN N OU N CE
I GNI TI ON
TI MI NG .. st op
FLI GHT
EVENTS
CM1 CM2

Re a d y t o st a r t
e n g in e 2 in
h ot e l m od e

AN N OU N CE
GROUND FROM COCKPI T READY TO START
ENG 2 I N HOTEL MODE, CONFI RM
SERVI CE DOOR CLOSED AND AREA CLEAR

REQU EST a n d AN SW ER
HOTEL MODE CHECKLI ST

AN N OU N CE
I AM READY
D O
BLEED 2 .. off
SERVI CE DOOR closed
FUEL PUMP ENG 2 ...check RUN
WI NG LI GHTS on
REFER TO QRH NORMAL C/ L
HOTEL MODE CHECKLI ST COMPLETE

Af t e r ou t sid e
v isu a l ch e ck

D O
TI MI NG* . st ar t
START 2... check on

* For st ar t er lim it at ion t im e,
30sec m ax w hen st ar t er off ( 45% NH)

AN N OU N CE
STARTER ON
N H = 1 9 %

D O AN D AN N OU N CE
CL 2 .. feat her
TI MI NG* * . . st ar t
FUEL OPEN

* * I TT sh ou ld r ise w it h in 1 0 secon d s ( ch eck b y CM1 )

D O
ENGI NE PARAMETERS . . check

D O
START 2 P/ B . depressed
READY TO START ENG 2?
AN N OU N CE a n d READ
HOTEL MODE CHECKLI ST
AN N OUN CE
RI GHT SI DE SECURI TY CHECK,
PROP BRAKE on/ PROP BRK blue light
ENGI NE START SELECT . a or b or a + b

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FLI GHT
EVENTS
CM1 CM2

Pa r a m e t e r s
St a b iliz e d

D O
DC GEN 2 VOLTAGE. check

AN N OU N CE
GROUND FROM COCKPI T,
YOU CAN DI SCONNECT GPU

N H = 4 5 %

AN N OU N CE
STARTER OFF
* i f n ot , r ot ar y sel ect or OFF/ START ABORT

D O
TI MI NG .. st op
AN N OU N CE
45%

D O
I TT MAX .. check

AN N OU N CE
I TT XXX °C

N H = 6 1 .5 %

AN N OU N CE
PARAMETERS STABI LI ZED
DC GEN 2 FAULT .. ex t inguished
DC BTC check closed
BLEED / PACKS on
X V ALV E ..op e n
DC EXT PWR . off/ disconnect
D O
ENGI NE START off & st ar t abor t
K. The data card 2nd part proceeding, can be performed during final cockpit preparation, if the
load and trim sheet was received.

L. Due to the sensitive nature of ATR aircraft to any change in weight and/or load distribution,
any Last Minute Change (LMC) on the ATR loadsheet is not advisable and shall not be
accepted/signed by the PIC. In the event of any LMC, the load controller shall generate a
revised loadsheet incorporating all changes before presentation to the PIC.

D O
LOAD check

AN N OU N CE
TOW , TRI M SETTI NG

D O
CROSSCHECK . T/ O speed and t rim s
Loa d An d Tr im
Sh e e t On Boa r d

D O
CM2 crosscheck s TOW and TRI M v alue befor e
filling DATA CARD 2
n d
par t
TAKEOFF DATA CARD 2
n d
par t filled

FLI GHT
EVENTS
CM1 CM2

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D O
SPEED BUGS set and cr osscheck
TRI M . . cr osscheck
CDLSON
SEATBELT SI GN..ON
NWS..AS REQUI RED
REQU EST a n d AN SW ER
BEFORE PROPELLER ROTATI ON
CHECKLI ST/ DOWN TO THE LI NE

Cr e w Re a d y For
Ta k e of f D a t a
Ca r d 2
n d
Pa r t
Pr oce e d in g
D O
SPEED BUGS set and cr osscheck
TRI M . . set

AN N OU N CE AN D READ
BEFORE PROPELLER ROTATI ON
CHECKLI ST/ DOWN TO THE LI NE
REFER TO QRH NORMAL C/ L
COMPLETE
FLI GHT
EVENTS
PF PNF

D O
CABI N ATTENDANT REPORT r eceived
DOORS .. . check closed
BEACON .. . on

REQU EST a n d AN SW ER
BEFORE PROPELLER ROTATI ON
CHECKLI ST/ BELOW THE LI NE
Pa sse n g e r s,
Ca r g o, a n d
d ocu m e n t s on
b oa r d

Ta il p r op
se cu r e d .

All d oor s
close d .

St a r t u p
cle a r a n ce
r e ce iv e d
D O
REQUEST START UP CLEARANCE FROM ATC

AN N OU N CE AN D READ
BEFORE PROPELLER ROTATI ON
CHECKLI ST/ BELOW THE LI NE
REFER TO QRH NORMAL C/ L
BEFORE PROPELLER ROTATI ON CHECKLI ST
COMPLETE
FLI GHT
EVENTS
CM1 CM2

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3.2.7 BEFORE TAXI

A. The Beacon Light must be selected ON during push-back operations.

FLI GHT
EVENTS
CM1 CM2
Pa sse n g e r D oor
Close d An d
St a r t U p
Cle a r a n ce
Re ce ive d
W h e n N P
St a b iliz e d
Ar ou n d 7 1 %
D O
ANTI SKI D. t est
RADAR. check on st by
FLAPS. . 15
ACW GEN 2 FAULT ex t inguished
ACW BTC . closed
HYDRAULI C PANEL ... no am ber light
ANTI I CI NG on I F I CI NG COND.
HYD I NDI CATORS. 3 x 3000 psi
ORD ER
BEFORE TAXI PROCEDURE

AN N OU N CE
GROUND FROM COCKPI T PARKI NG BRAKE I S
ON, READY TO RELEASE PROPELLER BRAKE,
CONFI RM CHOCKS ON, AI RCRAFT AREA
CLEAR

AN N OU N CE
RI GHT SI DE CLEAR?

D O
HYD AUX PUMP . depress
DOORS . closed
FUEL PUMPS . on
BEACON on
FASTEN SEAT BELTS . on
PROP BRAKE . r eady light on

D O
PROP BRAKE .. off

NP STABI LI ZED ... . check

ORD ER
CL 2 AUTO

D O
CL 2 . . aut o

AN N OU N CE
SI NGLE CHANNEL . LOW PI TCH

AN N OU N CE ( AFTER VI SUAL CHECK)
ROTATI ON

RI GHT SI DE CLEAR
AN SW ER

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FLI GHT
EVENTS
CM1 CM2

N H = 1 9 %

D O AN D AN N OU N CE
CL 1 . feat her
TI MI NG* * st ar t
FUEL OPEN
* * I TT sh ou ld r i se w it h in 1 0 secon d s

N H = 4 5 %

AN N OU N CE
STARTER OFF
* i f n ot , r ot ar y sel ect or OFF/ START ABORT

D O
TI MI NG .. st op

D O
ENGI NE PARAMETERS . check
AN N OU N CE
45%

D O
I TT MAX .. check

AN N OU N CE
I TT XXX °C

I TT in cr e a sin g

D O
ENGI NE PARAMETERS . check

AN N OU N CE
I GNI TI ON
TI MI NG .. .. st op
N H in cr e a sin g

D O
ENGI NE PARAMETERS . check

D O AN D AN N OU N CE
ENGI NE PARAMETERS . check
OI L PRESS
N H = 6 1 .5 %

AN N OU N CE
PARAMETERS STABI LI ZED

AN N OU N CE
GROUND FROM COCKPI T,
PARKI NG BRAKE I S ON,
READY TO START ENG 1, CONFI RM CHOCKS
ON, DOORS CLOSED, AI RCRAFT AREA CLEAR

AN N OU N CE
LEFT SI DE SECURI TY CHECK, I AM READY

D O
TI MI NG* . st ar t

START 1... check on

* For st ar t er lim it at ion t im e,
30s m ax i w hen st ar t er off ( 45% NH)

En g in e 1 St a r t
D O ( U CH ECK)
BLEED 1 .. off
DOORS closed
AN N OU N CE
STARTER ON

ENGI NE START SELECT . a or b or a + b

AN N OU N CE
CONFI RM LEFT SI DE SECURI TY CHECK, READY
TO START ENG N°1?
D O
START 1 P/ B. . closed
FUEL PUMP ENG 1 check RUN
BEACON LI GHTS check on

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Pa r a m e t e r s
St a b iliz e d

ORD ER
CL 1 AUTO

D O
ENGI NE START off & st ar t abor t
DC GEN 1 FAULT .. ex t inguished
DC BTC check ex t inguished
BLEED on
BLEED / PACKS & X V ALVE. lig h t s
e x t in g u ish e d
D O
CL 1 . .. aut o
AN N OU N CE
SI NGLE CHANNEL . LOW PI TCH

D O
COCKPI T COM HATCH close

W h e n N P
St a b iliz e d
Ar ou n d 7 1 %
CH ECK
OVERHEAD PANEL DARK ( ex cep t f or t h e FAULT lig h t on
ex h au st m od e P/ B f or 2 m in u t es)

ACW GEN 1 on line
ACW BTC . check ex t inguished

AN N OU N CE
GROUND FROM COCKPI T,
TWO ( 2) GOOD STARTS, CLEAR TO
DI SCONNECT, STANDBY FOR HAND SI GNALS

NWS.ON

REQU EST AN D AN SW ER
BEFORE TAXI CHECKLI ST

Pr oce d u r e
Com ple t e

AN N OU N CE
BEFORE TAXI PROCEDURE COMPLETE

AN N OU N CE AN D READ
BEFORE TAXI CHECKLI ST
REFER TO QRH 6 . 0 1

AN N OU N CE
BEFORE TAXI CHECKLI ST COMPLETE
FLI GHT
EVENTS
CM1 CM2

3.2.8 TAXI
A. Do not use Reverse Power during taxi, unless a Powerback is required or there is a safety
concern (example: brake failure)

B. BRAKES CHECK: for passengers comfort, the following procedure is used:

1. set taxi power
2. parking brake handle from ON to EMER position (this checks that the emer brake is
operational)
3. then CM2 checks brakes [emer brake released]
4. then CM1 checks brakes [CM2 releases] and CM1 starts to taxi.

C. GNSS TAXI SPEEDS:

1. Straight line / after landing at high speed taxi way exit 30 knots max
2. Turn of 90 degrees or more 10 knots max

***note GNSS speed checked via RNAV on ND or GNSS prog page

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FLI GHT
EVENTS
CM1

Aft e r PF Ta k e Off
Br ie f in g
AN N OU N CE
TAXI PROCEDURE COMPLETE

REQU EST AN D AN SW ER
TAXI CHECKLI ST
W h e n Ta x i
Pr oce d u r e
Com ple t e

AN N OU N CE AN D READ
CABI N CREW PREPARE FOR DEPARTURE
PA AN N OU N CEM EN T

REFER TO QRH 6 . 0 1

AN N OU N CE
TAXI CHECKLI ST COMPLETE

TAXI CHECKLI ST
W h e n PF An d
PN F Re a dy

D O
T/ O BRI EFI NG .. . per for m ed
REFER TO SECTI ON 2.3. 8.3
Re a d y To Ta x i

AN N OU N CE
REQUEST TAXI CLEARANCE

D O
TAXI CLEARANCE.r equest ed

ORD ER
TAXI PROCEDURE

D O
I NSTRUMENTS.... check *
RUDDER CAM cent er ed

* CHECK HEADI NG, BEARI NG, HORI ZON/ RMI

On Ta x iw a y

D O
I NSTRUMENTS . .. check *
HDG MODE . select ed
LO BANK . select ed
I AS MODE .. select ed
I AS . V2+ 5 Kt set
COUPLI NG .. PF side
T/ O CONFI G TEST . per for m ed
D O
BLOCK TI ME .. . announced
SAFETY . check left side
LEFT SI DE AREA ..... clear
TAXI & T/ O LI GHT. on
PARKI NG BRAKE . r eleased

D O

SECURI TY check r ight side
RI GHT SI DE AREA clear

BRAKES CH ECK: for passenger com for t , t he follow ing pr ocedure can be used:
i) set t ax i pow er
ii) par king br ak e handle fr om ON t o EMER posit ion
iii) t hen CM 2 check s br ak es [ park ing br ak e r eleased]
iv ) t hen CM 1 checks br akes [CM 2 r eleases] and CM 1 st ar t s t o t ax i.

PF
CM2

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3.2.9 BEFORE TAKEOFF

A. Advisories to Cabin Crew prior to Take Off:

1. A Cabin Crew prepare for departure announcement on the aircraft PA should be
accomplished by CM2 prior to take off. This should be done after the Cabin Crew Safety
Demo, which can be monitored via the PA volume knob on the communications panel.
Cabin Crew will then advise Flight Deck Crew: Cabin ready via interphone. No Cabin
Ready, no Take-off.
2. A two chimes advisory via recycling (off+on) of the seat belt sign should be
accomplished by CM2 once take off is imminent. DO NOT give a two chimes signal or
takeoff unless Cabin Crew has reported Cabin Ready.

B. ND Settings Prior To Departure

1. Prior to departure, pilots should set their ND (NAVIGATIONAL DISPLAY) to ARC mode.
This is required to display either RDR or TERR on ND. Normally, the PF should select
RDR on ND for proper WX monitoring. To maximize available information resources,
PNF should select TERR on ND for proper terrain monitoring. Selection of WX Radar
ON should be at CM1 discretion.

C. Bleeds Off for ALL take-offs

Pr oce d u r e
Com ple t e

REQU EST AN D AN SW ER
BEFORE TAKEOFF CHECKLI ST/ DOWN TO THE
LI NE
AN N OU N CE AN D READ
BEFORE TAKEOFF CHECKLI ST/ DOWN TO THE
LI NE
REFER TO QRH 6. 01
AN N OU N CE
BEFORE TAKE OFF CHECKLI ST/ DOWN TO THE
LI NE COMPLETE
FLI GHT
EVENTS
CM1 CM2
Ap p r oa ch in g
H old in g Poin t
An d Ca b in Ok
Re ce ive d

ORD ER
BEFORE TAKEOFF PROCEDURE

D O
FLT CTL/ RUDDER.per form r udder
check
( full left / full right )

ACTUAL ONSI DE
SPOI LER DEFLECTI ON ... check
D O
SPOI LER LI GHTS RI GHT... check
ACTUAL ONSI DE
SPOI LER DEFLECTI ON..check
Lin e - Up
Cle a r a n ce
Re ce ive d

.

D O
RUDDER CAM . cent er ed

D O
AI R FLOW .... as r equir ed
CABI N WARN . 2 chim es

D O
LATERAL FD BAR .. cent er ed

ORD ER
BEFORE TAKEOFF PROCEDURE COMPLETE
FLT CTL/ YOKE .. full r ight
SPOI LER LI GHTS LEFT. check

FLT CTL/ YOKE . . full left

FLT CTL/ YOKE .. full up/ full dow n
FLT CTL/ RUDDER... r udder check
( t o confirm r udder t r av el & pedal adj ust m ent )
D O
TCAS . . aut o
XPDR .. alt
GUST LOCK . . r eleased

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3.2.10 TAKEOFF

A. From commencement of takeoff roll, up to 70 kts, CM1 has nose wheel tiller, PL and
rudders. CM2 keep aileron into the wind.

B. At 70 kts, if CM1 calls you have controls, then CM2 takes over rudder and call I have
controls.

FLI GHT
EVENTS
CM1 CM2

Re a d y To Ta k e
Of f

D O
LATERAL FD BAR. cent er ed
( CHECK MAGNETI C RWY ORI ENTATI ON)
RECALL P/ B . . depr essed*
T/ O I NHI . . . depr essed
LAND LI GHTS/ STROBE . on
* Recall P/ B m ay be depr essed befor e T/ O I NHI P/ B t o
m ak e su r e y ou w ill n ot t ak eoff w it h deg r aded sy st ems
REQU EST AN D AN SW ER
BEFORE TAKEOFF CHECKLI ST/ BELOW THE
LI NE

ORD ER
TAKEOFF
D O
TI MI NG. . . st ar t
PKG BRAKE OFF . check
NOSE WHEEL STEERI NG. handed
D O
PLs . .. AS REQUI RED
AN N OU N CE
SET POWER
POWER SET
Re a ch in g 7 0 Kt s
Re a d On The
St b y ASI An d
CM 2 ASI

AN N OU N CE AN D D O
CHECK ( on CM 1 ASI )
NOSE WHEEL STEERI NG..released
YOUR CONTROL/ MY CONTROL

AN N OU N CE
70 KTS
D O
TAKE OFF TORQUE . check *
ENGI NE PARAMETERS . check * *
* TQ: T/ O VALUE ( w h it e bu g)
* * NP: 1 0 0% , I TT
AN N OU N CE
ATPCS ARMED
TIMI NG ..st ar t
CONTROL WHEEL hold t ow ar d w ind
D O
BEFORE TAKE OFF CHECKLI ST COMPLETE
AN N OU N CE
REFER TO QRH 6. 01

BLEED VALVES . Off
WEATHER RADAR . as r equir ed

AN N OU N CE AN D READ
BEFORE TAKEOFF CHECKLI ST/ BELOW THE
LI NE

FLI GHT
EVENTS
PF PNF
Flig h t Con t r ols
Tr a n sf e r

AN N OU N CE

Re a ch in g V 1

AN N OU N CE
V1

D O
PLs . .. r eleased
CM1
I HAVE CONTROL

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Re a ch in g VR

AN N OU N CE
ROTATE
D O
PI TCH..... r ot at e t o 10° & follow FD bar s
Posit iv e Ra t e

FLI GHT
EVENTS
PF PNF
AN N OU N CE
POSI TI VE RATE
D O
LANDI NG GEAR LEVER. .. up
YAW DAMPER. on
TAXI & T/ O LI GHT.. off

AN N OU N CE
GEAR UP

GEAR UP
AN N OU N CE W h e n All Lig h t s
Ex t in g u ish e d On
Th e Ldg Ge a r
Pa n e l

3.2.11 CLIMB SEQUENCE

A. On departure, acceleration altitude, unless otherwise stated, is 500 feet AGL.

B. RTO Take Off/Climb Sequence

1. Climb sequence using RTO is identical to a Go Around procedure. PL to the notch prior
to selection of CLB on Power Management.

FLI GHT
EVENTS
PF PNF
AN N OU N CE
ACCELERATI ON ALTI TUDE

D O
PL .. check in t he not ch
I AS . incr eased ( abov e w hit e bug)
PWR MGT.. clim b
BLEEDS. set ON if not
I AS.. 170 Kt set

AN N OU N CE
CLI MB SEQUENCE COMPLETE
Re a ch in g
Acce le r a t ion
Alt it u d e

N OTE: Min. 500ft
AGL

D O
PL .. check in t he not ch

ORD ER
CLI MB SEQUENCE
NOTE: Both pilots check PLs in the notch prior to selecting CLB on PWR MGT.

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3.2.12 AFTER TAKEOFF

A. After Take Off checklist is performed after selection of 170kts on Speed Bug, final climb
speed

FLI GHT
EVENTS
PF PNF
Re a ch in g W h it e
Or Re d Bu g
( ACCO R D I N G T O
EX T ERN AL
CO N D I T I O N S)

AN N OU NCE
WHI TE BUG NORMAL CONDI TI ONS
RED BUG I CI NG CONDI TI ONS

D O
FLAPS LEVER... set t o 0
Re a ch in g W h it e
Or
Re d Bu g + 1 0
( ACCO R D I N G T O
EX T ERN AL
CO N D I T I O N S)
AN N OU N CE
WHI TE BUG + 10 NORMAL CONDI TI ONS
RED BUG + 10 I CI NG CONDI TI ONS

D O
HI BANK... set

AN N OU N CE
HI GH BANK SET

D O, AN N OU N CE
SET

Af t e r Se t t in g
Sp e e d Bu g
1 7 0 Kt

AN N OU N CE AN D READ
AFTER TAKEOFF CHECKLI ST/ DOWN TO THE
LI NE
REFER TO QRH 6 . 01

AN N OU N CE
AFTER TAKE OFF CHECKLI ST/ DOWN TO THE
COMPLETE
REQU EST AN D AN SW ER
AFTER TAKEOFF CHECKLI ST/ DOWN TO THE
LI NE

AN N OU N CE
FLAPS 0

W h e n Fla p s At 0
On Th e Fla p s
I n d ica t or

ORD ER
SET HI GH BANK

AN N OU N CE
CHECK

ORD ER, D O
SPEED BUG 170 KT

ORD ER
FLAPS 0

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3.2.13 10, 000 FT CLIMB PERFORMANCE

A. Above 10,000 both CM1 and CM2 should select RDR on ND. WX Radar as required.

B. The Seat Belt Sign is normally switched off (departure) or on (arrival) at 10,000 feet.

C. SPEED BUGS,when climbing @ 5 degrees pitch up climb (basic pitch mode), should be set
appropriately. When in HI BANK or LNAV, speed bug should be set to either WB+10 or
RB+10 depending on outside conditions (Normal/Icing). When using WB or RB as speed
reference, LO BANK should be used. This ensures speed protection in varying flight
conditions.

FLI GHT
EVENTS
PF PNF
D O
PRESSURI ZATI ON . . check
( cab in VS, cab in alt it u d e, P)
LANDI NG LI GHTS off
WI NG LI GHTS off
LOGO LI GHTS off
PAX SEAT BELTS. as r equir ed
Cr ossin g FL 1 0 0
clim b in g

ORD ER
FL 100
No Ch eck list f or FL1 0 0

D O
ALTI METER.... st andar d set
AN N OU N CE
STANDARD SET
AN N OU N CE
CHECK
OR
PLUS OR MI NUS XXX

AFTER TAKE OFF CH ECKLI ST COM PLETED .

if d ev iat ion > 5 0 Ft ch eck alt im et er set t in g
if d ev iat ion < 5 0 Ft alt im et er set t in g is cor r ect .
ORD ER
SET ALTI STANDARD
D O
ALTI METER.... st andar d set

AN N OU N CE
PASSI NG FL XXX, NOW

REQU EST AN D AN SW ER
AFTER TAKEOFF CHECKLI ST/ BELOW THE
LI NE

W h e n Pa ssin g
Tr a n sit ion
Alt it u d e

***Passing 10,000 ft, accomplish Flight Plan estimates and compare with GNSS
predictions. Also check actual fuel consumption against Flight Plan computation.

