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Flight Crew Training Manual: Normal, Abnormal & Emergency Procedures
Flight Crew Training Manual: Normal, Abnormal & Emergency Procedures
TRAINING MANUAL
42/72 - 500
NORMAL, ABNORMAL &
EMERGENCY PROCEDURES
This Flight Crew Training Manual is an essential tool to learn the ATR standard operating
procedures. It has been conceived as the standard baseline for all ATR flight crew training.
To facilitate the learning process, procedures are presented in a pedagogical and user-friendly
way, with, when necessary, a visualization of cockpit flows and schematics of flight patterns.
In the Normal Procedures part, procedures are presented with detailed task sharing and
include standard call outs. Additional procedures relating to specific operations and to
equipments uses are part of this manual.
In the Emergency & Abnormal Procedures part, the general management of abnormal
situations is explained. Then, a detailed presentation of the procedures to apply per specific
situation is made.
NB: Should you find any discrepancy in the emergency procedures between the FCTM and
the AFM, please follow the AFM procedures.
GENERAL
DEFINITIONS
1. CREW................................................................................................................................................................................. 9
2. PROCEDURE..................................................................................................................................................................... 9
3. CHECKLIST........................................................................................................................................................................ 9
4. EMERGENCY & ABNORMAL SITUATION..................................................................................................................... 9
4.1. EMERGENCY SITUATION........................................................................................................................................................... 9
4.2. ABNORMAL SITUATION............................................................................................................................................................ 9
4.3. STANDARD COMMUNICATION............................................................................................................................................ 10
CREW COORDINATION
5. TASK SHARING............................................................................................................................................................... 11
6. FUNCTION ASSIGNMENT............................................................................................................................................ 11
7. SAFETY RECOMMENDATIONS.................................................................................................................................... 12
7.1. EXECUTING GIVEN COMMANDS.......................................................................................................................................... 12
7.2. COLLISION AVOIDANCE......................................................................................................................................................... 12
7.3. COMMUNICATING IN THE COCKPIT.................................................................................................................................... 12
7.4. HEADSET OPERATIONS.......................................................................................................................................................... 12
7.5. SAFETY BELTS AND HARNESSES.......................................................................................................................................... 12
7.6. CABIN CREW............................................................................................................................................................................. 13
8. CROSS CONTROL.......................................................................................................................................................... 13
ATR DOCUMENTATION
9. AFM, FCOM AND QRH.................................................................................................................................................. 14
10. PRECONDITIONS........................................................................................................................................................ 15
11. MEMORY ITEMS........................................................................................................................................................... 16
METHODOLOGY
12. DARK COCKPIT PHILOSOPHY................................................................................................................................... 17
13. CHECKLIST PRIORITIES............................................................................................................................................... 17
14. NORMAL PROCEDURES............................................................................................................................................. 17
14.1. INITIATING PROCEDURES..................................................................................................................................................... 17
14.2. PROCEDURES METHODOLOGY......................................................................................................................................... 18
14.3. NORMAL CHECKLIST METHODOLOGY............................................................................................................................ 19
14.4. PROCEDURES CHRONOLOGY............................................................................................................................................ 20
15. ABNORMAL AND EMERGENCY PROCEDURES...................................................................................................... 22
15.1. FAILURE IDENTIFICATION.................................................................................................................................................... 22
15.2. FAILURE ANALYSIS: SYSTEM CHECK.................................................................................................................................. 23
15.3. ABNORMAL CHECKLIST METHODOLOGY....................................................................................................................... 24
15.4. ASSESSMENTS / DECISION / INFORMATION................................................................................................................... 25
15.4.1. ASSESSMENT..................................................................................................................................................................................... 25
15.4.2. DECISION.......................................................................................................................................................................................... 25
15.4.3. INFORMATION.................................................................................................................................................................................. 25
15.5. EXAMPLE................................................................................................................................................................................. 26
16. FLOWS........................................................................................................................................................................... 28
NORMAL PROCEDURES
GENERAL PROCEDURES & POLICIES
17. AUTO FLIGHT CONTROL SYSTEM (AFCS)............................................................................................................... 30
17.1. AP/FD USE PHILOSOPHY....................................................................................................................................................... 30
17.2. ATR TRAINING CENTER FLIGHT GUIDANCE PHILOSOPHY............................................................................................ 33
18. FLAPS OPERATION...................................................................................................................................................... 45
19. LANDING GEAR OPERATION.................................................................................................................................... 46
20. ALTIMETER.................................................................................................................................................................... 47
20.1. ALTIMETER SETTING............................................................................................................................................