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3.2.14 CRUISE

A. Cruise Parameters (1000 to TOC)

1. PNF reads SAT by depressing the SAT P/B or GNSS Progress page 2.
2. Determine the ISA deviation
3. Take the QRH page in compliance with the cruise weight
4. In flight fuel management
5. Fuel used versus distance = FF/ GS (GNSS) = Kg/ NM
6. FU to DEST = actual FU + (track miles to go x Fuel used versus distance)=. Kg = X
7. Remaining Fuel(RF) at Destination = FOB* - X = Kg = RF
8. Holding Fuel (HF) quantity = RF (alternate fuel + final reserve) = Kg = HF
9. Maxi holding time = HF/ 10** = min. (estimated)
10. Adjust calculations accordingly if RH fuel counter was reset prior to Prop Brake release
(Hotel Mode fuel used reckoning).

* FOB: Fuel On Board before engine start
** Use 10(600 kg/hr), refer to FCOM for exact value.

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FLI GHT
EVENTS
PF PNF

AN N OU N CE
CHECK

D O
TORQUE BUGS .. . set

D O AN D AN N OU N CE
TORQUE BUGS .. . set
SET
Alt Gr e e n On
PF EAD I
AN N OU N CE
ALT GREEN r ead on FMA
ORD ER AN D SET
SPEED BUG KT

AN N OU N CE
CHECK

Alt St a r On
PF EAD I
AN N OU N CE
ALT STAR r ead on FMA

D O
SAT ... check
DELTA I SA com put e
CRUI SE PARAMETERS det er m ined
SI NGLE ENGI NE
GROSS CEI LI NG ( BOOST OFF) det erm ined

Be f or e
1 0 0 0 Ft To Go
( C Ch or d)
AN N OU N CE

D O
POWER MANAGEMENT... cr z
CRZ TQ ... . check
CRUI SE PARAMETERS . . . check
NOTE: ch eck act u al I AS, TAS
v er sus pr edet er m ined v alues
AN N OU N CE
CRUI SE PROCEDURE COMPLETE
Re a ch in g Cr u ise
Sp e e d
AN N OU N CE
CRUI SE PROCEDURE
D O
 Fill The Flight Log

D u r in g Cr u ise D O ( as soon as p ossib le)
 Com put e The Top Of Descent ( TOD)
 Com put e The Expect ed Landing Weight
 Com put e The Fuel Rem aining And Holding
Tim e
 Com put e The Est im at ed Tim e Of Ar riv al
ORD ER
COMPUTE CRUI SE PARAMETERS
ONE THOUSAND TO GO

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3.2.15 BEFORE DESCENT

Landing Data Card
Accomplished by PNF and analyzed by PF
The landing data card information helps the crew to prepare for arrival.
Crew must process information.

Ar r iv a l Br ie f in g
Com ple t e
( Aft e r TOD )

AN N OU N CE AN D READ
DESCENT CHECKLI ST
REFER TO QRH 6 . 01

AN N OU N CE
CHECKLI ST COMPLETE

REQU EST AN D AN SW ER
DESCENT CHECKLI ST
Be f or e D e sce n t
( App r ox . 5 M in
Be f or e TOD )

D O
ARRI VAL BRI EFI NGper for m ed
CCAS clear
REFER t o SECTI ON 2. 2. 8. 4

FLI GHT
EVENTS
PF PNF
D O
LANDI NG AI RPORT DATA.
obt ained
D O
LANDI NG DATA CARD filled
STBY QNH set

SPEED BUGS. set
NAV AI DSset
CCAS r ecall
NOTE: Cr ew r ev iew all air cr aft st at us,
du e t o Em er or Abn or m al sit u at ion ,
in pr epar at ion for ar r iv al br iefin g.

D O
LANDI NG DATA CARD pr ocessed
REFER t o SECTI ON 2. 2. 7. 4

ORD ER AN D D O
GA TQ BUGS set

D O
GA TQ BUGS check ed
SPEED BUGS. set

La n d in g D a t a
Av a ila ble
( App r ox . 1 0 M in
Be f or e TOD )

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3.2.16 DESCENT AND 10,000 FT APPROACH PROCEDURE

A. The Seat Belt Sign is normally switched off (departure) or on (arrival) at 10,000 feet.
Approach Checklist during descent passing 10,000 feet

B. Below 10,000 feet, in the event that CM1 prefers to select a non-standard ND mode; CM2
should select a different mode. Bellow 10,000 feet, one crew member should preferably be
on RDR and the other on TERR.

C. Flight Deck Crew announcement Cabin crew, prepare for arrival will be done right after
switching on the seatbelt sign when descending thru 10,000 ft. It will signal the CA1 to start
the arrival announcement and cabin prepar ation. This will prevent inadvertent
turbulence/WX announcements by the cabin crew when the seatbelt sign is switched on.

D. A Minimum Descent Floor (MDF) of GRID MORA plus 500 feet shall be established in all
VFR AIRPORTS. The plus 500 feet serves as an additional safety margin to the GRID
MORA.

ALL VFR FLIGHTS MUST BE CONDUCTED IN VMC

FLI GHT
EVENTS
PF PNF
D O
PRESSURI ZATI ON . . check
LANDI NG LI GHTS on
WI NG LI GHTS on
LOGO LI GHTS on ( at night )
PAX SEAT BELTS. on

PA AN N OU N CEM EN T
CABI N CREW PREPARE FOR ARRI VAL

Cr ossin g
1 0 ,0 0 0 Fe e t
D e sce n d in g

ORD ER
10, 000 FEET
W h e n Pa ssin g
Tr a n sit ion Le v e l

D O AN D AN N OU N CE
XXXX CHECK
( Ch eck also t h e st an d b y alt im et er set t in g )

AN N OU N CE
CHECK
OR
PLUS OR MI NUS XXX

if d ev iat ion > 5 0 Ft ch eck alt im et er set t in g
if d ev iat ion < 5 0 Ft alt im et er set t in g is cor r ect .
ORD ER AN D D O
SET QNH

AN N OU N CE
PASSI NG XXX FEET, NOW!
Pr oce d u r e
Com ple t e

AN N OU N CE AN D READ
APPROACH CHECKLI ST
REQU EST AN D AN N OU N CE
APPROACH CHECKLI ST
CHECKLI ST COMPLETE

AN N OU N CE

REFER TO QRH 6 . 01

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3.2.17 BEFORE LANDING

3.2.17.1 Precision Approach (ILS)

A. On instrument approaches, misapproach acceleration altitude is 500 feet above
published minimums/DA. 1000 feet AGL minimum.

B. When runway in sight, PF announces LANDING. Continue with applicable
instrument call outs, this will serve as Subtle Pilot Incapacitation Checks.

C. Flight Directors/AFCS modes will remain ON throughout the approach until the
landing roll out.

D. Deviation and limits

1. HEIGHT
general ±100 Ft
beginning of go-around ±50 Ft
at decision height 0 Ft

2. TRACKING
on radial ±5°
precision approach half deviation of LOC and GS,
according to altitude

3. SPEED
both engines +5 Kt/ -0 Kt
one engine +10 Kt/ -0 Kt

4. Aircraft handling when performing a precision approach manually
LOCALIZER Corrections must be done inside the heading
bug
GLIDE SLOPE Pitch variations should not exceed ±2°

5. PNF calls for any deviation:
SPEED if +10/ -0 Kt deviation exceeded
GLIDE SLOPE if ½ dot deviation exceeded
LOCALIZER if ½ dot deviation exceeded

6. PF answer is:
CORRECTING (and performs correction)

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AN N OU N CE
HALF DOT

AN N OU N CE
SPEED CHECK

D O
FLAPS 30 select ed

G/ S ½ D ot
ORD ER
FLAPS 30

FLI GHT
EVENTS
PF PNF

AN N OU N CE
CHECK
Cle a r e d For
Ap p r oa ch
D O
APP MODE engaged

AN N OU N CE
APPROACH MODE SET
LOC WHI TE, GS WHI TE

AN N OU N CE
VOR ALI VE
V OR Alive

AN N OU N CE
CHECK
RWY AXI S CONFI RMED

D O AN D AN N OU N CE
RUNWAY HEADI NG SET, DUAL I LS SET

LOC St a r ( Rw y
Ax is I s
Con fir m e d W h e n
V OR I s Ce n t e r e d
An d / Or RM I
N e e d le On Fin a l
Cr s
AN N OU N CE
GLI DE SLOPE ALI VE

AN N OU N CE
SPEED CHECK

D O
FLAPS 15 select ed

G/ S Alive
ORD ER
FLAPS 15

AN N OU N CE
FLAPS 15

D O AN D AN N OU N CE
SET
W h e n Fla p s 1 5
On Fla p s
I n d ica t or

ORD ER AN D D O
SPEED BUG WHI TE BUG + 10
AN N OU N CE
ONE DOT

AN N OU N CE
SPEED CHECK
D O
LANDI NG GEAR LEVER dow n
PWR MGT t / o
TAXI & T/ O LI GHTS on( w hen
clear ed t o land)
G/ S 1 D ot
ORD ER
GEAR DOWN
AN N OU N CE
LDG GEAR DOWN

W h e n 3 Gr e e n
Lig h t s

AN N OU N CE
LOC STAR

ORD ER
SET RUNWAY HEADI NG, DUAL I LS

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FLI GHT
EVENTS
PF PNF
AN N OU N CE
FLAPS 30

D O AN D AN N OU N CE
SET
W h e n Fla p s 3 0
On Fla p s
I n d ica t or

AN N OU N CE
CHECK

D O AN D AN N OU N CE
ADU G. A. alt it ude set
XXX FEET SET

AN N OU N CE
FAF DME, ALT CHECK

G/ S St a r AN N OU N CE AN D ORD ER
GLI DE STAR
ORD ER
SET GO- AROUND ALTI TUDE

AN N OU N CE
CHECK

AN N OU N CE AN D READ
BEFORE LANDI NG CHECKLI ST

REFER TO QRH 6 . 01

AN N OU N CE
CHECK- LI ST COMPLETE
W h e n Air cr a f t
St a b iliz e d
REQU EST AN D AN SW ER
BEFORE LANDI NG CHECKLI ST

AN N OU N CE
ONE HUNDRED ABOVE
Re a ch in g D A +
1 0 0 Ft

AN N OU N CE
FI VE HUNDRED ABOVE
Re a ch in g D A +
5 0 0 Ft

CHECK

D O
TAXI & T/ O LI GHTS on

Cle a r e d t o La n d

D O
CABI N WARN .. 2 chim es

D O AN D AN N OU N CE
HEADI NG BUG CENTERED
W h e n C/ L
Com ple t e

AN N OU N CE
CENTER HEADI NG BUG

RESPECT STABI LI ZATI ON SCREEN H EI GH T: 1 0 0 0 FT I M C/ 5 00 FT V M C.
I F N OT: GO AROU N D SEE STABI LI Z ATI ON POLI CY
AN N OU N CE
XXXX FT, STABI LI ZED
1 0 0 0 Ft AGL I M C

ORD ER
CONTI NUE
AN N OU N CE
XXXX FT, NOT STABI LI ZED
1 0 0 0 Ft AGL I M C

ORD ER
GO AROUND
CHECK
AN N OU N CE
AN N OU N CE
LANDI NG OR GO AROUND
MI NI MUMS
Re a ch in g D A

SPEED BUG V APPROACH

ORD ER AN D D O

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3.2.17.2 Non-Precision Approach

A. On instrument approaches, misapproach acceleration altitude is 500 feet above
published minimums/MDA. 1000 feet AGL minimum.

B. PNF announces altitude versus distance, and altitude deviation above or below
the desired one. PF corrects by adjusting VS.

C. When runway in sight, PF announces LANDING. Continue with applicable
instrument call outs, this will serve as Subtle Pilot Incapacitation Checks.

D. AFCS STBY once AP is selected OFF.

E. Assuming a stabilized approach at a constant descent profile as depicted in the
relevant approach chart; a Go Around may be initiated at MDA prior to the MAP
(Stabilized Approach Philosophy). At MDA it may be impossible to continue on a
stabilized approach if runway in sight at MAP.

AN N OU N CE
LDG GEAR DOWN

AN N OU N CE
SPEED CHECK

D O
FLAPS 30 select ed

W h e n 3 Gr e e n
Lig h t s On At
Le a st On e Ldg
Ge a r I n d ica t or
An d TLU Gr e e n
Lt I llu m in a t e d

ORD ER
FLAPS 30
FLI GHT
EVENTS
PF PNF

D O AN D AN N OU N CE
SET
Cle a r e d For
Ap p r oa ch
ORD ER AN D D O
SPEED BUG SET____
Set speed t o t h at r equ ir ed by t h e appr oach / ATC
AN N OU N CE
SPEED CHECK
D O
FLAPS 15 select ed

4 n m Be f or e
D e sce n t Poin t or
2 M in u t e s Fr om
D e sce n t Poin t
( I f N o D M E
Av a ila ble )

ORD ER
FLAPS 15

AN N OU N CE
FLAPS 15
ORD ER
GEAR DOWN

ORD ER AN D D O
SPEED BUG WHI TE BUG + 10

W h e n Fla p s 1 5
On Fla p s
I n d ica t or
LANDI NG GEAR LEVER dow n
PWR MGT t / o
TAXI & T/ O LI GHTS on
( w hen cleared t o land)

D O
AN N OU N CE
SPEED CHECK

SET
D O AN D AN N OU N CE

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FLI GHT
EVENTS
PF PNF
D O
TI MI NG st ar t
FLI GHT PATH m onit ored
St a r t in g D e sce n t
( Re fe r t o
N ot e 1 )

D O
TI MI NG st ar t
TQ r educe t o 25%
FLI GHT PATH. m onit ored
AN N OU N CE
FLAPS 30

D O AN D AN N OU N CE
SET

D O AN D AN N OU N CE
ADU G. A. alt it ude set
GO- AROUND ALTI TUDE SET

* Go Ar ou n d alt it u d e set t in g :
Set on ly i f p r esen t alt it u d e b el ow GA alt it u d e.
Set p r esen t alt it u d e + 3 0 0 f t t o av oid ALT*
Set GA alt it u d e w h en p assin g GA alt - 3 0 0 f t

D O AN D AN N OU N CE
CHECK

AN N OU N CE AN D READ
BEFORE LANDI NG CHECKLI ST

REFER TO QRH 6 . 01

AN N OU N CE
CHECK- LI ST COMPLETE

D O
CABI N WARN . . . 2 chim es
W h e n Fla p s 3 0
On Fla p s
I n d ica t or

D O AN D AN N OU N CE
VS 0 FT/ MI N SET

REQU EST AN D AN SW ER
BEFORE LANDI NG CHECKLI ST

D O AN D AN N OU N CE
VS XXX FT/ MI N SET

0 .3 N M Be f or e
Th e D e sce n t
Poin t

ORD ER
SET VS XXX FT/ MI N

AN N OU N CE
CHECK

RESPECT STABI LI ZATI ON SCREEN H EI GH T: 1 0 0 0 FT I M C/ 5 00 FT V M C.
I F N OT: GO AROU N D / SEE STABI LI ZATI ON POLI CY
D O
TAXI & T/ O LI GHTS on
Cle a r e d t o La n d

W h e n On Fin a l
Ap p r oa ch

ORD ER AN D D O
SPEED BUG V APPROACH

ORD ER
SET GO- AROUND ALTI TUDE

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FLI GHT
EVENTS
PF PNF
AN N OU N CE
ONE HUNDRED ABOVE
Re a ch in g M D A +
1 0 0 Ft

CHECK
AN N OU N CE
MI NI MUMS
Re a ch in g M D A

AN N OU N CE
LANDI NG OR GO AROUND
AN N OU N CE
FI VE HUNDRED ABOVE
Re a ch in g M D A +
5 0 0 Ft

CHECK
AN N OU N CE
XXXX FT, STABI LI ZED
1 0 0 0 Ft AGL I M C

ORD ER
CONTI NUE
AN N OU N CE
XXXX FT, NOT STABI LI ZED
1 0 0 0 Ft AGL I M C

ORD ER
GO AROUND

3.2.17.3 Visual Approach

A. Altitude Call outs of 1000 feet AGL and 500 feet AGL. These serve as
Approach Stabilization check points and Subtle Pilot Incapacitation checks.

B. On visual approaches, the mis-approach acceleration altitude is 1000 feet AGL
minimum.

C. AFCS STBY once the AP is OFF and FD guidance no longer required. This is
usually done when turning final.

FLI GHT
EVENTS
PF PNF

D O AN D AN N OU N CE
SET
Cle a r e d For
Ap p r oa ch
ORD ER AN D D O
SPEED BUG 160 KT

AN N OU N CE
SPEED CHECK
D O
FLAPS 15 select ed

I AS < 1 6 0 Kt ORD ER
FLAPS 15

AN N OU N CE
FLAPS 15

D O AN D AN N OU N CE
ORD ER AN D D O
SPEED BUG WHI TE BUG + 10

ORD ER
GEAR DOWN

SET

AN N OU NCE
SPEED CHECK
D O
LANDI NG GEAR LEVER dow n
PWR MGT t / o
TAXI & T/ O LI GHTS on( w hen
clear ed t o land)

W h e n Fla p s 1 5
On Fla p s
I n d ica t or

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D O
TAXI & T/ O LI GHTS on
Cle a r e d t o La n d

AN N OU N CE
FLAPS 30

D O AN D AN N OU N CE
SET

D O AN D AN N OU N CE
ADU G. A. alt it ude set
GO- AROUND ALTI TUDE SET

AN N OU N CE AN D READ
BEFORE LANDI NG CHECKLI ST

REFER TO QRH 6 . 01

AN N OU N CE
CHECKLI ST COMPLETE

D O
CABI N WARN . . . 2 chim es
W h e n Fla p s 3 0
On Fla p s
I n d ica t or

ORD ER AN D D O
SPEED BUG TO V APPROACH

ORD ER
SET GO- AROUND ALTI TUDE

REQU EST AN D AN SW ER
BEFORE LANDI NG CHECKLI ST
AN N OU N CE
LDG GEAR DOWN

AN N OU N CE
SPEED CHECK
D O
FLAPS 30 select ed

W h e n 3 Gr e e n
Lig h t s On Ld g
Ge a r I n d ica t or
An d TLU Gr e e n
Lt I llu m in a t e d

ORD ER
FLAPS 30

3.2.18 CIRCLES TO LAND

A. For circle to land based on a precision approach, please refer to SECTION 3.2.21, for initial
configuration.

B. For circle to land based on a non-precision approach, please refer to SECTION 3.2.21, for
initial configuration.

C. PROCEDURES:

1. Flaps remain at 15, until final descent initiated.
2. Speed will be White Bug + 10 minimum, during all approach, until Flaps 30 extended
3. Before landing C/L has to be performed during descent, before reaching MDA of the
circle to land procedure.
4. Reaching MDA, PF orders/ or executes:
5. set ALT, adjust PLs around 40%
6. set HDG MODE HI, select heading bug ±45, start timing.
7. Established on final, when PF orders FLAPS 30, PNF executes and announces FLAPS
30, BEFORE LANDING C/L COMPLETE

D. For landing phase, refer to SECTION 3.2.20

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FLI GHT
EVENTS
PF PNF

AN N OU N CE
CHECK
Re a ch in g M D A
D O
TI MI NG st ar t

AN N OU N CE
CHECK

At Le v e l Off D O
PLs. ar ound 40%
HEADI NG MODE. select ed
HEADI NG BUG ± 45° . select ed

AN N OU N CE
HDG MODE SET,
HEADI NG XXX SET,
START TI MI NG

AN N OU N CE
CHECK
3 0 se c ou t b ou n d D O AN D AN N OU N CE
HEADI NG BUG. on dow nw ind
HDG BUG XXX SET

D O
START TI MI NGcheck ed

D ow n w in d
Ab e a m
Th r e sh old
D O
TI MI NGst ar t

AN N OU N CE
START TI MI NG

AN N OU N CE
CHECK
Re a ch in g
Ou t b ou n d Tim e
D O
HEADI NG BUG. on base leg

AN N OU N CE
HDG BUG XXX SET

AN N OU N CE
CHECK
En d Of Ba se Le g D O
HEADI NG BUG. on final

AN N OU N CE
HDG BUG XXX SET

AN N OU N CE
SPEED CHECK
D O
FLAPS 30... select ed

AN N OU N CE
FLAPS 30,
BEFORE LANDI NG C/ L COMPLETE
D O
CABI N WARN . .... 2 chim es

On Fin a l ORD ER
FLAPS 30
RESPECT STABI LI ZATI ON SCREEN H EI GH T: 5 0 0 FT AGL. I F N OT: GO AROU N D

D O
ALT MODE select ed

AN N OU N CE
ALT SET, ALT GREEN

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3.2.19 VISUAL FLIGHT PATTERN

A. From takeoff to 1500 ft AAL: refer to SECTION 3.2.10 to 12.

B. In this example, the PF flies manually by following FD bars (autopilot OFF)

FLI GHT
EVENTS
PF PNF

AN N OU N CE
CHECK

AN N OU N CE
CHECK
Re a ch in g
1 5 0 0 Ft AAL
AN N OU N CE
ALT STAR

AN N OU N CE
ALT GREEN

D O AN D AN N OU N CE
DOWNWI ND HEADI NG SET

W h e n Re a d y To
Tu r n
ORD ER
SET DOWNWI ND HEADI NG
PF h as t o t ak e in t o accou n t
cr ossw in d com pon en t t o ap ply a cor r ect dr if t .

AN N OU N CE
CHECK

AN N OU N CE
SPEED CHECK
D O
FLAPS 15.. . select ed

AN N OU N CE
FLAPS 15
D O AN D AN N OU N CE
SET

D ow n w in d ORD ER
FLAPS 15

SPEED BUG WHI TE BUG + 10

AN N OU N CE
SPEED CHECK
D O
LANDI NG GEAR DOWN. dow n

AN N OU N CE
GEAR DOWN
Ab e a m Tow e r ORD ER
GEAR DOWN

D O
TI MI NG. st ar t
Ab e a m
Th r e sh old
D O
TI MI NG. st ar t
Ou t bou n d t im e
= ( H/ 2 0 ) ± 1 / ± 1 Kt of h ead/ t ailw in d

D O, AN N OU N CE
BASE LEG/ RUNWAY HEADI NG SET, VS - 700 SET
Re a ch in g
Ou t b ou n d Tim e
ORD ER
SET BASE LEG/ RUNWAY HEADI NG, VS - 700
CHECK

Ru n w a y I n Sig h t ORD ER
FLI GHT DI RECTOR STANDBY

AN N OU N CE
ORD ER

D O
TQs. 40%

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NOTE: Flaps 15 shall to be maintained after T/O when performing a visual pattern below 1500
feet AGL

AN N OU N CE
FLAPS 30

D O AN D AN N OU N CE
SET

AN N OU N CE AN D READ
BEFORE LANDI NG CHECKLI ST

REFER TO QRH 6 . 01

AN N OU N CE
CHECKLI ST COMPLETE

D O
CABI N WARN . . . 2 chim es

W h e n Fla p s 3 0
On Fla p s
I n d ica t or
On Fin a l ORD ER
FLAPS 30 AN N OU N CE
SPEED CHECK
D O
FLAPS 30... select ed

RESPECT STABI LI ZATI ON SCREEN H EI GH T: 5 0 0 FT AGL. I F N OT: GO AROU N D

ORD ER
SPEED BUG VAPP

REQU EST AN D AN SW ER
BEFORE LANDI NG CHECKLI ST
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3.2.20 LANDING

A. The ATR 72-500 is vulnerable to Tail Strikes and proper aircraft pitch must be observed,
especially during landing (preferably 5 degrees max). A call out of PITCH shall be
announced by the PNF anytime if during the final approach / flare, aircraft pitch reaches +5
degrees.

B. Tail Strike with just minor scratches should not be taken for granted. These occurrences
should be properly noted in the Aircraft Technical Logbook by Flight Deck Crew.

C. Use of Reverse Power when landing on long runways is not recommended; unless there
is a safety concern, or in case of an emergency/abnormal situation.

FLI GHT
EVENTS
PNF PF

NOTE: Use reverse to full stop only in cases of emergency. It is recommended to
return to GI position prior to reaching 40 Kts to avoid flight control column
shaking/inadvertent PITCH DISCONNECT.

On Ru n w a y
( Bot h Low Pit ch
Lig h t s
I llu m in a t e d)

CH ECK AN D AN N OU N CE
I DLE GATE
2 LOW PI TCH
D O
PL.. . gi
D O
PL.. . r ev er se as r qd
RA I n f or m a t ion

AN N OU N CE
80
50
30
20
10
FLARE. pit ch m onit or

W h e n PF
D iscon n e ct AP
AN N OU N CE
AUTOPI LOT OFF
( Pr ess t w ice t o can cel
Cav alr y Ch ar ge)

D O
PL.. . fi

Re a ch in g 7 0 Kt AN N OU N CE

70 Kt

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3 Standard Operating Procedures
3.2 Normal Procedures and FD Flows
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 36

Original Date Issued: 17 March 2010

3.2.20.1 Stabilization Policy
A. STABILIZED means:
1. Aircraft configured for Landing
2. Flight Path and Speed appropriate.
3. Checklist before Landing complete.

FLIGHT EVENT FLIGHT EVENT PNF ANNOUNCES PF ACTIONS NOTES
STABILIZED XXXX FT, stabilized ORDER: continue
1000 FT AGL IMC
NON
STABILIZED
XXXX FT, not stabilized ORDER: go around
STABILIZED XXXX FT, stabilized ORDER: continue
500 FT AGL VMC*
NON
STABILIZED
XXXX FT, not stabilized ORDER: go around
STABILIZED XXXX FT, stabilized ORDER: continue 300 FT AGL
CIRCLE TO LAND
AND VISUAL
PATTERN
NON
STABILIZED
XXXX FT, non stabilized ORDER: go around
XXXX FT:
announced altitude
will be Zx + 1000FT
or Zx + 500FT
or Zx + 300FT
according to weather
conditions

3.2.20.2 Reverse Policy

ENGINES LO PITCH LIGHTS PNF ANNOUNCES PF ACTION ON REVERSE
two illuminated TWO LOW PITCH normal use
2 ENGINES
only one illuminated NO REVERSE NO USE, maxi yaw effect
1 ENGINE one illuminated ONE LOW PITCH
USE WITH CARE, yaw
effect

W h e n PN F Ca lls
7 0 Kt

AN N OU N CE
I HAVE CONTROL
FLI GHT
EVENTS
CM1 CM2

Flig h t Con t r ol
Tr a n sf e r
D O D O
CONTROL WHEEL. hold int o t he w ind STEERI NG CONTROL. hold

NORMAL BRAKES. .. applied
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3.2 Normal Procedures and FD Flows
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 37

Original Date Issued: 17 March 2010

3.2.21 GO-AROUND

FLI GHT
EVENTS
PNF PF

Posit iv e Ra t e

AN N OU N CE
POSI TI VE RATE
D O
GEAR LEVER.. up
HDG MODE.. select ed
LO BANK.. . select ed
I AS.. . . v ga select ed
TAXI & T/ O LI GHT... off

AN N OU N CE
I AS XXX SET

ORD ER
GEAR UP, HEADI NG, LOW BANK, I AS VGA

AN N OU N CE
CHECK

D A or M D A
( Ru n w a y Or
Ra m p N ot I n
Sig h t )
Or Ot h e r Ev e n t s
U n e x pe ct e d

W h e n Fla p s At
1 5 On Th e Fla ps
I n d ica t or

D O
TQs. check / adj ust ga
FLAPS 15... check
speed at or above VGA, t hen select flaps 15

AN N OU N CE
POWER SET, FLAPS 15

AN N OU N CE

M in im u m
MI NI MUM
AN N OU N CE
GO AROUND, SET POWER, FLAPS ONE
NOTCH
D O
GA P/ B ON PL.depr essed
ROTATE... ga pit ch ( + 8° nose up)
PLs.. adv ance t o r am p
CAVALRY CHARGE... cancel

W h e n All Lig h t s
Ex t in g u ish e d On
Th e Ldg Ge a r
Pa n e l
AN N OU N CE
GEAR UP

Re a ch in g
Accle r a t ion
Alt it u d e
AN N OU N CE
D O ACCELERATI ON ALTI TUDE
PL r et ar d t o t he not ch
ORD ER
CLI MB SEQUENCE N OTE: m ini
1000FT AGL or
higher if
r equest ed
CHECK PLs AT NOTCH

CON TI N U E TH E AFTER TAKEOFF
PROCED URE
REFER SECTI ON 3 .2 .1 2
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3.2 Normal Procedures and FD Flows
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ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 38

Original Date Issued: 17 March 2010

3.2.22 AFTER LANDING

A. For runways with an exit/high speed taxi way, the after landing procedure/checklist shall be
accomplished upon leaving the active runway.

B. For runways that require a 180 degree turn for taxi to the ramp, the after landing
procedure/checklist may be accomplished after the completion of the 180 degree turn.
Pilots discretion is advised. The after landing procedure/checklist may be delayed until the
runway is vacated if safety is an issue.

C. After landing, strictly observe two (2) minutes minimum time prior to selecting CL to FTR
and thirty (30) seconds at FTR prior to CL FUEL S.O.

D. ATR Pilots are reminded to set the aircraft weather radar to STBY on ground. This is part of
After Landing Procedure/After Landing Checklist

E. Radiation from aircraft weather radar poses a safety hazard to personnel and ground
equipment. Although the ATR weather radar system has a safety feature that prevents it
from being active on ground in WX mode, it is always safe practice to select it to STBY
mode in case this feature malfunctions.

At Le a st 2
M in u t e s Af t e r
La n d in g
ORD ER
CL1 FEATHER

D O
CL1 feat her
Ru n w a y
V a ca t e d

ORD ER
AFTER LANDI NG PROCEDURE
FLI GHT
EVENTS
CM1 CM2
D O
TRI MS... r eset
XPDR.. . st by
TCAS... st by
FLAPS. .. 0°
GUST LOCK. engaged
RADAR. st by
ADU. . st by / r eset
LANDI NG LI GHT. off
STROBE LI GHT off
CONT LI GHT off
HEATI NG. . off
ANTI - I CI NG. off
DE- I CI NG.. off
TI MI NG ( 2 m ins) . st ar t

AN N OU N CE
AFTER LANDI NG PROCEDURE COMPLETE

I f La st Flig h t Of
Th e D a y
ORD ER
D O ATPCS TEST

ATPCS TEST per for m ed
AN N OU N CE
ATPCS TEST PERFORMED
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3.2 Normal Procedures and FD Flows
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 39

Original Date Issued: 17 March 2010

FLI GHT
EVENTS
CM1 CM2

Af t e r 3 0 se con d s ORD ER

CL1 SHUT- OFF D O

CL1 shut - off

3.2.23 PARKING

A. Recirc Fans should be selected OFF prior to connection of external ground air
conditioning

B. CM1 announces cabin crew, pax door may be opened once Beacon and Seatbelt signs
are switched off.

C. CM1 announces service door may be opened once both CLs are in Fuel Shut Off
position. In case of Hotel Mode, the announcement may be done at Captains discretion,
taking into account ramp wind direction/velocity.

At Th e Ga t e

D O
PARKI NG BRAKE. on
CL 2... feat hered
READY LT. check ed
NP BELOW 16% . check
PROP BRK. on/ confir m
BEACON. off
SEAT BELT.. off

D O
TI MI NG.. . st ar t

PROP 2. .. checked st op

M a r sh a lle r I n
Sig h t

D O
TAXI & T/ O LI GHT off

CH ECK AN D AN N OU N CE
HYDRAULI C PRESS 3x 3000 psi
HYDRAULI C CHECK
FLI GHT
EVENTS
CM1 CM2
Pa r k in g
Pr oce d u r e
Com ple t e d

REQU EST
PARKI NG CHECKLI ST

PARKI NG CHECKLI ST
REFER TO QRH 6 . 01

AN N OU N CE
CHECKLI ST COMPLETE

W h e n GPU
Av a ila ble

D O
DC EXT PWR P/ B. depr essed
CL2. shut - off

W h e n
Gr ou n d A/ C
Av a ila ble

D O
RECI RC FAN 1 & 2. off

W h e n EN G 1 I s
St op p e d
AN N OU N CE
AFTER LANDI NG CHECKLI ST Sile n t Ch e ck list b y CM 2

AFTER LANDI NG CHECKLI ST
REFER TO QRH 6 . 01
AN N OU N CE
CHECKLI ST COMPLETE
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3 Standard Operating Procedures
3.2 Normal Procedures and FD Flows
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 40

Original Date Issued: 17 March 2010

3.2.24 LEAVING THE AIRCRAFT

All
D ocu m e n t a t ion
Fille d

ORD ER
LEAVI NG THE AI RCRAFT PROCEDURE

FLI GHT
EVENTS
CM1 CM2
D O

OXY MAI N SUPPLY.. off
I CE AND RAI N PROTECTI ON off
EXT LTs( ex cept for nav ) . off
EMER EXI T LT.. disar m
EFI S. . off
RADAR. off
COM/ NAV. .. off
CLsfuel S. O.
FUEL PUMPS off
CDLS( if inst alled) off
CDLS CTL panel FAULT LI GHT. check
EXT POWER. off
BAT( check inv fault light ) ..off
BAT SW I TCH TO BE CON FI RM ED BY
BOTH CREW
AN N OU N CE
LEAVI NG THE AI RCRAFT PROCEDURE
COMPLETE
Pr oce d u r e
Com ple t e d
ORD ER Con fir m e d b y CM 1 a n d CM 2
LEAVI NG THE AI RCRAFT CHECKLI ST LEAVI NG THE AI RCRAFT CHECKLI ST

REFER TO QRH 6 . 01
AN N OU N CE
LEAVI NG THE AI RCRAFT CHECKLI ST COMPLETE

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4 Operating Procedures
4.0 Table of Contents
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 1

Original Date Issued: 17 March 2010

4.0 Table of Contents

4.1 TCAS

4.1.1 General
4.1.2 Definitions
4.1.2.1 Traffic Advisory
4.1.2.2 Resolution Advisory
4.1.3 Procedures
4.1.3.1 Traffic Advisory
4.1.3.2 Resolution Advisory

4.2 GNSS

4.2.1 Policy
4.2.2 On Ground
4.2.2.1 Preflight
4.2.3 In Flight

4.3 EGPWS

4.3.1 General
4.3.2 EGPWS Warning
4.3.3 EGPWS Inoperative

4.4 Hotel Mode

4.4.1 General
4.4.2 Start Up Without GPU
4.4.3 Arrival Without GPU

4.5 Operational Precautions

4.5.1 Icing Conditions (To be Issued)
4.5.2 Operations on Wet and Contaminated Runways (To be Issued)
4.5.3 Windy Conditions
4.5.3.1 Windshear
4.5.3.2 Microburst

4.5.4 Pushback Operations
4.5.5 Standard Instrument Departure Procedures
4.5.6 Reverse Power
4.5.7 Carbon Brakes
4.5.8 180 Degree Runway Turns

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4.0 Table of Contents
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 2

Original Date Issued: 17 March 2010

4.6 Special Operations

4.6.1 Caticlan Operations
4.6.1.1 Arrival
4.6.1.2 Departure
4.6.1.3 Caticlan Runway 06 Approach
4.6.1.4 Short Field Landing
4.6.1.5 VFR Airports / Caticlan Traffic Speed Control

4.6.2 RTO (Reserve Takeoff) Power
4.6.3 Powerback Procedures
4.6.4 White / Red Bug + 10 Climb
4.6.5 Short Sector ATR Seatbelt Sign Policy / Cabin Announcement
4.6.6 Monsoon Operations (To be Issued)
4.6.7 Company Crosswind Limitations
4.6.8 ATR VFR Airport Dispatch Criteria
4.6.9 Steep Slope Approach
4.6.9.1 Limitations
4.6.9.2 Normal Procedures
4.6.9.3 Emergency Procedures
4.6.9.4 Performance

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4 Operating Procedures
4.1 TCAS
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 1

Original Date Issued: 17 March 2010

4.1.1 GENERAL

A. Traffic Alert and Collision Avoidance System is used for detecting and tracking aircraft in the
vicinity of your own aircraft. By interrogating their transponder, it analyzes the replies to
determine range, bearing, and if reporting altitude, the relative altitude of the intruder. When
the TCAS processor determines that a possible collision hazard exists, it issues visual and
audio advisories to the crew for appropriate vertical avoidance maneuvers.

B. TCAS is unable to detect any intruding aircraft without an operating transponder or in
case of transponder failure.

C. TCAS should be set to ABV on climb, ___/Normal on cruise and BLW during descents.
Range selections at pilots discretion. In case of TCAS resolution, ATC is not responsible of
aircraft separation until resuming the initial clearance.

D. All information and data given in the following parts are specific to TCAS II version 7.0

E. There are two types of cockpit displays:

1. Traffic Advisory (TA)
2. Resolution Advisory (RA)

4.1.2 DEFINITIONS

4.1.2.1 Traffic Advisory

A. The goal of a Traffic Advisory is to inform the pilot of any surrounding traffic. The
crew should attempt to gain visual contact with the intruder and assess the
potential collision risk. The TA display shows the intruding aircrafts relative position
and altitude with the trend arrow to indicate if it is climbing descending at greater
than 500 feet per minute. The TA display identifies the relative threat of each
intruder by using various symbols and colors and provides appropriate synthesized
voice announcements.
1. Non-threat traffic advisory (TA)
Information about any non-threatening traffics in the vicinity.

Symbol used:

2. Proximity intruder traffic advisory (TA)
Information about any traffic in the proximity.

Symbol used:

3. Information about intruding aircraft considered potentially hazardous. TCAS will
display a TA, when time CPA (Closest point of approach) is between 20 and 48
seconds with aural alert TRAFFIC, TRAFFIC. This alert has to make pilots
look at the screen in order to determine visually the position of the intruder.
Symbol used: + <<TRAFFIC, TRAFFIC>>

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ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
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4.1.2.2 Resolution Advisory

A. The Resolution advisory is an appropriate vertical avoidance maneuver. The RA
display is incorporated into the vertical speed indicator RA/ VSI. By illuminating red
and green areas around the dial it displays the required rate, or limitation of climb
or descent to avoid a possible collision.

B. Some of the typical Resolution Advisories, which are shown on the RA/ VSI, will
require a maneuver by the crew while others will warm against maneuvering.

C. Resolution advisories are grouped as Corrective advisories or preventive
advisories. Corrective Advisories require a positive action by the crew
accompanied by a green arc on the RA/ VSI showing Fly To guidance. Preventive
Advisories require that NO action be taken to alter the flight path of the aircraft.

Symbol used: + <<CORRECTIVE ACTION TO DO>>

D. With the resolution advisory, the TCAS triggers an aural synthesized voice alert
describing the avoidance maneuver required at the same time.

RESOLUTION
ADVISORY
DOWNWARD UPWARD
VERTICAL SPEED
REQUIRED (VS)
INITIAL PREVENTIVE
RA
Monitor vertical speed Monitor vertical speed 0
CORRECTIVE RA Descent, descent Climb, climb Monitor
ANY
STRENGTHENING OF
AN RA
Increase descent,
Increase descent
Increase climb,
increase climb
+/ - 2500 ft/min
ANY WEAKENING OR
SOFTENING OF AN
RA
Adjust vertical speed,
Adjust
Adjust vertical speed,
Adjust
+/ - 1500 ft/min
OPPOSITE RA Descent, descent
NOW
Climb, climb NOW Adjust
CROSSOVER RA Descend, crossing,
descend, descend,
crossing, descend
Climb, crossing climb,
climb, crossing climb
+/ - 2500 ft/min
MAINTAIN EXISTING
VERTICAL SPEED RA
Maintain vertical Speed,
Maintain
Maintain vertical
Speed, Maintain
+/ - 1500 ft/min
MAINTAIN EXISTING
VERTICAL SPEED
WHILE CROSSING
THREATS ALTITUDE
Maintain vertical
Speed, crossing
maintain
Maintain vertical
Speed, crossing
maintain
Maintain
+/ - 4400 ft/min
> Vs > +/ -
1500 ft/min
VERTICAL SPEED
RESTRICTED
Adjust vertical speed,
Adjust
Adjust vertical speed,
Adjust
Adjust
END OF RA Clear of conflict 0

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4 Operating Procedures
4.1 TCAS
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 3

Original Date Issued: 17 March 2010

NOTE: The TCAS II processor is programmed with the specific aircraft operating limitations, i.e.,
maximum altitude at which the aircraft can climb at 1500 ft/min. Climb or Increase Climb RAs
are therefore inhibited when the RA maneuver cannot be completed safely due to lack of
aircraft performance capability. These performance limits are included as part of the aircraft
wiring. See the AFM (Airplane Flight Manual) for the specific performance limitations for ATR.

4.1.3 PROCEDURES

4.1.3.1 Traffic Advisory

FLI GHT
EVENTS
PNF PF

CAUTION: At this step, the crew should take no evasive actions based solely on
the TCAS II display.

NOTE: A traffic advisory may become a resolution advisory within 15 seconds. If
the intruder is Non-Altitude Reporting (NAR) the traffic symbol appears
without an altitude number or trend arrow. The type of symbol selected by
TCAS II is based on the intruder location and closing rate.

If TCAS direction finding techniques fail to locate the azimuth of another
aircraft, a NO BEARING message appears on the screen.

4.1.3.2 Resolution Advisory

A. In case of RA, PF must maneuver the aircraft promptly and smoothly in
response to the resolution advisory. A typical TCAS II maneuver requires crew
response within 5 seconds and G-forces of +/- 0.25G. Because of this G-force
requirement, the response to the RA cannot be flown using the autopilot. The
autopilot must be disconnected before responding to the RA.

CAUTION:
1. Do not follow the flight director and do not change the altitude selected on
AFCS.
2. Do not over react to a resolution advisory.
3. Two TCAS II equipped aircraft will coordinate their resolution advisories using
a Mode S transponder air-to-air data link. The coordination ensures that
complementary advisories are issued in each aircraft.
4. Since maneuvers are coordinated, the crew should never maneuver in the
opposite direction of the advisory. Fly only the vertical speed commanded.

AN N OU NCE I F TRAFFI C I N SI GH T
TRAFFI C I N SI GHT
Tr a f f ic, Tr a f f ic

CAPTAI N D ECI D ES: TCAS, I ( YOU ) H AV E CON TROL
CH ECK V SI AN D AN N OU N CE
3 OCLOCK, 500 FT BELOW

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4 Operating Procedures
4.1 TCAS
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 4

Original Date Issued: 17 March 2010

NOTE: The TCAS installation needs to be wired to give EGPWS higher priority
than TCAS. In case of simultaneous audio alarms, the TCAS II system is
placed in TA ONLY mode (aural annunciations are inhibited) and the TA/
VSI and RA/ VSI flag will show RA OFF.

B. When clear of conflict

1. If initially in level flight, promptly but smoothly return to the previously assigned
altitude unless otherwise directed by ATC.

2. If previously climbing or descending resume the planned climb or descent
unless otherwise directed by ATC.

C. TCAS Phraseology

EVENTS PHRASEOLOGY
Pilot
TCAS CLIMB or
TCAS DESCENT
After any vertical speed
modification due to an RA
Controller ROGER
Pilot
CLEAR OF CONFLICT
RESUMING TO (FL/ ALT)
When clear of conflict
Controller
ROGER (or alternative
instructions)

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4 Operating Procedures
4.2 GNSS
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 1

Original Date Issued: 17 March 2010

4.2.1 POLICY

A. DATA Card will be prepared by PNF and handed over to PF for cross checking along with the
RTOW. PF should cross check the DATA card with GNSS (V-NAV page);

B. PF should program GNSS as per the Flight Plan (Route 1 to destination airport and route 2 at
pilots discretion). For flight time more than 1:15 hrs, carry out Active Route Integrity Check
and destination RAIM Check.

C. Flight Deck Crew is responsible for checking/cross checking user waypoints and saved
routes entered into the GNSS.

1. LNAV is not to be used beyond a user created Final Approach Fix

2. Prior to the Departure Briefing, it is mandatory that Flight Deck Crew check/cross check
saved routes that they load and always compare GNSS Track Distance against Flight
Plan Distance for proper flight management

3. RTE 1 should always be the active route and properly checked and briefed by the PF.
The PNF should cross check all data entered in the GNSS.

4. RTE 2 on the GNSS may be used to prepare for a turn around route, diversion to an
alternate airport, arrival runway changes, or a re-land.

5. Reference to AFM 2.05.12. 3(b) Traditional navigation equipment must be selected to
available aids so as to allow immediate cross-checking or reversion in the event of loss of
GPS navigation capability. Preferably PF to select RNAV and PNF at V/L

4.2.2 ON GROUND

A. IDENT page must be displayed. If not, press DATA, then IDENT.

B. GNSS is filled by PF, according to data known (runway in use, cruise flight level, SID, ...)
or expected.

C. PNF must crosscheck the LEGS and PERF INIT pages during the PF departure briefing.

D. Conventional radio navigation means have to be set for stand-by use, to assure safe flight
path in case of GNSS failure.

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4 Operating Procedures
4.2 GNSS
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 2

Original Date Issued: 17 March 2010

4.2.2.1 Preflight

RTE LEGS HOLD PROG VNAV ATC

CLR / PREV NEXT MENU DATA
EXEC
DEP
ARR
IDENT
MODEL ENGINES
ATR 72-500 PW127M
NAV DATA ACTIVE
HT50812001 21MAY19JUN/09
XXXXXXX XXXXXXX
HTE0811001 20APR21MAY/09
SOFTWARE XXXXXXX
HT1000-006A XXXXXX
XXXXXXX XXXXXXX
XXXXX XXXXXX
----------------------------------------------------
POS REF>

BRT
DIM
LSK 1 L
LSK 2 L
LSK 3 L
LSK 4 L
LSK 5 L
LSK 6 L

LSK 1 R
LSK 2 R
LSK 3 R
LSK 4 R
LSK 5 R
LSK 6 R

A. Procedure:

1. First, if you dont have this page, press DATA then IDENT

2. CHECK:

a. model of aircraft
b. types of engines
c. database validity

3. Then press POS REF LSK 6R (Line Select Key)

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4 Operating Procedures
4.2 GNSS
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 3

Original Date Issued: 17 March 2010

RTE LEGS HOLD PROG VNAV ATC

CLR / PREV NEXT MENU DATA
EXEC
DEP
ARR
POS REF 1/2
POS (GPS)
N10°18.55 E123°58.88
UTC (GPS) GS
0410.0Z 0KT
RNP/ ACTUAL
2.00/0.13 SV DATA>

<HDG/TAS OVERRIDE
INTEGRITY PREDICTION
DEST RAIM>
----------------------------------------------------
ROUTE>

BRT
DIM
RTE LEGS HOLD PROG VNAV ATC
DEP
ARR

CLR / PREV NEXT MENU DATA
EXEC
RTE 1 1/2
ORIGIN DEST
RPVM RPLL
RUNWAY FLT NO
RW04 CEB580
CO ROUTE

USER RTES

<RTE 2

BRT
DIM

4. CHECK:

POS (GPS)
UTC (GPS)
RNP/ ACTUAL
(the second value has to be less
than the first one)

5. Then press ROUTE> on LSK
6R or RTE on the left above the
screen

6. ENTER:

ORIGIN
DEST
FLT NO
RUNWAY

7. Then press DEP/ ARR

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4.2 GNSS
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 4

Original Date Issued: 17 March 2010

RTE LEGS HOLD PROG VNAV ATC

CLR / PREV NEXT MENU DATA
EXEC
DEP
ARR
DEP/ ARR INDEX
RTE1 (ACT)
<DEP RPVM ARR>

RPLL ARR>
------------------------------ RTE 2 -------------------------------
<DEP RPLL ARR>

RPVM ARR>
---------------------------------------------------------------------

DEP OTHER ARR
< ----- ----- >

BRT
DIM
8. Check first the RTE you used to
fill the previous pages then

9. Press LSK 1L or LSK 3L (<DEP)
according to the ACT RTE

CLR / PREV NEXT MENU DATA
EXEC
RPVM DEPARTURES 2/3
SIDS RTE 1 RUNWAYS
DML <SEL> 04

KON 22

MLC <SEL>

PON

PRO
---------------------------------------------------------------------
<INDEX ROUTE>
BRT
DIM

RTE LEGS HOLD PROG VNAV ATC
DEP
ARR

10. Select RWY and check <SEL>
is in front of the RWY selected

11. After this selection, you will
have only the SIDs for this RWY

12. Select the SID again check
<SEL> is in front of the SID
selected

13. Then press again DEP/ ARR

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Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
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RTE LEGS HOLD PROG VNAV ATC

CLR / PREV NEXT MENU DATA
EXEC
DEP
ARR
RPLL ARRIVALS 1/3
STARS RTE 1 APPROACHES
AL <SEL> ILS06
TRANS
BET <SEL> TARA

BUC

CAB

CON
------------------------------ ---------------------------------------
<INDEX ROUTE>

BRT
DIM
RTE LEGS HOLD PROG VNAV ATC

CLR / PREV NEXT MENU DATA
EXEC
DEP
ARR
DEP/ ARR INDEX
RTE1 (ACT)
<DEP RPVM ARR>

RPLL ARR>
------------------------------ RTE 2 -------------------------------
<DEP RPLL ARR>

RPVM ARR>
---------------------------------------------------------------------

DEP OTHER ARR
< ----- ----- >

BRT
DIM
14. Check the RTE you want
then;

15. Press LSK 2R or LSK 4R
(ARR>) according to the ACT
to have the next screen

16. Select the APPROACH first
(to have only the STARs for
this RWY) then check <SEL>
in front of the approach
selected

17. Select the TRANSition (even
if there is only one) and
check<SEL> in front of the
transition selected

18. Select the STAR and check
<SEL> in front of the STAR
selected

19. Then press RTE on the left
top and NEXT to have the
second page

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4 Operating Procedures
4.2 GNSS
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 6

Original Date Issued: 17 March 2010

RTE LEGS HOLD PROG VNAV ATC

CLR / PREV NEXT MENU DATA
EXEC
DEP
ARR
ACT RTE1 2/4
VIA TO
MLC MOLOC
THEN
---------- □□□□□
---------- ROUTE DISCONTINUITY ----------
CONDE

CON MIA
THEN
---------- □□□□□
---------------------------------------------------------------------
<RTE2
BRT
DIM
20. You should have the departure
and the arrival filled on previous
page

21. On LSK 2L, enter the airway (on
our example: W11)

22. On the right the last point of this
airway (on our example:
CONDE)

23. For a longer route, repeat the
same operation until reaching
the beginning of the STAR

24. Then clear the ENROUTE
discontinuities.

25. Then press LEGS

RTE LEGS HOLD PROG VNAV ATC
DEP
ARR

CLR / PREV NEXT MENU DATA
EXEC
ACT RTE1 2/4
VIA TO
MLC MOLOC

W11 CONDE

CON MIA

DIRECT TARA

APPR TRANS CI06
---------------------------------------------------------------------
<RTE2 ACTIVATE>
BRT
DIM

26. After clearing the discontinuities,
you should have the page like
this.

27. If you use the two routes in the
GNSS, you will have to
ACTIVATE> then EXEC

28. Then press LEGS

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4 Operating Procedures
4.2 GNSS
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 7

Original Date Issued: 17 March 2010

RTE LEGS HOLD PROG VNAV ATC

29. Here you have to check all the
lines according to the:

a. SID (points and constraints)
b. Flight Plan
c. STAR (points and
constraints)

30. Then press PROG

CLR / PREV NEXT MENU DATA
EXEC
DEP
ARR
ACT RTE1 LEGS 1/4
045°HDG 2.0 NM
(3000) / 3000A
L280°HDG 0.2NM
(INTC) / -------
325° 2.0NM
D325J / 5000A
326° 15.0NM
MANOK / 6000A
326° 25.0NM
MOLOK / FL150A
---------------------------------------------------------------------
<RTE2LEGS RTE DATA>

BRT

DIM
RTE LEGS HOLD PROG VNAV ATC

DEP
31. Here you have to check the total
number of miles (after the
DEST) according to the flight
plan.
ARR

32. You may have a difference due
to the SID and the STAR

33. Then press VNAV

CEB580 PROGRESS 1/2
LAST ALT ATA FUEL

TO DTG ETA
(3000) 2.8
NEXT
(INTC) 7
DEST
RPLL 331

---------------------------------------------------------------------
<POS REPORT POS REF>
CLR / PREV NEXT MENU DATA
EXEC
BRT
DIM
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4 Operating Procedures
4.2 GNSS
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 8

Original Date Issued: 17 March 2010

34. Fill the CRZ ALT then check or
change the parameters for
CLIMB, CRUISE or DESCENT
RTE LEGS HOLD PROG VNAV ATC
DEP
ARR

35. Fill the RESERVES fuel you
need on arrival

36. Fill the exact FUEL you have on
board after refuelling

37. When you have the load sheet,
fill the ZFW

38. Check the accuracy between
the GR WT of the GNSS and
the load sheet

39. You will have a difference in loadsheet weight and GNSS GR WT. This is due to fuel
information. On the load sheet it is the computed T/O weight and on the GNSS it is the
computed T/O weight + taxi/hotel mode fuel.
40. The preparation of the GNSS is complete. Route 1 should always be the active route. If
route 2 is desired: activate route 2, route copy to route 1 then activate route 1.
41. SIDS, STARs, and Approaches programmed in the GNSS should be part of the relevant
departure and approach briefings conducted by the PF. Any discrepancies between
paper charts and the GNSS should be resolved by checking the validity dates of both.
Paper charts take precedence over the GNSS.
42. GNSS FLIGHT PHASE PAGE MANAGEMENT:

a. PRIOR TO LOADSHEET VERIFICATION: Default page shall be VNAV page 2 for
ZFW data entry and GR WT verification/loadsheet crosscheck.

b. TAXI/TAKE OFF: Default page shall be LEGS page 1 for easy access to first direct
to waypoint or modification of flight plan legs.

c. LNAV Green: Once LNAV mode is active, default page shall be PROG page 1.
This page shows pertinent predictions and estimates.

d. DESCENT: Pilots discretion; PROG page 1, PROG page 2, or VNAV page 2 may be
used.

e. FINAL APPROACH: PROG page 2 shall be selected for wind information.

CLR / PREV NEXT MENU DATA
EXEC
PERF INIT 1/2
GR WT CRZ ALT
22.00 FL 210
FUEL CLIMB
2.50T CALC 170/.55/3.0
ZFW CRUISE
13.80 210/.55M
RESERVES DESCENT
0.65 240/.55/3.0
TRANS ALT SPD TRANS
11000 250/13000
---------------------------------------------------------------------
<RTE2LEGS RTE DATA>

BRT
DIM
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4 Operating Procedures
4.2 GNSS
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 9

Original Date Issued: 17 March 2010

43. Navigational Display (ND) Range Management:

a. The ND should display at least the first waypoint of the active flight plan.

b. If the distance to the first waypoint is quite far, be careful if WX or TERR is a factor.
You may have to scan lower ranges to get a better picture of WX/TERR threats.

c. Do not get into the habit of displaying all waypoints of the active route on the ND.
This will decrease situational awareness of imminent WX and TERR information on
ND. If you wish to check flight plan waypoints, use the LEGS page on the GNSS.

d. For VFR airports with no nearby or onsite classic navigational aids for cross
check, both PF and PNF may select RNAV on their EFIS/ND. Take note that this is
only for reference and is not to be used as a primary means for navigation.

4.2.3 IN FLIGHT

A. PF manages GNSS with PNF crosscheck when autopilot is engaged.

B. Below 10,000 FEET, GNSS is may be managed by PNF on PF orders.

C. Any modification of flight path (horizontal or vertical) has to be clearly announced
and checked by both crewmembers.

4. In case of flight track change due to ATC, hereafter procedures and phraseology
will be used:

IF AUTOPILOT ENGAGED:

FLIGHT
EVENTS
PF PNF

AN N OU N CE
CONFI RM

NEW WAYPOINT
ACKNOWLEDGED
AN N OU N CE
DI RECT TO XXXXX, CONFI RM

D O
EXEC KEY... depressed
NEW FLI GHT PATH.. m onit ored

IF AUTOPILOT DISCONNECTED:

FLIGHT
EVENTS
PF PNF

D O AN D AN N OU N CE
DI RECT TO XXXXX, SET

D O
EXEC KEY... depressed

NEW WAYPOINT
ACKNOWLEDGED
ORD ER
SET DI RECT TO XXXXX

D O
NEW FLI GHT PATH.. m onit ored
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4 Operating Procedures
4.3 EGPWS
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 1

Original Date Issued: 17 March 2010

4.3.1 GENERAL

A. Navigation is not to be predicated on the use of the terrain display (TERR on ND).

B. The Terrain Display is intended to serve as a situational awareness tool only. It does not
have the integrity, accuracy or fidelity on which to solely bases decisions for terrain or
obstacle avoidance.

C. To avoid giving nuisance alerts, the predictive TAWS functions must be inhibited when
landing at an airport that is not included in the airport database.

4.3.2 EGPWS WARNING

A. No pilot engaged in passenger transport deliberately enters a situation which may put his
passengers, his aircraft, his crew and himself in danger. Activation of EGPWS warnings is
therefore an illogical situation to a pilot more or less consciously concentrating on safe flight.
Analysis of crashes ( voice recorders from aircraft flying into terrain) tell us that the pilots
involved did not believe in warning, and that some pilots, as a consequence of their disbelief,
entered a state of inability to take the proper action.

B. When flying under daylight VMC conditions, should a warning threshold be deliberately
exceeded or encountered due to known specific terrain at certain locations, the warning may
be regarded as Cautionary and the approach may be continued.

C. A go-around shall be initiated in any case if the following warning appears and cause of
warning cannot be identified immediately.

WHOOP- WHOOP PULL UP
TERRAIN TERRAIN
TOO LOW TERRAIN

A/P --------------------------------------------------------OFF
POWER ------------------------------------ GO AROUND
Rotate to achieve maximum possible rate of climb.

When flight path is safe and GPWS warning ceases:
Decrease pitch attitude and accelerate.

When speed above minimum required and V/S positive:
Clean up aircraft as necessary.
CALL ATC, Recheck navigation, evaluate situation.

SINK RATE
Adjust pitch attitude and power to silence the warning.

DONT SINK
Adjust pitch attitude and power to maintain level or climbing flight.

TOO LOW GEAR TOO LOW FLAPS
Correct the configuration or perform a go-around.

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4 Operating Procedures
4.3 EGPWS
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 2

Original Date Issued: 17 March 2010

GLIDE SLOPE
Establish the airplane on the glide slope.
Depress one GPWS/GS push button if flight below glide slope is intentional (non-
precision localizer only approach).

4.3.3 EGPWS INOPERATIVE

EVENT PNF CALLOUT
Excessive angle of bank (>30°) BANK ANGLE
Rate of descent more than 900 fpm on final
approach and altitude below 500 feet AGL. Rate of
descent more than 1200 fpm and altitude below
1000 feet AGL
SINK RATE
Speed consistently more than 10 knots above the
selected Target speed, or speed below the
selected target
SPEED
Glide slope deviation more than one dot up to 500
feet and half dot below
GLIDE SLOPE
Localizer deviation more than one dot LOCALIZER
Activation of RADALT RADIO ALTIMETER ALIVE
500 AGL FIVE HUNDRED

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4 Operating Procedures
4.4 Hotel Mode
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 1

Original Date Issued: 17 March 2010

4.4.1 GENERAL

A. DUE TO NO DC GPU AVAILABLE WE AR E OFTEN REQUIRED TO PERFORM BATTERY
STARTS AND UTILIZE HOTEL MODE TO PERFO RM OUR FIRST FLIGHT OF THE DAY
PRE-FLIGHT CHECKS.

B. ATR FDC ARE REMINDED OF THE FO LLOWING OPERATI ONAL CONSIDERATIONS
AND CONSTRAINTS:

1. A proper pre-flight check is required prior to pax boarding.
2. To prevent unnecessary battery drain, the aircraft battery switch shall not be selected
ON unless FDC is ready to start the respective engine in Hotel Mode.
3. Respective Bleed Valve to be selected OFF to minimize starting ITT.
4. Respect 10 knots max tailwind component for Hotel Mode. If unable, Hotel Mode is not
permitted and a DC GPU is required to perform a standard pre-flight check.
5. Aircraft fuelling must be completed prior to Hotel Mode.
6. Service door must be closed. Aft cargo compartment loading may be accomplished
through the pax door.
7. Power Levers shall be set to the Ground Idle detent only.
8. Refer to FCOM 1.16.20, 2.01.04, 2.03.06, 2.05.02, and QRH 2.06 for ATR SOP

C. The following is the procedure in order to properly differentiate how much fuel our ATR
aircraft burn in flight and during Hotel Mode.

1. This procedure is to be utilized only during turn around flights where the aircraft remains
in Hotel Mode after parking.
2. After parking note total fuel used and RESET both fuel used counters.
3. Prior to releasing Propeller Brake, note fuel used on #2 engine during Hotel Mode and
log fuel used on the HMODE ABOVE G.I. (title to be revised later) column on the Tech
Log.
4. RESET #2 fuel used counter

D. Please exercise proper judgment when utilizing HOTEL MODE at T3.

1. When MNL RWY 24 is in use, there is a high probability that we will experience a tailwind
component greater than 10 knots with a corresponding NAC OVERHEAT alert.
2. The tailwind effect is more prevalent when the aircraft is parked at the remote parking
bays (stand 121 and beyond).
3. Also, anticipate possible tailwind component during pushback with turns. In this case it
would be wise to release the PROPELLER BRAKE prior to the turn.
4. For DEPARTING aircraft, if the tailwind component at the parking bay is 10 knots or
greater:

a. If aircraft will be pushed back, obtain clearance from Ground Control and T3 Ramp
Control to: start ENGINE 1 at parking bay, idle power due operational requirement.
b. If aircraft is to taxi out, start engine 1 first. Engine 2 will be started without Prop Brake
after GPU disconnect.
c. Advice ground mechanic/marshal that the start sequence will be ENGINE 1 first and
at the bay.
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4 Operating Procedures
4.4 Hotel Mode
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 2

Original Date Issued: 17 March 2010

d. After ENGINE 1 start, have GPU removed and request taxi or pushback.
e. Start ENGINE 2 with PROPELLER BRAKE OFF.

5. For ARRIVING aircraft, if the tailwind component at the parking bay is 10 knots or
greater:

1. Shut down sequence will be ENGINE 2 first.

2. PROPELLER BRAKE/HOTEL MODE should not be used at the parking bay, wait for
GPU to be connected prior to ENGINE 1 shut down.

4.4.2 START UP WITHOUT GPU

A. CM2 alone may start eng2 if necessary

B. Refuel must be complete

C. CM1 does EXTERNAL INSPECTION

D. CM2 does the following:

emergency equipment .. check
c/b panels check
cockpit com hatch .. open
wipers off . off
stby horizon erection knob ... pull and maintained
battery .. on
stby horizon erection knob ... released
nav lights .... on
mfc ...check
vhf 1 .on
atpcs . test
brake handle ..parking
pl1 and pl2 ..gi
gust lock . on
cl1 and 2 . fuel s/o
flaps lever .. check
pec 1 and 2 . check
landing gear lever ... down
prop brk on
fuel pump 2 ..on
eng 2 fire test ...perfor

E. FUEL X-FEED TEST:

1. ENG 1 PUMP ON: FEED LO PR 1 extinguished; FEED LO PR 2 illuminated

2. FUEL X-FEED in line: FEED LO PR 1 and 2 extinguished

3. FUEL X-FEED closed: FEED LO PR 1 extinguished; FEED LO PR 2 illuminated

4. ENG 2 PUMP ON: FEED LO PR 1 and 2 extinguished;

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4 Operating Procedures
4.4 Hotel Mode
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 3

Original Date Issued: 17 March 2010

Af t e r
Pr e lim in a r y
Cock p it
Pr e pa r a t ion An d
Ch e ck list Re a d
U p To En g 2
St a r t I n H ot e l
M od e

AN N OU N CE
GROUND FROM COCKPI T, READY TO START ENG
2 I N HOTEL MODE, CONFI RM SERVI CE DOOR
CLOSED AND AREA CLEAR

AN N OU N CE
READY

FLI GHT
EVENTS
CM1 CM2

D O
BLEED 2 off
SERVI CE DOOR closed
WI NG LI GHTS . on
PROP BRAKE check on
ENGI NE START SELECT A + B

AN N OU N CE
RI GHT SI DE SECURI TY CHECK, READY TO
START ENG 2?
Af t e r Ou t sid e
V isu a l Ch e ck
D O D O
TIMI NG .. st ar t START 2 P/ B depressed

START 2 .. . check on

AN N OU N CE
STARTER ON
N H = 1 0 % D O AN D AN N OU N CE
CL 2 . . . feat her ed ( u n t il NH= 1 9 %

if I TT> 2 0 0 °C)
TIMI NG . st ar t
FUEL OPEN
Not e: I TT sh ou ld r ise w i t h in 1 0 secon d s
D O AN N OU N CE
I TT in cr e a sin g
ENGINE PARAMETERS . check I GNI TI ON

N H = 6 1 .5 %

AN N OU N CE
N H = 4 5 % 45% AN N OU N CE
STARTER OFF

* i f n ot , sel ect r ot ar y select or OFF/ START ABORT
D O
TIMI NG st op
I TT MAX .. check

AN N OU N CE
I TT XXX °C
AN N OU N CE
PARAMETERS STABI LI ZED

Pa r a m e t e r s
St a b iliz e d
D O
ENGI NE START off & st ar t abor t
DC GEN 2 FAULT .. ex t inguished
DC BTC check closed
BLEED/ PACKS/ X VALVE... on/ on/ open
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4 Operating Procedures
4.4 Hotel Mode
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 4

Original Date Issued: 17 March 2010

5. After ENG 2 started in Hotel Mode

6. CM1 does external inspection

7. CM2 does the following:

COCKPIT
GEAR PINS ... on board
DOCUMENTATION . . on board

SCAN ON OVERHEAD PANEL

ANNUNCIATOR LIGHT test
DOME LIGHT ..... as required
STANDBY COMPASS .. off
STORM LIGHT .. off
FUEL X-FEED . checked
FUEL PUMP 1.. on
DOORS ... test
SPOILER LIGHTS . off
LDG GEAR INDICATOR .. 3 greens
TLU .. auto
T ENG 1 FIRE 3 tests
EXTERNAL LIGHTS . as required
DC/ AC PANEL ......... checked
CVR .. tested
SIGNS ......... on
DE-ICING/ ANTI-ICING ... . lights off
PROBES HEATING on
WINDSHIELD HEATING . on
ACW PANEL checked
HYD PANEL checked
EMER LOC XTMR .... auto
AIR COND PANEL checked
AVIONICS VENT auto
OXYGEN .. checked
COMPT SMK .. test
EXHAUST MODE .. ovbd

SCAN ON PEDESTAL

RCDR ..... test
LIGHTS ... as required
T FDEP ........ flight number + date
TRIMS . tested + set neutral
T VHF 2. on
ADF... on
TRANSPONDER stby
IDLE GATE .. pulled
EMER AUDIO CANCEL guarded
ECP ..... tested & set
GPS . on
TCAS .......... tested/ stby

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4 Operating Procedures
4.4 Hotel Mode
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 5

Original Date Issued: 17 March 2010

SCAN ON CENTRAL PANEL

T FUEL QTY tested/ checked
TAT/ SAT checked
CCAS .. clr
STBY INSTRUMENTS . checked
PWR MGT .. t/o
FUEL USED reset
ENGINE INDICATORS . tested/ checked
ENG PANEL checked
CABIN PRESS ... checked
T AUTO PRESS . test/ landing elevation
TRIM INDICATOR . checked
HYDRAULIC check

SCAN ON GLARE SHIELD

FD BARS . on
NAV 1 AND 2 . on
ADU ..... brt

SCAN ON LEFT LATERAL PANEL

NW STEERING .. on/guarded
OXYGEN MASK . test
MARKERS ... test/lo
AHRS ... off
CAPT SWITCHING PANEL . checked
(E)GPWS . guarded

SCAN ON LEFT INSTRUMENT PANEL

RMI/ EHSI ... checked
VERTICAL AIR SPEED checked
ADC SWITCH 1 or 2
CLOCK ... set
AIR SPEED . .. checked
EADI checked
ALTIMETER .. set

SCAN ON RIGHT LATERAL PANEL

EXTRACT AIR FLOW .. open
OXYGEN MASK ....... test
F/O SWITCHING PANEL checked

SCAN ON RIGHT INSTRUMENT PANEL

(E)GPWS ... tested
ALTIMETER .. set
VERTICAL AIR SPEED .. checked
RMI/ EHSI .. check
CLOCK ... set
AIR SPEED checked
EADI .. checked

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4 Operating Procedures
4.4 Hotel Mode
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 6

Original Date Issued: 17 March 2010

4.4.3 ARRIVAL WITHOUT GPU

A. ENG 2 runs until Leaving the aircraft procedure

All
D ocu m e n t a t ion
Fille d

ORD ER
LEAVI NG THE AI RCRAFT PROCEDURE

FLI GHT
EVENTS
CM1 CM2
D O
OXYGEN MAI N SUPPLY.. off
I CE AND RAI N PROTECTI ON off
EXT LTs. . off
EFI S. . off
RADAR. off
COMs. .. off
CL2. ... shut - off
FUEL PUMPS off
EMER EXI T LT.. disar m
CDLS( if inst alled) off
CDLS CTL panel FAULT LI GHT. check
BAT.. off

ORD ER
LEAVI NG THE AI RCRAFT PROCEDURE
COMPLETE
Pr oce d u r e
Com ple t e d
READ FOR H I M SELF
LEAVING THE AI RCRAFT CHECKLI ST

REFER TO QRH 6 . 01

AN N OU N CE
CHECKLI ST COMPLETE
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4 Operating Procedures
4.5 Operational Precautions
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 1

Original Date Issued: 17 March 2010

4.5.1 ICING CONDITIONS

(To be issued)

4.5.2 OPERATIONS ON WET AND CONTAMINATED RUNWAYS

(To be issued)

4.5.3 WINDY CONDITIONS

A. Some specific configuration may be concerned by wind effect:

1. Crosswind and tailwind limitation
2. Final approach speed and wind factor
3. CAT 2 maximum wind
4. Aircraft position on stand
5. Taxiing with strong wind
6. Hotel mode
7. Tail wind taxiing
8. Nacelle overheat
9. Elevator jam
10. Pitch disconnect
11. Aileron jam
12. Spoiler jam

B. See FCOM 2.02.08

4.5.3.1 Windshear

A. Any abrupt change in wind speed or direction is defined as Wind Shear. The low
level wind shears occurring below 500 feet are very serious safety hazards, on
account of little time and height available to realize the danger, to recover and take
corrective steps.

B. Identification of Wind Shear

1. Wind shear may be identified by means of:
2. When unusual control forces are required
3. When significant air speed changes occur
4. Unusual vertical speed changes
5. Changes in pitch attitude
6. Large displacement from glide slope
7. Requirement of unusual power lever application

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4 Operating Procedures
4.5 Operational Precautions
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 2

Original Date Issued: 17 March 2010

C. Crew Action

1. The best wind shear procedure is avoidance. Flight crew should search for
clues to the presence of wind shear along the intended flight path. These
include pilot report, Low Level Wind Shear Alerting System (LLWAS),
thunderstorm, inversion layer etc.

2. Prevention

a. If practical use the longest suitable runway
b. Use the speeds for maximum allowable takeoff weight
c. Do not follow FD for takeoff for suspected wind shear; the attitude indicator
is the primary reference for pitch attitude.

3. Recognize the indications of potential wind shear and then:

AVOID AVOID AVOID

4. The key to recovery from wind shear is to fly the aircraft so that it is capable of
a climb gradient greater than the wind shear indicated loss of performance.
Normally, the standard wind/gust correction factor will provide a sufficient
margin of climb performance. If a shear is encountered that jeopardizes safety,
initiate a go-around. If the sink rate is arrested, continue with the procedure for
microburst.

4.5.3.2 Microburst

A. If a microburst is encountered, the first indication will be a rapid increase in the rate
of descent accompanied by a rapid drop below glide path (visual or electronic).

1. Initiate normal go-around procedures (10 pitch).
2. Do not raise the gear until a climb is established.
3. If the aircraft is not climbing, smoothly increase pitch until a climb is
established, or stall warning is encountered. If stall warning is encountered,
decrease pitch sufficiently to come out of the stall warning envelope.
4. When positively climbing at a safe altitude, retract the gear and complete the
go around manoeuvre.

B. NOTE:

1. Pitch attitudes above 20 degrees may be necessary to attain stick shaker
depending on weight and conditions.

2. The positive rate of climb should be verified on at least two (2) instruments.
Leave the gear down until you have this climb indication as it will absorb some
energy on impact should the microburst exceed your capability to climb. PNF
have to announce the negative vertical speed value.

3. If a decision is made to rotate to the shaker, extreme care should be
exercised so as not to over-rotate beyond this point, as the aircraft is
only a small percentage above the stall when the aural warning / shaker
activates

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4 Operating Procedures
4.5 Operational Precautions
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 3

Original Date Issued: 17 March 2010

4.5.4 PUSHBACK OPERATIONS
A. Power Back
1. Power back is done in coordination with ATC.
2. Ground staff should check area clear before and during power back, by using
conventional signs.
3. To avoid moving forward, apply slight reverse power just before releasing brake
4. Each crew member keeps his feet on the floor
5. NEVER USE BRAKES during power back (to avoid tail strike)
6. Nose wheel steering remains ON
7. Use Ground Idle or positive power to decrease speed or stop
8. Power back is performed at low speed
9. No specific ground staff phraseology

B. Push back with Tug
1. The Beacon Light must be selected on during push-back operations
2. Push back is done after ATC clearance (e.g. Terminal 3 Ramp Control)
3. Ground staff remains connected with the aircraft by using conventional signs and
headsets. NO HEADSET/NO ENGINE START/NO PUSHBACK.
4. Each crew member keeps his feet on the floor.
5. NEVER USE BRAKES during push back (to avoid tail strike and/ or constraint on towing
system)
6. Nose wheel steering is OFF
7. Specific phraseology is used.

Cle a r e d t o Pu sh
Ba ck

AN N OU N CE
GROUND FROM COCKPI T, CONFI RM TOW TUG
BAR CONNECTED?
D O
NOSE WHEEL STEERI NG.. off
PARKI NG BRAKE. off

AN N OU N CE
PARKI NG BRAKE I S OFF, NOSE WHEEL
STEERI NG I S OFF, I CONFI RM CLEAR TO PUSH
STARTI NG POI NT .. , FOR RUNWAY .
FLI GHT
EVENTS
GROUND
STAFF
CM1

AN N OU N CE
CONFI RMED

AN N OU N CE
STARTI NG PUSH

W h e n Pu sh b a ck
Com ple t e
AN N OU N CE
COCKPI T FROM GROUND, STARTI NG
POI NT PUSH BACK COMPLETE,
PARKI NG BRAKE ON

D O
PARKI NG BRAKE. on

Bot h En g in e s
Ru n n in g An d
St a b iliz e d , An d
Tow Ba r
D iscon n e ct e d
An d V isu a lly
Con fir m e d By
Cr e w
AN N OU N CE
TOW BAR I S DI SCONNECTED, YOU MAY
CONNECT NOSE WHEEL STEERRI NG
D O
NOSE WHEEL STEERI NG.. on

AN N OU N CE
NOSE WHEEL STEERRI NG I S ON, YOU CAN
DI SCONNECT YOURSELF, GOOD BYE

CM 2 REQUEST TAX I CLEARAN CE

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4.5.5 STANDARD INSTRUMENT DEPARTURE PROCEDURES

A. Standard Instrument Departure (SID) FOR HIGH PERFORMANCE AIRCRAFT shall NOT
be used on ATR aircraft.

B. Likewise, the use of MCT in all phases of flight is forbidden except in Abnormal/Emergency
situations.

C. SID minimum speed shall be white bug + 10 / red bug + 10 depending whether normal or
icing conditions exist.

4.5.6 REVERSE POWER

A. The use of reverse power during taxi is prohibited, except in Abnormal/Emergency situations.

B. For landings on long runways (non-Captains runways), the use of reverse power is
discouraged except in Abnormal/Emergency situations.

4.5.7 CARBON BRAKES

A. Overview

1. ATR aircraft are equipped with the latest carbon brake technology. These consist of
carbon disc running on carbon disc, Wear characteristics are very different to those of
steel brakes.

2. Carbon brakes are more efficient when at their working temperature.
a. Level of energy input has very little impact on the overall wear rate.
b. Amount of wear during each landing is extremely low irrespective of energy input and
significantly lower than for steel brakes.
c. Carbon brakes have a potential to achieve a very high number of landings.

4. Most significant effect on wear rate for carbon brake is the number of brake
applications during the taxi sequence (snubs). Greatest effect when the brake is
cold (taxi out).
5. Consequently any achievable reduction in the number of brake applications during taxi
would result in a significant increase in brake life

6. If the number of applications during taxi can be kept to a minimum then an optimum
brake life may be achieved.

B. Operating Procedures

1. Avoid snubbing brakes on taxi more than is necessary.
2. Avoid riding of brakes.
3. Use steady but positive braking to reduce taxi speed.
4. Do not rest feet on the brake pedal. This will induce a system pressure increase and
consequently, unnecessary brake wear.
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5. Anticipate traffic density, surface slope, and speed during taxi to keep braking
requirements to a minimum.
6. Do not steer the aircraft using the brakes.
7. Avoid inching the aircraft forward whilst holding against the engines (Caticlan static take
off procedures). Static take-off is used only in CATICLAN. This is due to deletion of the
14M Alignment allowance for TODA/TORA in the relevant FOS chart. In ALL other
runways, the 14M Alignment allowance for TODA/TORA is included; hence there is no
requirement for a static take off.
8. Protect carbon brakes from de-icers (runway and aircraft).
9. Protect carbon brake from aircraft cleaning agents.

Brake Wear
Taxi In
30%
Landing
30%
Taxi Out
40%

Typical Wear Distribution for a Multi-Disc Carbon Brake

100 200 300 400 500 600 700
HEAT PACK TEMPERATURE (C)
Brake Friction
Characteristics
BRAKE
FRICTION
0

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4.5.8 180 DEGREE RUNWAY TURNS

A. For a 180 degree turn on the runway, the following procedure is recommended:

1. CM1 shall taxi slightly on the right hand side of the runway and turn LEFT to establish a
25 degree divergence from the runway axis using the ND as reference with a ground
speed between 5kt to 8kt.

2. When CM1 assesses the aircraft nose to be over the runway edge, smoothly initiate a full
deflection turn to the RIGHT.

3. Asymmetric power may be used to assist the turn.

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4.6.1 CATICLAN OPERATIONS

A. Caticlan Airport Special Procedures are to be applied only in Caticlan. For other airports,
normal procedures apply.

B. Caticlan is a Captains runway

C. Prior to departure from Manila; check Caticlan runway condition and determine limitation at
landing at Caticlan and this weight will determine limitation at take off from Manila.

D. En route/approach, if runway conditions change, determine new landing limitation and divert
if necessary.

E. ATR Flight Deck Crew are instructed to contact Company Caticlan Station on 131.5 MHZ at
30 to 20 nm inbound. Information to be relayed is latest ETA and turn-around flight
FOB.This information will be used to anticipate the possibility of off-loading or accepting
slide-up passengers and expedite turn-arounds.

F. KLO is the primary alternate airport, ILO is secondary. Flight Plan is computed for the further
alternate, which is ILO.

G. In case of a flight diversion, the PIC shall advice passengers upon arrival at the alternate
airport that our airport ground staff shall look into their needs. The decision to
disembark/board passengers shall be the responsibility of the Company Airport Station
Manager. DO NOT announce free transfers, free ground transportation, free meals, etc. This
decision is the responsibility of the Company Airport Station Manager. Coordinate with
Company Airport Station Manager/IOCC regarding your flight release. ATR Flight Deck Crew
are also reminded to contact our Company Caticlan Station for any flight diversion to
alternate.

4.6.1.1 Arrival

A. During approach, both CL 100% Override after selection of Flaps 30.

B. CM2 radio altimeter call outs of 80, 50, 30, 20, 10 feet during landing.

C. CM2 additional call out of idle gate after touchdown

D. Additional speed call out of 40 during landing roll, last call for reverse de-select.

E. After landing, select both CL auto.

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4.6.1.2 Departure

A. Required data prior to departure to be submitted to ramp agent:

1. Block Fuel
2. Trip Fuel
3. Taxi Fuel
4. RWY in use
5. QNH
6. Temperature
7. PIC/Crew Complement
8. Take Off Limitation Weight
9. On Ground
10. On Blocks

B. Caticlan Fuel Uplift/Fuel On Board: Pilots are reminded to exercise proper
judgment when uplifting extra fuel out of Caticlan. The Pilot in Command always
has the final decision for Fuel Uplift/FOB. Maximum allowable extra fuel is 150 kg,
unless other

C. Crew should check distribution of passengers and weight in cargo holds.

D. Caticlan RWY 06 Take off FOS charts always utilizes RTO. RWY 24 has a FOS
option for normal take off power.

E. For departure, runway alignment during takeoff should be at a minimum.
Powerback maneuver is forbidden due FOD risk.

F. During takeoff, brake release should occur when RTO torque is achieved.

G. Selected IAS on takeoff / initial climb is V2. Follow Flight Directors.

H. At acceleration altitude, climb sequence using RTO is identical to a Go Around
procedure. PL to the notch prior to selection of CLB on Power Management (to
avoid over torque), then select Bleeds ON.

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4.6.1.3 Caticlan Runway 06 Approach

06
24
Landing
zone
275 m
300 feet
STABILIZED
-
CL
100% OVRD
-
SPEED
VAPP
-
VS
- 400 ft/mn
-800 ft/mn
-
PITCH
0°
+5°
-
TARGET
THRESHOLD
IF NOT
GO AROUND
IF NOT LANDED WITHIN
TOUCHDOWN ZONE
GO AROUND
500 feet
STABILIZED
-
GEAR
DOWN
-
FLAPS
30°
-
CL
100% OVRD
-
PWR MGT
TO
-
SPEED
VMHB
VAPP
-
CHECK LIST
DONE
IF NOT
GO AROUND
LANDING
CATICLAN
RWY06

4.6.1.4 Short Field Landing

SHORT FIELD LANDING
«70KTS»
NOSE WHEEL STEERING
PNF
MAINTAIN CONTROL ON YOKE
MAINTAIN DIRECTIONAL
CONTROL !
BRAKES AS REQUIRED
TWO LOW PITCH,
PL FULL REVERSE
MAIN GEAR ON GROUND,
CONFIRM
IDLE GATE
AND
SELECT
PL GI
MAINTAIN
PROPER GLIDE
PATH
«
FLARE
»
PL FI, PITCH +5°
MAX
END OF REVERSE
AT AT
40KTS

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4.6.1.5 VFR Airports / Caticlan Traffic Speed Control

A. The following procedures are to be used in Caticlan and other VFR airports where
traffic congestion exists.

B. All distances to MPH will be reckoned via GNSS/GPS distance to CT NDB for
uniformity.

C. For distance reckoning of other VFR airports:

1. Use the primary available NAVAID if available (example: for RPUY; use CUY
VOR)
2. If no NAVAID available, use the ICAO identifier for GNSS/GPS distance
reckoning.

D. Incase of traffic congestion, Strict Speed Control will be implemented with the
following constraints.
1. 30 NM at speed of 230 KIAS / knots indicated airspeed
2. 20 NM at speed of 210 KIAS / knots indicated airspeed
3. 10 NM at speed of 180 KIAS / knots indicated airspeed
4. Traffic pattern/downwind speed of White Bug + 10 / knots indicated airspeed

E. Absolutely NO OVERTAKING at 30NM to destination . In the event of
simultaneous arrivals, the aircraft with a higher VMO will be given priority. Observe
proper airmanship and courtesy.

F. For Caticlan, the Number One arriving aircraft will have no speed constraints
(SPEED IS YOURS) and endeavor to maintain HIGH SPEED/VMO until 7NM CT
NDB (northern tip of Boracay) prior to deceleration and directly join the respective
base leg of the runway in use (subject to ATC). Deceleration may be performed
earlier if there are safety issues involved such as WX/turbulence, a high landing
weight which will compromise deceleration, or as instructed by ATC.

G. Transponders should always be selected ON for proper TCAS monitoring.

H. Arriving Aircraft should plan to be at 3000 feet at 10 NM CT NDB if VFR
conditions permit.

I. Departing aircraft should expedite climb to cross 10 NM out at 4000 feet or
above to avoid incoming traffic.

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4.6.2 RTO (RESERVE TAKOEFF) POWER

A. The Pratt & Whitney 127M is certified for 2750 SHP max take off rating. RTO power is
available by positioning the PLs to the ramp (go around) position. Extreme caution is
advised so as not to go beyond the ramp position. Such action will cause the engines to
operate beyond safe limits.

B. The Climb Sequence of an RTO take off is identical to a go around maneuver. The PLs
are required to be retarded to the notch (normal take off detent) prior to selecting CLB on
the Power Management selector.

4.6.3 POWERBACK PROCEDURES

A. Ground Requirements:

1. A minimum of four (4) ground Marshalls are required.

2. A Marshall shall be situated directly in front of the cockpit to guide CM1, at each wing tip,
and the aircrafts tail.

B. Procedure:

1. Aircraft should have both engines running. Single engine powerback is prohibited.

2. CM1 should exercise extreme caution when applying reverse power. Power application
should be smooth and at the minimum required for aircraft movement.

3. Powerback taxi speed should be the slowest possible. Both pilots shall have both their
feet on the floor during powerback operations.

4. Brakes shall not be used to stop the aircraft during a powerback maneuver. Ground
idle or careful application of forward power shall be used to arrest powerback speed and
stop the aircraft.

5. The PIC has the right to refuse a powerback maneuver if his judgment perceives a safety
concern.

4.6.4 WHITE / RED BUG + 10 CLIMB

A. FOR OBSTACLE CLEARANCE ON DEPARTURE:

1. Busuanga Airport normal departure procedure is to maintain climb speed of WHITE BUG
+ 10 until passing 3000 ft QNH.

2. San Jose airport normal departure procedure is to maintain climb speed of WHITE BUG
+ 10 until passing 9000 ft QNH.

3. In the unlikely event that icing conditions below 10,000 ft. is experienced, minimum speed
will be the standard RED BUG + 10 for HIGH BANK / RED BUG for LOW BANK.

B. Subject to captains discretion; this procedure may be used for other airports than require a
steep departure gradient.

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4.6.5 SHORT SECTOR ATR SEATBELT SIGN POLICY / CABIN ANNOUNCEMENT

A. ATR flights CEB-BCD-CEB, CEB-TAC-CEB, CEB-DGT-CEB will operate with the SEAT
BELT SIGN ON all the way. This is due to the very short flight time of these sectors.

B. For these flights, in order to inform the Cabin Crew of Sterile Cockpit termination and
commencement, Flight Deck Crew will recycle the Seat Belt Sign (two chimes) passing
10,000 ft; during climb, and announce Cabin Crew prepare for arrival on descent.

C. All other flights will employ standard procedure. Flight Deck Crew signal of two chimes for
take-off and landing imminent will still be accomplished.

4.6.6 MONSOON OPERATIONS (To be issued)

4.6.6.1 Weather Radar

4.6.6.2 Hydroplaning

4.6.6.3 Weather Hazards

4.6.7 COMPANY CROSSWIND LIMITATIONS

A. Dry Runway

1. Runway width 45 meters or more DRY: 35 kts maximum crosswind component
2. Runway width less than 45 meters DRY: 25 kts maximum crosswind component

B. Wet Runway

1. Runway width 45 meters or more WET: 30 kts maximum crosswind component
2. Runway width less than 45 meters WET: 20 kts maximum crosswind component

4.6.8 ATR VFR AIRPORT DISPATCH CRITERIA

A. To minimize incidents of air turnbacks due to weather, the following procedures shall be
strictly implemented for ATR flight release by IOCC.

1. VFR OPEN
2. Cloud ceiling (broken/overcast) at destination shall not be lower than AIP published traffic
altitude plus 200 ft. In the absence of an AIP published traffic altitude, default is 1500 ft.
AGL.
3. The existence of a weather system shall be defined by IOCC. In case a WX system
affects the destination airport and the initial reported WX info received states
"VFR Suspended, two consecutive WX reports that indicate "VFR Normal" at half hour
intervals must be received prior to release of the flight.
4. A WX report with remarks "CB ALQUADS" is a no-dispatch.
5. The "NO WX, NO BOARDING" policy should be strictly implemented.

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AIRPORT
MINIMUM METAR CEILING
(Traffic ALT + 200')
BUSUANGA 2000 FT.
BUTUAN 1500 FT.
CALBAYOG 2000 FT.
CATARMAN 2000 FT.
CATICLAN 2200 FT
CAUAYAN 1900 FT.
COTABATO 1500 FT.
DIPOLOG 1700FT.
DUMAGUETE 1500 FT.
LEGAZPI 1500 FT.
NAGA 1900 FT.
OZAMIS 1700 FT.
PAGADIAN 1700 FT.
SAN JOSE 1700 FT.
SIARGAO 2000 FT.
SURIGAO 1700 FT.
TAGBILARAN 2000 FT.
TUGUEGARAO 2000 FT.
VIRAC 1900 FT.

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4.6.9 STEEP SLOPE APPROACH

4.6.9.1 Limitations

A. All Engines MUST be operating.

B. Steep Slope approach is a Captains maneuver. First Officers are prohibited in
performing steep slope approaches

C. Maximum approach slope is 6 degrees

D. Minimum DA/MDA is 500 feet

E. Steep Slope Approach is prohibited in case of:

1. Flaps 30 not locked
2. Pitch disconnect
3. Elevator jamming
4. Aileron jamming
5. Rudder jamming
6. Pitch trim inoperative
7. Airframe de-icing fault in case of ice accretion
8. Tailwind component more than 5 knots
9. Crosswind Component more than 25 knots
10. Short/close in approaches.
11. EEC Off
12. EEC fault
13. PEC off
14. PEC fault
15. Engine failure
16. GNSS inoperative

F. Airport Runways authorized for Steep Slope approach.
1. Caticlan Runway 24

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4.6.9.2 Normal Procedures

A. Instrument Approach Interception Technique

1. Precision Approach:
a. Establish IAS < 180 KIAS and Flaps 15 setting before reaching one dot
below the glide slope.

2. Non-precision Approach:
a. Establish IAS < 180 KIAS and Flaps 15 setting 4nm prior to the Final
Approach Fix (FAF)

B. Visual Approach Technique

1. Final approach shall be commenced at 2000 feet AGL.

2. At 1000 feet AGL, aircraft must be:
a. Established on the final approach.
b. In full landing configuration (gear down and lock, flaps 30 selected and
indicated)
c. Both CL to 100% override
d. STEEP APP pushbutton activated
e. Before Landing Checklist completed

C. Final Approach

1. Set both CL to 100% override
2. Activate STEEP APP pushbutton

D. Flight Techniques

1. The 6 degree approach slope does not require exceptional skill. However the
landing flare has to be initiated earlier and may require a larger than usual
elevator deflection.

2. Landing distance is not affected. However an OVERSPEED will result in a
penalty regarding actual landing distance, thus reducing safety margins. An
UNDERSPEED, on the other hand, may result in a stall during the landing
flare. Speed reduction is greater during the flare from a steep approach
compared to a traditional one.

3. A considerable high rate of descent during a steep approach compared to a
traditional one will result in a lower power setting. If the aircraft speed gets too
high, flight idle may be the only way to reduce airspeed. This is undesirable
and may occur if a tailwind component exists during the approach. Hence the 5
knot maximum tailwind limitation. If airspeed gets low, thrust is almost
immediately available synchronized with power lever movement.

4. Short/Close in approaches are prohibited. The captain shall ensure that the
aircraft is on a stabilized approach at 1000 feet AGL and in full landing
configuration.

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5. Standard company call outs apply. Keep in mind that certain GPWS features
are inhibited during a Steep Slope approach. CM2 shall alert CM1 of any flight
path deviations and observe that corrections are made immediately.

6. Aircraft touchdown shall be firm. Any attempt to make a smooth landing will
increase landing distance and reduce safety margins.

7. An optimum deceleration technique shall be applied as soon as possible after
touchdown. Any attempt to delay or ensure passenger comfort may
jeopardize safety margins.

8. There is no difference between a traditional and Steep Slope approach go-
around maneuver.

E. GNSS Guidance (No PAPI Approach)

1. In the event that PAPI is not available for a RPVE RWY 24 Steep Slope
Approach, GNSS guidance shall be used.

2. A Final Approach Fix will be entered on the legs page with coordinates of
CT066/4 with an altitude constraint of 2000.

3. CM1 shall select RNAV on EFIS and monitor VDEV on PFD.

4. CM2 shall monitor the following:

a. Radio altimeter
b. GNSS VNAV page parameters for required and actual Vertical Speed.
c. GNSS VNAV page for required and actual FPA/VB

F. Flight Deck Crew Training

1. Flight Simulator Training.

a. Four (4) Steep Slope Approaches shall be conducted to a full stop landing.
b. Two (2) go-around maneuvers from a Steep Slope Approach shall be
conducted.

2. Flight Phase Training:

a. Prior to actual operations into airport runways that require a Steep Slope
approach, Captains must complete Steep Slope approach Flight Phase
training (Touch and Go maneuvers) that simulate actual steep slope
approaches.
b. Six (6) simulated steep slope approaches shall be performed.
c. Of this six (6) simulated steep slope approaches:

i. Three (3) Touch and go maneuvers.
ii. One (1) go-around maneuver.
iii. Two (2) Full stop landings at max reverse power and short field braking
technique.

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d. Normally the Training is conducted in one session; however, the instructor
may require additional training.

e. The training session will commence after a comprehensive briefing on the
items involved in steep slope approaches as described in this manual.

f. During flight training. The instructor is commander of the flight. The
instructor shall act as PNF in the right hand pilot seat.

g. The instructor will evaluate the students performance using the
assessment sheet below.

APP
NO.
CHK
LIST
CALL
OUTS
SPD
CTL
GP INT GP CTL
LDG
FLARE
TOUCH
DOWN
DECEL REMARKS
1
2
3
4
5
6

3. Airport/Runway Qualification.

a. Runway Qualification: Under supervision from an instructor acting as CM2.
The captain is required to demonstrate three (3) Steep Slope Approaches
into the particular airport runway under the guidelines of Cebu Pacific
FOTM Route Qualification criteria (FOTM 1-0.5 P18).

4.6.9.3 Emergency Procedures

NO CHANGE

4.6.9.4 Performance

NO CHANGE

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06
24
Landing
zone
200m
300 feet
STABILIZED
-
CL
100%
OVRD
-
SPEED
VAPP
-1000FPM MAX
-
100 RA Over Hill
-
VS
-
PITCH
+5°MAX
TARGET 50 FT
OVER THRESHOLD
IF NOT GO
AROUND
ABEAM TOUCHDOWN
MARKER
IF NOT LANDED GO AROUND
500 feet
STABILIZED
-
GEAR
DOWN
-
FLAPS
30°
-
CL
100% OVRD
-
PWR MGT
TO
-
SPEED
-
VS
-
LDG CHKLST
COMPLETE
-
IF NOT GO
AROUND
VAPP
-1000FPM
MAX
RWY 24
STEEP
SLOPE
APPROACH
DISPLACED THRESHOLD
5.2 DEGREE
2000
AGL / 4NM
VS -800 TO -1000
FPM
AP
PROACH
SLOPE
COMMENCE AT
TO
RPVE24
FULL LDG CONFIG
CL 100%
CHECK STEEP
SLOPE APP PB

825 m
620 m
1475 m
RWY 24 STEEP
APPROACH
AT
SLOPE
5.2 DEGREES
50 ft
m=8.8% = 5.2 degrees
100 ft
99 ft
RWY 24
RWY 06
199 ft
CATICLAN RWY 24
STEE CH P SLOPE APPROA
2 DEGREES AT 5.
855 m
950 m

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SHORT FIELD LANDING
«70KIAS»
NOSE WHEEL STEERING
PNF
MAINTAIN CONTROL ON YOKE
MAINTAIN DIRECTIONAL
CONTROL
BRAKES AS REQUIRED
TWO LOW PITCH,
PL FULL REVERSE
MAIN GEAR ON GROUND,
CONFIRM
IDLE GATE
AND
SELECT
PL GI
MAINTAIN
PROPER GLIDE
PATH
«
FLARE
»
PL FI, PITCH +5°
MAX
CANCEL REVERSE POWER
BY
40 KIAS

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(TO BE ISSUED)

6 Rules of the Air
6.0 Table of Contents
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(TO BE ISSUED)

7 Emergency Procedures
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7.0 Table of Contents

7.1 Introduction

7.1.1 Task Sharing
7.1.1.1 Inflight Engines Management
7.1.1.2 Priorities Management (NASA Study)
7.1.13 Flight Path Management
7.1.2 Cockpit Philosophy

7.2 Definition

7.2.1 Emergency Situation
7.2.2 Abnormal Situation
7.2.3 Standard Communication

7.3 Documentation

7.3.1 ATR Documentation
7.3.1.1 Flight Crew Operating Manual (FCOM)
7.3.1.2 Quick Reference Handbook (QRH)
7.3.2 How to Find the Correct Checlist
7.3.2.1 Organization of the QRH
7.3.3 Use of Checklist
7.3.2.1 Confirmation
7.3.3.2 Read and Do and Crosscheck Procedure
7.3.3.3 Preconditions
7.3.3.4 Memo Items

7.4 Failure Treatment Concept

7.4.1 Philosophy

7.5 Abnormal Situations

7.5.1 Wake Turbulences
7.5.2 Windshear
7.5.3 Unusual Attitude Recovery
7.5.3.1 Stall Recovery
7.5.3.2 Bounce Landing
7.5.3.3 Hazardous Positions
7.5.4 Crew Member Incapacitation
7.5.5 Rudder Use
7.5.6 EGPWS Warning

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7.5.7 Engine Fire Before V1 and Emergency Evacuation
7.5.8 Engine Fire After V1
7.5.9 Engine Flameout After V1
7.5.10 Single Engine Go Around
7.5.11 Emergency Descent

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7.1.1 TASK SHARING

A. The organization of general task sharing follows the principles stated below: The pilot flying
keeps his functions throughout the emergency procedure. Radio communications may be
transferred from PNF to PF while performing Emer/ Abnorm Checklist.

WHAT WHO
Cockpit Organization
Captain
CM1
First Officer
CM2
For Normal Operation: Left Seat Right Seat
Decision Making Captain

Task Sharing PNF PF
Flying/ Aircraft Config X
Navigate X
Mechanical/ Checklists X
Communicate X
During
Emer/ Abnorm C/L,
PF is in charge of
communication
CM1
Or
CM2
alternately

7.1.1.1 In flight Engines Management

A. PF manages power levers.
B. PNF manages condition levers

7.1.1.2 Priorities Management (NASA Study)

A. Task sharing, whoever is in charge of a function, follows a strict priority of
application:
1. Fly the aircraft
2. Navigate the aircraft
3. Understand the problem before acting
4. Assess risk and time pressure
5. Match response strategy to simulation requirements
6. Plan for contingencies
7. Consider implications before decision
8. Manage workload
9. Create shared problem model by communications

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7.1.1.3 Flight Path Management

A. Captain may decide to change Pilot Flying, (in case of TCAS procedure for
instance)and announce I HAVE CONTROL or YOU HAVE CONTROL.

B. PF may decide to transfer flight controls to PNF in certain circumstances (elevator
control jammed for instance), in that case PF will announce YOU HAVE
CONTROL and check control transfer. PNF will announce I HAVE CONTROL.

C. Task Sharing Policy

1. On ground: Captain is PF for any action, except engine start which is
performed by CM2.

2. In flight: Following emergency or abnormal event, PF assess the situation
and then suggest a decision, validated by Captain.

7.1.2 COCKPIT PHILOSOPHY

A. To achieve aircraft systems monitoring, the information of any failure or abnormal/
emergency situation has to be clearly notified to the crew. To reach this goal, ATRs
philosophy is based on two main principles:

B. Dark Cockpit Philosophy

1. In normal operation, all the lights are extinguished (except blue or green lights for
transient phases).

NO LIGHTS = normal operation

2. Lights Philosophy:
a. Dark (no lights) - normal operation
b. Amber - caution
c. Red - emergency
d. White - System is OFF
e. Blue - status (switched temporary ON by crew)
f. Green - backup (switched temporary ON by system)

C. Detection Sequence
1. In case of system failure, information is provided to the crew:

a. Crew information PNF call Warning/ Caution,
i. Master WARNING light + CRC (Continuous Repetitive Chime) or;
ii. Master CAUTION light + SC (Single Chime)

b. System Identification PNF call XXXX (System) on CAP
i. CAP

c. Isolation PNF call XXXX (System) fault
i. Local Alert

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7.2.1 EMERGENCY SITUATION

A. ICAO definition: A condition of being threatened by serious and/ or imminent danger and of
requiring immediate assistance.

B. Such a situation is encountered when aircraft safety is directly concerned. It includes
emergency maneuvers, fires, smokes, and needs immediate assistance.

C. Its generally triggered by Master Warning + Continuous Repetitive Chime + red light on CAP,
and refer to an emergency C/L (red).

7.2.2 ABNORMAL SITUATION

A. ICAO definition: A condition concerning the safety of an aircraft or other vehicle, or of some
person on board or within sight, but which does not require immediate assistance.

B. Such a situation is encountered when aircraft safety is not directly concerned. It includes
system failures or unusual events.

C. Its generally triggered by Master Caution + Single Chime + amber light on CAP, and refer to
Following failure C/L (amber). PF may delay crew actions or C/L, if necessary.

7.2.3 STANDARD COMMUNICATION

A. Distress (Emergency) Message

1. Mayday; Mayday; Mayday;
2. Name of the station addressed (when appropriate and time and circumstances
permitting);
3. Call sign;
4. Type of aircraft;
5. Nature of emergency;
6. Intention of the person-in-command;

B. Urgency (Abnormal) Message

1. Pan Pan; Pan Pan; Pan Pan;
2. Name of the station addressed (when appropriate and time and circumstances
permitting);
3. Call sign;
4. Type of aircraft;
5. Nature of abnormality;
6. Intention of the person-in-command;

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7.3.1 ATR DOCUMENTATION

7.3.1.1 Flight Crew Operating Manual (FCOM)

A. Provide detailed information about malfunctions: ALERT PROCEDURE
COMMENTS
B. Once the procedure is complete, if needed and depending on workload, it can be
used in flight.

7.3.1.2 Quick Reference Handbook (QRH)
used in flight

A. Quick Reference Handbook provides checklist presenting only procedures

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7.3.2 HOW TO FIND THE CORRECT CHECKLIST

7.3.2.1 Organization of the QRH

A. Red Cover: Emergency

1. In this part you will find the distress situations and all the emergency
procedures (generally linked to a RED ALARM).
2. CAP lighted label and local alert(s) a]show the crew the origin of the failure.
3. Read the table of contents and choose the best title matching the situation.

B. Amber Cover: Following Failure

1. In this part you will find the urgency situations and all the abnormal
malfunctions linked either to AMBER or RED ALARMS

2. CAP lighted label show the crew the origin of the failure ( ) or an
abnormal configuration ( )
ELEC
LDG GEAR
NOT DOWN

C. The crew has to refer to the relevant subsection:
D. The local alert inform the crew on the exact checklist:
E. DC GEN FAULT C/L is the checklist to be called.

7.3.3 USE OF CHECKLIST

7.3.3.1 Confirmation

A. Before reading the checklist the crew will confirm it is the appropriate one:

PNF PF
When available, PF requests the
appropriate C/L

ANNOUNCE
DC GEN FAULT CHECKLIST
PNF shows C/L title to PF

ANNOUNCE
DC GEN FAULT CHECKLIST

CHECK AND ANNOUNCE
CONFIRM
After Completion of C/L

ANNOUNCE
DC GEN FAULT CHECKLIST
COMPLETED

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7.3.3.2 Read and Do and Crosscheck Procedure

A. Aircraft in Flight

1. PNF reads out the item loudly and performs the required action AFTER PF
confirmation.

PNF PF
PNF Reading the C/L

READ AND ANNOUNCE
DC GEN AFFECTED
OFF

PNF points out the DC GEN P/B

ANNOUNCE
DC GEN 1

CHECK AND ANNOUNCE
CONFIRM
After PF Confirmation, PNF depresses
DC GEN 1 P/B

ANNOUNCE
OFF

B. Aircraft on Ground

1. Aircraft is stopped and parking brake set. CM1 performs required actions of the
emergency procedure. CM2 reads the checklist and controls CM1 actions. No
crosscheck procedure needed.

7.3.3.3 Preconditions

 A black square highlights a precondition: PNF will announce YES or NO? at the
end of the item to help PFs decision.

 A block dot highlights when an action has to be applied.

W hen

YES or NO?

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7.3.3.4 Memo Items

A. It is a flow of actions known by heart that has to be performed by the crew.

B. Memo items are boxed inside the checklist and have to be read back when the
relevant checklist is performed.

C. As soon as flight path is controlled, and after confirmation of the failure or the
emergency/ abnormal situation, PF orders xxx MEMO ITEMS

D. Except engine flame out, which require immediate check or action before reaching
acceleration altitude. It will be initiated by PNF without any PF call out

E. For an engine flame out, PNF will perform first part of memory items without PF
order:

1. uptrim
2. autofeather
3. bleed fault lit

PNF PF
After confirmation of the event:

ANNOUNCE
xxx MEMO ITEMS
Act and crosscheck by memory Act and crosscheck by memory
After completion of all items

ANNOUNCE
xxx MEMO ITEMS COMPLETE

ANNOUNCE
xxx CHECKLIST
After confirmation of title, start to read back
boxed items and then perform checklist

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7.4.1 PHILOSOPHY

A. Never Hurry

Take time to analyze the situation before acting!

B. Check System (analyze of failure)

1. Four checks have to be undertaken for failure confirmation. They are triggered by PF,
and made by PNF:

a. Control : system command in a logical position? Reset?
b. Supply : supply source(s) available?
c. Circuit breakers : C/B pop out?
d. Lighting : bulb(s), digit(s) working?

C. Reset Policy

1. At PF discretion, one reset of a push button of a failed system, associated with an amber
caution, may be performed by selecting system related push button OFF for 3 seconds
and then ON.

2. Exceptions: LEAKS, LO LEVEL, EEC/ECU, PEC, BUS

C. Circuit Breaker Policy

1. In flight, a pilot should re-engage a tripped circuit breaker only if it is judged necessary for
the safe continuation of the flight. In this case only one reengagement should be
attempted and then recorded in maintenance logbook.

2. On ground, a pilot may re-engage a tripped circuit breaker provided the action is
coordinated with the maintenance team.

D. Checklist Priority

1. While performing a failure procedure, the crew will respect checklist priority:

a. Emergency
b. Normal
c. Abnormal
d. Sequence

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Flight Events PNF PF
MASTER WARNING
Or
MASTER CAUTION
+
AURAL
PNF checks master warning or
caution flashing, and light
illuminated on CAP

ANNOUNCE
MASTER xxx, xxx ON CAP

Local Alert Lighted Cancels by pressing warning or
caution push button, then checks
local alert if lighted, and:

ANNOUNCE
xxx FAULT (OR NAME OF
EVENT)
ANNOUNCE
CHECK

PF acknowledge identification
of failure and when available:

REQUEST
CHECK SYSTEM

PF analyze failure (see 10.4.1.2)

ANNOUNCE
SYSTEM CHECKED,
Xxx FAILURE CONFIRMED
(or not)

ANNOUNCE
xxx CHECKLIST

E. Checklist Reading

A. Triggered by PF above acceleration altitude. PNF has to read and execute each item
under PF crosscheck. Associated notes have to be read for complete understanding.

B. On ground, in emergency situation, CM1 performs actions without request
<<CONFIRM?>> Before acting, but under CM2 monitoring.

C. When a C/L refers to another one, the C/L is complete only when the second C/L is done.

D. C/L is read by PNF in flight and CM2 on ground.

E. In case of heavy workload, captain may agree on PF request: ___ checklist, by yourself.
That means PNF has to announce loudly and check every items himself.

F. CAUTION: When the first check-list is completed, PNF clears the CAP by pressing CLR
P/B (after check of each CAP lights) i.e.
1. When ENG FIRE C/L is complete, then
2. CAP analyzed and cleared, then
3. SINGLE ENG OPERATION C/L

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F. Sum Up Decision Information

1. Sum Up

a. Once the checklist completed, PF sums up situation by taking into account the
three following aspects: T-O-C
b. Technical assessment: consider consequences of a failure on systems (fuel,
electricity, hydraulic, air, conditioning) (helped by pressing RCL push button).
c. Operational assessment: consider the possibility to land at destination or at alternate
according to the failure (i.e.: anti-icing system degraded and icing conditions reported
at destination).
d. Commercial assessment: consider pass engers or crew casualties (e.g.:
depressurization) and also in case of diversion, capacity to bring back passengers to
destination airport (train, bus), according to operators policy.

2. Decision

a. After performing the assessment, PF is able to suggest a decision, validated by
Captain.
b. CREW MUST ASSESS BEFORE DECISION.

3. Information

a. PF an PNF plan together the consequences of failure(S) encountered.
b. Then PNF informs:
i. ATC
ii. Cabin crew
iii. Passengers
iv. OCC/Airline Flight Operations

G. Aircraft Configuration Management

1. Aircraft configuration: Normal versus Single engine operation

Normal Procedure Single engine procedure
ILS  Glide Slope alive: Flaps 15
 1 dot: Gear down
 ½ dot: Flaps 30
 Glide Slope alive: Flaps 15
 Glide Slope Star: Gear down
 Established on glide/descent:
Flaps 30
Non Precision
Approach
 4Nm/ 2min. before FAP/ FAF:
Flaps 15 + Gear down
 1 Nm before FAP/FAF: Flaps 30
 4Nm/ 2min. before FAP/ FAF:
Flaps 15
 1 Nm before FAP/FAF: Gear down
 Established on descent: Flaps 30
Circle to
Land
 Flaps 15 + Gear down:
Refer to ILS or NPA sequence
 Read Before landing C/L
 Aligned on final RWY: Flaps 30
 Flaps 15: Refer to ILS or NPA
sequence
 End of Downwind: Gear Down
 Read Before landing C/L
 Aligned on final RWY: Flaps 30

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2. In single engine operation, bank can be selected high (HDG SEL HI) as soon as speed is
more than White bug + 10

H. System Failure Treatment Example

1. Technical assessment can be simplified according to number of systems concerned:
consider only affected system(s).

2. RCL shall be depressed to permit sum-up

3. Example of a DC GEN FAULT treatment:
Flight Events PNF PF
MC +SC
+ELEC ON CAP
+DC GEN 2 FAULT
(LOCAL ALERT)
ANNOUNCE AND DO
MASTER CAUTION, ELEC ON CAP
MASTER CAUTION P/B depress

AFTER
ASSOCIATED
PANEL
CHECK
ANNOUNCE
DC GEN 2 FAULT

DO
DC GEN P/B checked depressed in
ENGINE 2 NH check above 61.5%
CIRCUIT BREAKER check
LIGHTING .. test
(PERFORM ANN LIGHT IF
NECESSARY)

ANNOUNCE
SYSTEM CHECKED

ANNOUNCE
CHECK
ORDER
CHECK SYSTEM
IF NO ABNORMAL
CONDITION IS
NOTED DURING
SYSTEM CHECK
DO AND ANNOUNCE
DC GEN 2 pointed at with finger
DC GEN 2?

DO AND ANNOUNCE
DC GEN 2 ..off (for 3 seconds)
OFF

DC GEN 2 on
OFF
ORDER
RESET DC GEN 2
DO AND ANSWER
ITEM POINTED AT BY
PNF.. check
CONFIRM
IF FAULT ON
DC GEN 2 P/B
REAPPEARS
ANNOUNCE
DC GEN 2 FAILURE CONFIRMED

DO AND ANNOUNCE
DC GEN FAULT C/L TITLE
pointed at with finger
DC GEN FAULT CHECKLIST?

ORDER
DC GEN FAULT CHECKLIST,
RADIO MY SIDE

DO AND ANSWER
C/L TITLE POINTED AT BY
PNF. check
CONFIRM

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Flight Events PNF PF
PNF READ C/L
WITH
PF CROSSCHECK
READ, DO AND ANNOUNCE
DC GEN AFFECTED OFF
DC GEN 2 pointed at with finger
DC GEN 2?

DO AND ANNOUNCE
DC GEN 2 off
OFF
ANNOUNCE
TAXI ON BOTH ENGINES

ANNOUNCE
IF OAT EXCEEDS ISA+25, YES OR
NO?

ANNOUNCE
MAXIMUM FLIGHT LEVEL 200

ANNOUNCE
CHECKLIST COMPLETE
NOTE: announce C/L title in case of
secondary associated C/L

DO AND ANNOUNCE
CLR P/B depressed
CAP CLEARED

DO AND ANSWER
ITEM POINTED AT BY
PNF.. check
CONFIRM

ANSWER
CHECK

ANSWER
YES

ANSWER
CHECK

DO AND ANNOUNCE
AMBER LIGHT ON CAP
check
WE HAVE ELEC ON CAP
DUE TO DC GEN 2 OFF,
CLEAR CAP
WHEN AVAILABLE,
PF
ASSESS
SITUATION

ANNOUNCE
GO AHEAD

ANNOUNCE
READY FOR ASSESSMENT?

ANNOUNCE
TECHNICAL: WE HAVE A DC
GEN 2 FAILURE. BTC CLOSED,
ALL SYSTEMS ARE
AVAILABLE
OPERATIONAL: NO
PERFORMANCE IMPACT,
DESTINATION AIRPORT IS
ACCESSIBLE.
COMMERCIAL: NO
CONSEQUENCE
PF SUGGESTS
A DECISION TO
CM1

ANNOUNCE
I SUGGEST WE CONTINUE
TO DESTINATION, AND WRITE
IT DOWN IN MAINTENANCE
LOG. NOBODY HAS TO BE
INFORMED, EXCEPT
COMPANY, IF YOU AGREE

CAPTAIN

ANNOUNCE
I AGREE

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7.5.1 WAKE TURBULENCES

A. Wake Turbulence is the leading cause of airplane upsets. The phenomenon that creates
wake turbulence results from the forces that lift airplanes. High-pressure air from the lower
surface of the wings flows around the wingtips to the lower pressure region above the wings.
Pair of counter-rotating vortices are thus shed from the wings: the right wing vortex rotates
counterclockwise, and the left wing vortex rotates clockwise. The region of rotating air behind
the airplane is where wake turbulence occurs. The strength of the turbulence is determined
predominantly by weight, wingspan, and speed of the airplane. Generally, vortices descend
at an initial rate of about 300 to 500 ft/min for about 30sec. The descent rate decreases and
eventually approaches zero between 500 and 900 ft below the flight path. Flying at or above
the flight path provides the best method for avoidance. Maintaining a vertical separation of at
least 1000-ft when crossing below the preceding aircraft may be considered safe.

B. An encounter with wake turbulence usually results in induced rolling or pitch moments;
however, in rare instances an encounter could cause structural damage to the airplane. In
more than one instance, pilots have described an encounter to be like hitting a wall. The
dynamic forces of the vortex can exceed the roll or pitch capability of the airplane to
overcome these forces. During test programs, the wake was approached from all directions
to evaluate the effect of encounter direction on response. One item was common to all
encounters: without a concerted effort by the pilot to check the wake, the airplane would be
expelled from the wake and an airplane upset could occur

C. Take off and Landing:

1. Turbulence encountered during approach or take off may be due to wake turbulence.
2. ATR is classified in Medium category Aircraft ( 7T < MTOW < 136T )
3. Aircraft turbulence categories and wake turbulence separation minima are defined (ICAO
Doc. 4444) as follows:

ATR BEHIND APPROACH TAKE OFF
LIGHT/ MEDIUM 3NM (2.5NM according ATC)
HEAVY (> 136T) 4NM
Expect Time Separation:
2 to 3 minutes
According ICAO DOC 4444

7.5.2 WIND SHEAR

A. Description

1. This phenomenon may be defined as a notable change in wind direction and/or speed
over a short distance.
2. Windshear can be encountered in the vicinity of thunderstorms, into rain showers (even
without thunderstorms), during a frontal passage or on airports situated near large areas
of water (sea breeze fronts)
3. Severe windshear encountered above 1000 feet, whilst unpleasant, can generally be
negotiated safely. However it is encountered below 500 feet on take off or approach/
landing it is potentially dangerous.
4. As far as possible this phenomenon must be avoided.

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B. Procedures

1. Windshear recovery procedure at takeoff:

a. Delay the takeoff. If a low-level windshear is reported, calculate VR, V2 at the
maximum takeoff weight available for the day.
b. If windshear is experienced, do not change the configuration until safe speed and
altitude are reached regardless of FD indication, increase pitch to 10°
c. When clear of obstacles, accelerate as much as possible and clean up the aircraft.
d. Climb at the normal climb speed.

2. Procedure during an approach if a windshear is encountered:

a. Initiate a normal go around procedure then increase to 10° pitch, regardless FD
indication.
b. Be aware of stick pusher
c. Do not retract LDG Gear.
d. When positively climbing at a safe altitude, retract the gear and complete the normal
go around procedure

3. Caution:

a. Positive rate of climb must be verified on at least two instruments: both speed and
vertical speed must be checked increasing for more than 5 seconds.

C. Comments

1. Ten degrees pitch attitude is the best compromise, making it to ensure a climbing slope
while respecting acceptable High value of AOA. If necessary, Max power (PL to ramp
position) or Emer power (PL to wall position) will be used with a smooth pitch increase, at
the limit of stick shaker activation.

2. Leaving the gear down until the climb is established will allow to absorb some energy
impact, should the microburst exceeds the aircraft capability to climb.

7.5.3 UNUSUAL ATTITUDE RECOVERY

7.5.3.1 Stall Recovery

1. Refer to FCOM 2.02.15 p3
2. Flaps 15°
3. Nose lower
4. Set power
5. Stall Recovery Procedure From Stick Shaker Activation

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Control wheel ... push firmly
Flaps . 15°

CAUTION: If aircraft is in landing configuration, do not retract flaps to 15°

PWR MGT . MCT
CL/ PL . 100%/ MCT
ATC . NOTIFY

NOTE: This procedure covers only the initial recovery.

A. Stall Recovery Procedure From Clean Configuration

1. Stall recovery was practiced in the simulator with autopilot ON in clean and
landing configuration.
2. The reason for this is that the autopilot will trim the aircraft nose up, so the
recovery demands a firm push on the control wheel.
3. The autopilot disengages when the stickpusher is activated.

PF PNF
Stick shaker
activation:
Take flight controls and push
control wheel forward.

Advance PLs to the notch.
<<Stall, set power>>
<<Flaps 15>>
Climb at V2 or VGA
Cancel AP disconnect warning

Set PWR MGT to MCT
Select Flaps 15
Check position of PLs
At safe
altitude:
Level of for continue climb
<<Climb sequence>>

Perform climb sequence

B. Stall Recovery Procedure From Landing Configuration

1. If the aircraft is in landing configuration, it is important to keep the flaps in present
position until the aircraft has accelerated to VGA (Yellow Bug).
2. Then retract flaps one notch.
3. If flaps are retracted at a speed below VGA, there will be a risk of a secondary
stall.
4. The rest of the procedure is equal to a go-around.

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PF PNF
Stick shaker
activation:
Take flight controls and push
control wheel forward.

Advance PLs to the notch.
<<Stall, set power>>
Accelerate to VGA
Cancel AP disconnect warning

Set PWR MGT to MCT
Check position of PLs
At VGA
<<Flaps one notch>>
Climb at VGA
Retract flaps one notch
At safe
altitude:
Level of for continue climb
<<Climb sequence>>

Perform climb sequence

7.5.3.2 Bounce Landing

A. Bounce landing may result from either too much speed or too high slope on final.
Decide GO-AROUND if plane not stabilized (flight path, aircraft configuration,
speed) at 500ft. In case of bounce, NEVER push forward control column nor
select Ground Idle on PLs, DO NOT try to land, PERFORM a go-around
immediately:

1. GA pitch
2. Set power
3. Flaps ONE NOTCH, when speed> Vga

7.5.3.3 Hazardous Positions

A. These flight maneuvers, are the best procedures in case of hazardous positions
(extreme bank angle or extreme pitch attitudes).

B. Such situations rarely occur, but may be encountered by flying into a large aircrafts
wake vortex, a rotor downwind of a mountain range, severe turbulence or
mechanical failure, etc

1. Nose up
a. Cues:
i. Steep nose up (+ high bank angle or not)
ii. Speed reducing rapidly

b. Recovery procedure:
i. Simultaneously: max Power let nose lower (follow eyebrow if appears)
ii. With nose below horizon:
AA. Roll out
BB. Stop descent
CC. Adjust power

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Eyebrow: guidance to nose down

2. Nose down
a. Cues:
i. Steep nose down (+ high bank angle or not)
ii. Speed increasing rapidly

b. Recovery procedure:
i. Simultaneously: power flight idle/ level wings
ii. Pull back smoothly (follow eyebrow if appears)
iii. With nose on horizon:
AA. Stabilize
BB. Adjust power

Eyebrow : guidance to nose up

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Rev. No. Rev. Date Page No.
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SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 6

Original Date Issued: 17 March 2010

7.5.4 CREW MEMBER INCAPACITATION

A. General

1. Crew member incapacitation is defined as any condition which affects the health of a
crew member during the flight phase and which decreases his skill for the assigned
Tasks.

2. Incapacitation is a real air safety hazard, which occurs more frequently than many of the
other emergencies, which are the subject of routing training. Incapacitation can occur in
many forms varying from obvious sudden death to subtle, partial loss of function. It
occurs in all age groups and during all phases of flight and may not be preceded by any
warning.

B. Recognition

1. The critical operational problem is early recognition of the incapacitation. The keys for
immediate recognition of incapacitation are:

a. Routine monitoring and cross-checking of flight instruments, particularly during critical
phases of flight, such as takeoff, climb out, decent, approach, landing and go around.
b. If a crew member does not respond appropriately to two verbal communications, or
c. If a crew member does not respond to a verbal communication associated with a
significant deviation from a standard flight profile.

2. Other symptoms of the beginning of an active incapacitation are:

a. Incoherent speech
b. Strange behavior
c. Irregular breathing
d. Pale fixed facial expression
e. Jerky motions that are either delayed or too rapid
f. If a crew feels sick, he must transfer the flying task.

3. Action:

1. The recovery from a detected incapacitation of the handling pilot shall follow the
following sequence:

a. Flight:
i. The remaining pilot must assume control and resume the aircraft to a safe
flight path, and announce I have control. (use Autopilot and headset as
much as possible)

b. Incapacitation:
i. The healthy pilot must ensure that the incapacitated pilot cannot interfere
with the aircraft control.
ii. He must call cabin crew to secure/lock the sick pilot on his flight crew seat.
iii. If the cockpit door is locked, the assisting cabin crew will apply the relevant
procedure to unlock the system, and provide first aid.

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c. Organization and Communication:
i. The pilot flying must land as soon as possible on an adequate airport (priority
landing/medical emergency) and request medical assistance in flight in order
to prepare medical assistance on ground:
ii. MAYDAY, MAYDAY, MAYDAY, (C ALL SIGN) EXPERIENCING CREW
INCAPACITATION, REQUEST MEDICAL ASSISTANCE ON LANDING.

7.5.5 RUDDER USE

A. General

1. On February 8
th
, 2002, the National Bureau of Transportation Safety Board (NTSB), in
co-operation with the French Bur eau Enquêtes Analyse (BEA), issued
recommendations for aircraft manufacturers to re-emphasize the structural certification
requirements of the rudder and vertical stabilizer, showing some maneuvers which can
result in exceeding design limits and even lead to structural failures.

2. In this perspective, new amendment to AFM & FCOM states:
CAUTION: Rapidly alternating large pedal applications in combination with large
sideslip angles may result in structural failure at any speed

B. Rudder Design Functions

1. The Rudder May Be Used:

a. In normal operations, for directional control:
i. During the takeoff roll, when on ground, especially in crosswind conditions.
ii. During the landing flare with crosswind, for decrab maneuver
iii. During the landing roll, when on ground
iv. The rudder may be used as deemed necessary, for turn co-ordination to prevent
excessive sideslip.

b. In some other abnormal situations:
i. Full rudder deflection can be used to offset the yawing moment of an asymmetric
thrust.
ii. Runaway rudder trims: the rudder pedals may be used to move the rudder to the
neutral position.
iii. Aileron jam: the rudder may be used to smoothly control the roll.
iv. Landing with unsafe indication: the rudder may be used to establish sideslip in an
attempt to lock the landing gear down by aerodynamic side forces.
v. Landing gear not locked down: the rudder can be used for directional control on
the ground.

c. For here above maneuvers, proper usage will not affect the aircraft structural
integrity.

2. The Rudder Must Not Be Used:
a. To include roll, except for aileron jam
b. To counteract turbulence

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7.5.6 EGPWS WARNING

A. A pilot should never fly in a situation which may put his passengers, his aircraft and himself in
danger. Activation of EGPWS is therefore a crucial alarm regarding flight safety.

B. Analysis of some crashes shows that pilots involved did not believe in EGPWS warning and
as a consequence of their disbelief, entered a state of inability to take proper action.

C. When flying under daylight VMC conditions, a warning threshold may be deliberately
exceeded due to a well knowledge of the present terrain; the warning may be regarded as a
caution and the approach may be continued.

D. A go around shall be initiated if the cause of the warning cannot be identified immediately.

WHOOP WHOOP PULL UP TERRAIN TERRAIN
TOO LOW TERRAIN AHEAD, PULL UP
OBSTACLE AHEAD, PULL UP
- PL 1 + 2 GO AROUND POWER
- AUTOPILOT . OFF
- Increase pitch until stick-shaker activation.
- Maintain wings levelled

When flight path is safe and warning ceased:
- Reduce pitch and accelerate

When positive rate of climb and security are established:
- Aircraft configuration as necessary

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SINK RATE
- Increase pitch and power to make the warning cease.

DONT SINK
- Adjust pitch and power to maintain altitude or a positive climb gradient.

TOO LOW GEAR TOO LOW FLAPS
- Adapt aircraft configuration or perform a go around.

GLIDE SLOPE
- Resume flight path to glide slope, or
- Depress one of the two GPWS/ GS push-buttons if approach is intentionally performed
under glide slope

TERRAIN AHEAD
- Change flight path to avoid obstacle and make the warning cease

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7.5.7 ENGINE FIRE BEFORE V1 AND EMERGENCY EVACUATION

Flight Events CM1 CM2
READY TO
TAKE OFF
ANNOUNCE
TAKEOFF AT XXX OCLOCK,
V1 XXX KT

DO
TIMING ........ START
PKG BRAKE OFF ... CHECK
NOSE WHEEL STEERING .HANDED

DO
PLs . NOTCH

ANNOUNCE
SET POWER

DO
TIMING . START
CONTROL WHEEL
HOLD TOWARD WIND

DO
TAKEOFF TORQUE ..CHECK*
ENGINE PARAMETERS ...CHECK**

*TQ: T/O VALUE (white bug)
** NP: 100%, ITT

ANNOUNCE
ATPCS ARMED
POWER SET
REACHING
70 KT
READ ON THE
STBY ASI AND
CM2 ASI
ANNOUNCE AND DO
CHECK (on CM1 ASI)
NOSE WHEEL STEERING... RELEASED

I HAVE CONTROL (if PF)

ANNOUNCE AND DO
70 KTS
I HAVE CONTROL (if PF)

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Flight Events CM1 CM2
ENGINE
FIRE

ANNOUNCE LOUDLY
STOP!!!

REDUCE PLs . GI/ REV AS RQD
BRAKES ... FULL APPLICATION

ANNOUNCE
ENGINE FIRE

CRC/ MASTER WARNING
CANCELLED
CONTROL WHEEL HOLD AS
REQUIRED
ATC (VHF1) . CALLED

MAYDAY MAYDAY MAYDAY, (CALL
SIGN)
ENGINE FIRE, ABORTED TAKEOFF

ANNOUNCE (on Public Address)
REMAIN SEATED, REMAIN SEATED,
AIRCRAFT
STOPPED
DO
PARKING BRAKE ON

ANNOUNCE AND DO
ON GROUND ENGINE FIRE MEMO
ITEMS

BOTH PLs CHECK GI
BOTH CLs FEATHER/ FUEL S/O
ILLUMINATED FIRE HANDLE...PULLED
AGENT 1 PUSHED
TIMING START

ANNOUNCE
MEMO ITEMS COMPLETE,
ON GROUND ENGINE FIRE
CHECKLIST

DO
CM1 ACTIONS .... MONITOR
QRH ..... OPEN

TIMING .. START

C/L
REQUESTED
BY CM1

DO AND ANNOUNCE
MIN CAB LIGHT ON
ON

DO AND ANNOUNCE
FUEL PUMPS OFF
1 AND 2 OFF
READ AND ANNOUNCE
ON GROUND ENG FIRE CHECKLIST

PLs . GI
WHEN AIRCRAFT STOPPED
PARKING BRAKE ON
CL BOTH............................FTR THEN
FUEL SHUT-OFF
FIRE HANDLE ILLUMINATED
PULLED
FIRST AGENT DISCHARGED
MIN CAB LIGHT ON

READ AND ANNOUNCE
ATC NOTIFY
CABIN CREW ALERTED
FUEL PUMPS 1 AND 2 OFF

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Flight Events CM1 CM2
If fire remains, CM1 press the second agent P/B after 30 seconds,
even if CM2 hasnt yet reached the associated item in the C/L
FIRE
REMAINS
AFTER
30 SECONDS

DO AND ANNOUNCE
SECOND AGENT P/B
DEPRESS
DISCHARGED
READ AND ANNOUNCE
FIRE REMAINS AFTER 30 SECONDS
SECOND AGENT DISCHARGE
PF/ PNF will announce <<FIRE STOPPED>> as soon as the red
light disappears on CAP/ FIRE HANDLE
NOTE: if fire is stopped, evacuation order remains Captain decision.
EVACUATION
REQUIRED

ANNOUNCE
YES

DO AND ANNOUNCE
SECOND FIRE HANDLE PULL
PULLED

DO AND ANNOUNCE
ENG START ROTARY SELECTOR..OFF
OFF/ START ABORT

ANNOUNCE
WE EVACUATE
Then on Public Address:
USE (LEFT/ RIGHT) EXITS
EASY VICTOR, EASY VICTOR, EASY
VICTOR

DO AND ANNOUNCE
BATTERY TOGGLE SWITCH .. OFF
OFF
READ AND ANNOUNCE
IF EVACUATION REQUIRED, YES OR
NO?

READ AND ANNOUNCE
SECOND FIRE HANDLE PULL

READ AND ANNOUNCE
ENG START ROTARY SELECTOR
OFF/
START ABORT

READ AND ANNOUNCE
EVACUATION INITIATE

DO (during CM1 message on public
address)
EMER LIGHT SWITCH OFF then ON
(3 times)
CALL ATC ADVISE
EVACUATION INITIATED AND #
SOULS ON BOARD (CREW + PAX)
READ AND ANNOUNCE
(before leaving aircraft)
BATTERY OFF

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7.5.8 ENGINE FIRE AFTER V1

Flight Events CM1 CM2
READY TO
TAKE OFF
ANNOUNCE
TAKEOFF AT XXX OCLOCK,
V1 XXX KT

DO
TIMING START
PKG BRAKE OFF . CHECK
NOSE WHEEL STEERING .. HANDED

DO
PLs . NOTCH

ANNOUNCE
SET POWER

DO
TIMING START
CONTROL WHEEL HOLD
TOWARD WIND

DO
TAKEOFF TORQUE CHECK*
ENGINE PARAMETERS CHECK**

*TQ: T/O VALUE (white bug)
** NP: 100%, ITT

ANNOUNCE
ATPCS ARMED
POWER SET
REACHING
70 KT
READ ON THE
STBY ASI AND
CM2 ASI
ANNOUNCE AND DO
CHECK (on CM1 ASI)
NOSE WHEEL STEERING RELEASED

ANNOUNCE AND DO
70 KTS

Flight Events PNF PF
FLIGHT
CONTROLS
TRANSFER

ANNOUNCE
I HAVE CONTROL
REACHING
V1
ANNOUNCE
V1

CAPTAIN

DO
PLs .. RELEASED

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Flight Events PNF PF
REACHING
VR
ANNOUNCE
ROTATE

DO
PITCH .. ROTATE TO 10°
& FOLLOW FD BARS
POSITIVE
RATE
ANNOUNCE
POSITIVE RATE

DO
LANDING GEAR LEVER UP
YAW DAMPER ON
TAXI & T/O LIGHT OFF
ANNOUNCE
GEAR UP

MW + CRC
+ENG 1 (or 2)
FIRE on CAP
+FIRE HANDLE
ILLUMINATED
ANNOUNCE AND DO
ENGINE FIRE

MASTER WARNING P/B DEPRESSED

ANNOUNCE AND DO
CHECK

WHEN ALL
LIGHTS
EXTINGUISHE
D
ON LDG GEAR
PANEL
ANNOUNCE
GEAR UP

In case of high acceleration altitude, Captain may decide to start Memory Items
before published acceleration altitude but not before 400ft AGL.
REACHING
ACCLERATION
ALTITUDE
Note: MINI
400ft AGL
Or Higher if
requested
ANNOUNCE
ACCLERATION ALTITUDE

DO AND ANNOUNCE
WHITE BUG SPEED ON ADU SET
IAS XXX SET

DO AND ANNOUNCE
SET

ORDER
INCREASE IAS TO WHITE BUG

ORDER AND DO
SET SPEED BUG WHITE BUG

REACHING
WHITE BUG

ANNOUNCE
WHITE BUG

DO AND ANNOUNCE
PWR MGT . MCT
TORQUE ADJUSTED/ CHECK
MCT SET

DO
FLAPS LEVER . SET AS REQUIRED

ORDER
SET MCT

ORDER
NORMAL CONDITIONS, FLAPS 0
OR
ICING CONDITIONS, REMAIN FLAPS
15

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Flight Events PNF PF
WHEN FLAPS
AT 0/ 15
ON FLAPS
INDICATOR
ANNOUNCE
IN NORMAL CONDITIONS
FLAPS 0
OR IN ICING CONDITIONS
REMAIN FLAPS 15

WHEN
FLIGHT PATH
STABILIZED

DO AND ANNOUNCE
PL POINTED AT BY PF CHECK
CONFIRM

DO AND ANNOUNCE
CL 1 (or 2)POINTED AT WITH FINGER
CL1 (or 2) ?

DO AND ANNOUNCE
CL 1 (or 2).FEATHER THEN FUEL S/O
FEATHER THEN FUEL SHUT-OFF

Note: Do actions step by step. Stay 1
second in feather position before setting
CL in fuel shut-off.

DO AND ANNOUNCE
FIRE HANDLE 1 (or 2) POINTED AT
WITH FINGER
FIRE HANDLE 1 (or 2)?

DO AND ANNOUNCE
FIRE HANDLE 1 (or 2) .. PULL
PULLED
TIMING START
ORDER
IN FLIGHT ENGINE FIRE MEMO
ITEMS

DO AND ANNOUNCE
PL 1 (or 2)...POINTED AT WITH FINGER
PL1 (or 2) ?

DO AND ANNOUNCE
PL 1 (or 2) . RETARD GENTLY
TO FLIGHT IDLE
FLIGHT IDLE

DO AND ANNOUNCE
CL POINTED AT BY PNF CHECK
CONFIRM

DO AND ANNOUNCE
FIRE HANDLE POINTED AT BY PNF
..CHECK
CONFIRM
10 SECONDS
AFTER
FIRE HANDLE
PULLED
DO AND ANNOUNCE
AGENT 1 POINTED AT WITH FINGER
10 SECONDS AGENT 1

DO
AGENT 1 P/B DEPRESS
Note: Do not restart timing.

DO AND ANNOUNCE
AGENT POINTED AT BY PNF CHECK
CONFIRM

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Flight Events PNF PF
WHEN DISCH
AMBER LIGHT
APPEARS ON
FIRE PANEL
ANNOUNCE
DISCHARGED
ANNOUNCE
MEMO ITEMS COMPLETE

DO AND ANNOUNCE
IN FLIGHT ENGINE FIRE C/L TILE
POINTED AT WITH FINGER
IN FLIGHT ENGINE FIRE CHECK-
LIST?

REQUEST
IN FLIGHT ENGINE FIRE CHECK-
LIST, RADIO MY SIDE

TRANSMIT
MAYDAY, MAYDAY, MAYDAY, (call
sign),
ENGINE FIRE, ILL CALL YOU BACK

DO AND ANNOUNCE
C/L POINTED AT BY PNF CHECK
CONFIRM
PNF READS
C/L
WHILE
MONITORING
30 TO
DISCHARGE
AGENT 2
READ, CHECK AND ANNOUNCE
PL 1 (or 2) FI
CL 1 (or 2) FEATHER THEN FUEL S/O
FIRE HANDLE 1 (or 2) PULL
FIRST AGENT AFTER 10 ..
... DISCHARGED

If fire remains after 30 seconds PNF press the second agent P/B even
if he hasnt reached the associated Check List item.
FIRE REMAINS
AFTER 30
DO AND ANNOUNCE
AGENT 2 POINTED AT WITH FINGER
30 SECONDS, AGENT 2?

DO
AGENT 2 P/B DEPRESS

DO AND ANNOUNCE
AGENT POINTED AT BY PNF
CHECK
CONFIRM
WHEN DISCH
AMBER LIGHT
APPEARS ON
FIRE PANEL
ANNOUNCE
DISCHARGED

READ AND ANNOUNCE
LAND AS SOON AS POSSIBLE
SINGLE ENGINE OPERATION
PROCEDURE
. (MUST BE) APPLY

ANNOUNCE
IN FLIGHT ENGINE FIRE C/L
COMPLETE

PF/ PNF will announce FIRE STOPPED as soon
as the red light disappears on CAP/ FIRE HANDLE.

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Flight Events PNF PF
WHEN C/L
COMPLETED

DO AND ANNOUNCE
CLR P/B DEPRESS
CAP CLEARED

ANNOUNCE AND READ
AFTER TAKEOFF CHECKLIST

REFER TO QRH 6.01

ANNOUNCE
CHECK-LIST COMPLETE
DO AND ANNOUNCE
CAP LIGHTS CROSS-CHECKED
WITH LOCAL ALERTS
CLEAR CAP

ANNOUNCE
AFTER TAKEOFF CHECK-LISt

TRANSMIT
READY FOR VECTORS
PNF READS
C/L

DO AND ANNOUNCE
SINGLE ENGINE OPERTATION C/L
TITLE . POINTED AT WITH FINGER
SINGLE ENGINE OPERATION
CHECKLIST?

READ AND ANNOUNCE
LAND AS SOON AS APOSSIBLE
PWR MGT TO IF NECESSARY
THEN MCT

READ, DO AND ANNOUNCE
FUEL PUMP AFFECTED OFF
FUEL PUMP 1 (or 2) POINTED
AT WITH FINGER
FUEL PUMP 1 (or 2)

DO AND ANNOUNCE
FUEL PUMP 1 (or 2) OFF
OFF

READ, DO AND ANNOUNCE
DC GEN AFFECTED OFF
DC GEN 1 (or 2) POINTED AT
WITH FINGER
DC GEN 1 (or 2)

DO AND ANNOUNCE
DC GEN 1 (or 2) OFF
OFF
ANNOUNCE
SINGLE ENGINE OPERATION
CHECKLIST

DO AND ANNOUNCE
C/L POINTED AT BY PNF CHECK
CONFIRM

DO AND ANNOUNCE
FUEL PUMP POINTED AT BY PNF
. CHECK
CONFIRM

DO AND ANNOUNCE
DC GEN POINTED AT BY PNF
. CHECK
CONFIRM

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Flight Events PNF PF
PNF READS
C/L
(contd)

READ, DO AND ANNOUNCE
ACW GEN AFFECTED OFF
ACW GEN 1 (or 2) POINTED AT
WITH FINGER
ACW GEN 1 (or 2)

DO AND ANNOUNCE
ACW GEN 1 (or 2).. OFF
OFF

READ, DO AND ANNOUNCE
PACK AFFECTED OFF
PACK 1 (or 2) . POINTED AT
WITH FINGER
PACK 1 (or 2)

DO AND ANNOUNCE
PACK 1 (or 2) . OFF
OFF

READ, DO AND ANNOUNCE
BLEED AFFECTED OFF
BLEED 1 (or 2) POINTED AT
WITH FINGER
BLEED 1 (or 2)

DO AND ANNOUNCE
BLEED 1 (or 2) . OFF
OFF

DO AND ANNOUNCE
TCAS TA ONLY
TCAS TA ONLY

READ AND ANNOUNCE
OIL PRESSURE ON FAILED
ENGINE MONITOR

NOTE: REFER TO QRH 4.61 AND 4.62
TO DETERMINE SINGLE ENGINE
GROSS CEILING

NOTE: IN ICING CONDITIONS, FLAPS
15 WILL BE SELECTED TO IMPROVE
DRIFT DOWN PERFORMANCES AND
SINGLE ENGINE CEILING

READ AND ANNOUNCE
IF FUEL CROSSFEED IS REQUIRED,
YES OR NO?

DO AND ANNOUNCE
ACW GEN POINTED AT BY PNF
.. CHECK
CONFIRM

DO AND ANNOUNCE
PACK POINTED AT BY PNF. CHECK
CONFIRM

DO AND ANNOUNCE
BLEED POINTED AT BY PNF
. CHECK
CONFIRM

DO AND ANNOUNCE
FUEL UNBALANCED CHECK
NO

If <<YES>> apply C/L by
using same phraseology.

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Flight Events PNF PF
WHEN
APPROACH IS
INITIATED
(ON OR
BEFORE, ON
CAPTAIN
DECISION)

READ, DO AND ANNOUNCE
BLEED NOT AFFECTED OFF
BLEED 2 (or 1) POINTED AT
WITH FINGER
BLEED 2 (or 1)

DO AND ANNOUNCE
BLEED 2 (or 1) OFF
OFF

DO AND ANNOUNCE
SINGLE ENGINE APPROACH
SPEED
All notes have to be read.

ANNOUNCE
CHECK-LIST COMPLETE

ANNOUNCE
RADIO MY SIDE

DO AND ANNOUNCE
BLEED POINTED AT BY PNF
CHECK
CONFIRM

ANNOUNCE
RADIO YOUR SIDE
PF SUMS UP
SITUATION

DO
INFORMATION
DO
SUM UP (Press RECALL)
DECISION
INFORMATION

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7.5.9 ENGINE FLAMEOUT AFTER V1

Flight Events CM1 CM2
READY TO
TAKE OFF
ANNOUNCE
TAKEOFF AT XXX OCLOCK,
V1 XXX KT

DO
TIMING START
PKG BRAKE OFF . CHECK
NOSE WHEEL STEERING .. HANDED

DO
PLs NOTCH

ANNOUNCE
SET POWER

DO
TIMING START
CONTROL WHEEL . HOLD TOWARD
WIND

DO
TAKEOFF TORQUE CHECK*
ENGINE PARAMETERS.. CHECK**

*TQ: T/O VALUE (white bug)
** NP: 100%, ITT

ANNOUNCE
ATPCS ARMED
POWER SET
REACHING
70 KT
READ ON THE
STBY ASI AND
CM2 ASI
ANNOUNCE AND DO
CHECK (on CM1 ASI)
NOSE WHEEL STEERING RELEASED

ANNOUNCE AND DO
70 KTS

Flight Events PNF PF
FLIGHT
CONTROLS
TRANSFER

ANNOUNCE
I HAVE CONTROL
REACHING
V1
ANNOUNCE
V1

CAPTAIN

DO
PLs RELEASED

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Flight Events PNF PF
REACHING
VR
ANNOUNCE
ROTATE

DO
PITCH ROTATE TO 10°
& FOLLOW FD BARS
ENGINE
FLAMEOUT
First crew member who detects failure announces loudly:
ENGINE FAILURE
Detection clues:
PF: dissymmetric flight
PNF: abnormal engine parameters.

And the other crew member acknowledges:
CHECK
POSITIVE
RATE
ANNOUNCE
POSITIVE RATE

DO
LANDING GEAR LEVER UP
YAW DAMPER ON
TAXI & T/O LIGHT OFF
ANNOUNCE
GEAR UP

ACTIONS
TRIGERED
BY PNF,
WITHOUT PF
REQUEST,
JUST AFTER
GEAR
RETRACTION
SEQUENCE
DO, CHECK AND ANNOUNCE
UPTRIM GREEN LIGHT ENG 2 (or 1)
CHECK
RTO TORQUE ENG 2 (or 1) .. CHECK
AUTOFEATHER ENG 1 (or 2). CHECK
2 BLEEDS FAULT LIGHT. CHECK LIT
ENG 2(or 1) UPTRIMMED,
ENG 1 (or 2) AUTOFEATHERED,
(TWO) BLEED FAULT LIT

If no UPTRIM, PF orders corrective actions before acceleration altitude.
WHEN ALL
LIGHTS
EXTINGUISHED
ON LDG GEAR
PANEL
ANNOUNCE
GEAR UP

REACHING
ACCLERATION
ALTITUDE
Note: MINI
400ft AGL
Or Higher if
requested
ANNOUNCE
ACCLERATION ALTITUDE

DO AND ANNOUNCE
ALT P/B ON AFCS DEPRESS
ALT GREEN

DO AND ANNOUNCE
SPEED BUG TOWHITE BUG SET
SET

ORDER
SET ALT

ORDER AND DO
SPEED BUG WHITE BUG

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Flight Events PNF PF
REACHING
WHITE BUG
ANNOUNCE
WHITE BUG

DO AND ANNOUNCE
IAS P/B ON ADU.. DEPRESS
IAS XXX SET

DO AND ANNOUNCE
PWR MGT . MCT
TORQUE ADJUST/ CHECK
MCT SET

DO
FLAPS LEVER . SET
AS RQRD

ORDER
SET IAS

ORDER
SET MCT

ORDER
NORMAL CONDITIONS, FLAPS
0
OR
ICING CONDITIONS, REMAIN
FLAPS 15

WHEN FLAPS
AT 0/ 15 ON
FLAPS
INDICATOR
ANNOUNCE
IN NORMAL CONDITIONS
FLAPS 0
OR
ICING CONDITIONS
REMAIN FLAPS 15

WHEN
FLIGHT PATH
STABILIZED

DO AND ANNOUNCE
PL POINTED AT BY PF . CHECK
CONFIRM

DO AND ANNOUNCE
CL 1 (or 2).. POINTED AT WITH FINGER
CL 1 (or 2)?

DO AND ANNOUNCE
CL 1 (or 2)... FEATHER THEN
FUEL SHUT-OFF
FEATHER THEN FUEL SHUT-OFF
Note: Do actions step by step. Stay 1
second in feather position before setting CL
in fuel shut-off.
ORDER
ENGINE FLAME OUT AT
TAKEOFF
MEMO ITEMS

DO AND ANNOUNCE
PL 1 (or 2) . POINTED AT
WITH FINGER
PL 1 (or 2)?

DO AND ANNOUNCE
PL 1 (or 2). RETARD GENTLY
TO FLIGHT IDLE
FLIGHT IDLE

DO AND ANNOUNCE
CL POINTED AT BY PNF
. CHECK
CONFIRM

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7 Emergency Procedures
7.5 Abnormal Situations
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 23

Original Date Issued: 17 March 2010

Flight Events PNF PF
WHEN
FLIGHT PATH
STABILIZED
(contd)
ANNOUNCE
BLEED OFF IF NECESSARY, YES OR
NO?
Note: concerning the alive engines bleed

ANNOUNCE
MEMO ITEMS COMPLETE

DO AND ANNOUNCE
ENGINE FLAME OUT AT T/O C/L TITLE
POINTED AT WITH FINGER
ENGINE FLAME OUT
AT TAKEOFF CHECKLIST?

ANNOUNCE
According to performances:
BLEED OFF or BLEED ON

REQUEST
ENGINE FLAME OUT AT
TAKEOFF CHECKLIST, RADIO
MY SIDE

TRANSMIT
PAN PAN, PAN PAN, PAN PAN,
(call sign),
ENGINE FLAME OUT, ILL CALL
YOU BACK

DO AND ANNOUNCE
C/L POINTED AT BY PNF..
CHECK
CONFIRM
PNF READS
C/L
READ, CHECK AND ANNOUNCE
UPTRIM CHECK
AUTOFEATHER .. CHECK
BLEED FALUT LIGHT CHECKED LIT
AT ACCELERATION ALTITUDE:
PL 1 (or 2) . FI
CL 1 (or 2) FEATHER THEN FUEL S/O
BLEED OFF

READ AND ANNOUNCE
IF DAMAGE SUSPECTED,
YES OR NO?

READ, DO AND ANNOUNCE
FIRE HANDLE PULL
FIRE HANDLE 1 (or 2)........ POINTED AT
WITH FINGER
FIRE HANDLE 1 (or 2)?

DO AND ANNOUNCE
FIRE HANDLE 1 (or 2) . PULL
PULLED

ANNOUNCE
CHECKLIST COMPLETE

ANNOUNCE
YES
If <<NO>>, apply C/L by using
same phraseology.

DO AND ANNOUNCE
FIRE HANDLE POINTED AT BY
PNF . CHECK
CONFIRM

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7 Emergency Procedures
7.5 Abnormal Situations
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 24

Original Date Issued: 17 March 2010

Flight Events PNF PF
WHEN
C/L
COMPLETED

DO AND ANNOUNCE
CLR P/B DEPRESS
CAP CLEARED

ANNOUNCE AND READ
AFTER TAKEOFF CHECKLIST

REFER TO QRH 6.01

ANNOUNCE
CHECKLIST COMPLETE
DO AND ANNOUNCE
CAP LIGHTS CROSS-CHECKED
WITH LOCAL ALERTS
CLEAR CAP

REQUEST
AFTER TAKEOFF CHECKLIST

TRANSMIT
READY FOR VECTORS

DO AND ANNOUNCE
SINGLE ENGINE OPERATION C/L TITLE
POINTED AT WITH FINGER
SINGLE ENGINE OPERATION
CHECKLIST?

REFER TO QRH 6.01

ANNOUNCE
CHECKLIST COMPLETE

ANNOUNCE
RADIO MY SIDE
ANNOUNCE
SINGLE ENGINE OPERATION
CHECKLIST

DO AND ANNOUNCE
CL POINTED AT BY PNF . CHECK
CONFIRM

ANNOUNCE
RADIO YOUR SIDE
PF SUMS UP
SITUATION

DO
INFORMATION
DO
SUM UP (Press RECALL)
DECISION
INFORMATION
Status/ Brief Failures
ADVICE ADVICE ADVICE
Approach Preparation
Approach Briefing

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7 Emergency Procedures
7.5 Abnormal Situations
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 25

Original Date Issued: 17 March 2010

7.5.10 SINGLE ENGINE GO AROUND

Flight Events PNF PF
MINIMUM ANNOUNCE
MINIMUM

DA OR MDA
(RUNWAY OR
RAMP NOT IN
SIGHT) OR
OTHER
UNEXPECTED
EVENTS

WHEN FLAPS
AT 15
ON FLAPS
INDICATOR

DO
FLAPS 15 CHECK
SPEED VGA OR ABOVE, THEN SELECT
FLAPS 15
TQ CHECK/ ADJUST GA

ANNOUNCE
POWER SET,FLAPS 15
ANNOUNCE
GO AROUND,
SET POWER, FLAPS ONE NOTCH

DO
GA P/B ON PL .. DEPRESS
PL ADVANCE
TO RAMP
ROTATE . GA PITCH
(~8° NOSE UP)
CAVALRY CHARGE CANCEL
POSITIVE
RATE
ANNOUNCE
POSITIVE RATE

DO
LANDING GEAR LEVER UP
HDG .. SELECT
LOW BANK .. SELECT
IAS VGA SELECT
TAXI & T/O LIGHT OFF
ANNOUNCE
IAS XXX SET

DO AND ANNOUNCE
SPEED BUG TO VGA SET
SET

ORDER
GEAR UP, SET HEADING, LOW
BANK,
IAS VGA

ORDER AND DO
SET SPEED BUG VGA
WHEN ALL
LIGHTS
EXTINGUISHED
ON LDG GEAR
PANEL
ANNOUNCE
GEAR UP

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7 Emergency Procedures
7.5 Abnormal Situations
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 26

Original Date Issued: 17 March 2010

Flight Events PNF PF
REACHING
ACCLERATION
ALTITUDE
Note: MINI
1000ft AGL
Or Higher if
requested
ANNOUNCE
ACCLERATION ALTITUDE

DO AND ANNOUNCE
ALT P/B ON AFCS DEPRESS
ALT GREEN

DO AND ANNOUNCE
SPEED BUG TO WHITE BUG SET
SET

ORDER
SET ALT

DO AND ANNOUNCE
ALT GREEN ON FMA CHECK
CHECK

ORDER AND DO
SET SPEED BUG WHITE BUG

REACHING
WHITE BUG

ANNOUNCE
WHITE BUG

DO AND ANNOUNCE
IAS P/B ON ADU DEPRESS
IAS XXX SET

DO AND ANNOUNCE
PWR MGT MCT
TORQUE ADJUSTED/
CHECK IN THE NOTCH
MCT SET

DO
FLAPS LEVER SET AS REQUIRED

ORDER
SET IAS

ORDER
SET MCT

ORDER
NORMAL CONDITIONS, FLAPS 0
OR
ICING CONDITIONS, REMAIN
FLAPS 15

WHEN FLAPS
AT EXPECTED
POSITION
ON FLAPS
INDICATOR
ANNOUNCE
IN NORMAL CONDITIONS
FLAPS 0
OR IN ICING CONDITIONS
REMAIN FLAPS 15

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7 Emergency Procedures
7.5 Abnormal Situations
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 27

Original Date Issued: 17 March 2010

7.5.11 EMERGENCY DESCENT

Flight Events PNF PF

CAPTAIN

ORDER
EMERGENCY DESCENT MEMO ITEMS

Autopilot remains engaged

ACCORDING
TO
FLIGHT EVENT
OR
MASTER
WARNING
DO
O2 MASK (GOGGLES
IF NECESSARY).. WEAR
NOTE 1

CREW COMMUNICATION . ESTABLISH
CAPTAIN/ CO PILOT OXYGEN ON,
RADIO YOUR SIDE

O2 PAX SUPPLY
ON
SEAT BELTS
ON
XPDR
7700

ANNOUNCE (ON PUBLIC ADDRESS)
EMERGENCY DESCENT,REMAIN
SEATED

DO
MINIMUM SAFE ALTITUDE CHECK
ALT SEL . MSA SELECT

ANNOUNCE
MEMO ITEMS COMPLETE

DO
CHECKLIST PREPARE

ANNOUNCE
EMERGENCY DESCENT CHECKLIST

REFER TO QRH 1.07A
DO
O2 MASK (GOGGLES IF
NECESSARY) WEAR
NOTE 1

CREW COMMUNICATION
ESTABLISH
CO PILOT/ CAPTAIN OXYGEN ON,
RADIO MY SIDE

ALT SEL.. LOWEST ALTITUDE
QUICKLY SELECT
IAS MODE SELECT
HDG MODE SELECT
HDG KNOB TURN ±45°
According to flight conditions
PLs FI
CLs . MAX RPM

ANNOUNCE (ON VHF1)
MAYDAY, MAYDAY, MAYDAY, XXX
(callsign),
EMERGENCY DESCENT, CONFIRM
MSA

ORDER
EMERGENCY DESCENT
CHECKLIST

DO
SPEED ADJUST
According to potential structural
damages

HEADING ADJUST
According to flight path (AWY, ATC)

NOTE 1: Breathing 100% oxygen for a long period may cause alterations of understanding.
So return to Normal setting if no smoke.

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7 Emergency Procedures
7.5 Abnormal Situations
Rev. No. Rev. Date Page No.
ATR72-500
SUPPLEMENTARY
OPERATIONS MANUAL
1 30 Sep 2010 28

Original Date Issued: 17 March 2010

Flight Events PNF PF
APPROACHIN
G
10,000 FT

DO
OXYGEN MASK REMOVE

ANNOUNCE
YOU CAN REMOVE OXYGEN MASK

DO

OXYGEN HATCH . CLOSE
OXYGEN TEST P/B DEPRESS
Enables normal headset use
ANNOUNCE (ON VHF1)
YOU CAN REMOVE OXYGEN
MASK

DO
OXYGEN MASK REMOVE
OXYGEN HATCH. CLOSE
OXYGEN TEST P/B .. DEPRESS
Enables normal headset use

CAPTAIN

DO
FLIGHT ATTENDANT REPORT REQUEST

WHEN
NORMAL
RATE OF
DESCENT
AVAILABLE
Note 2

ASSESSMENT
DECISION
INFORMATION

NOTE 2: Unpressurized flight rate of descent has to be used.

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ATR72-500 SUPPLEMENTARY OPERATIONS MANUAL

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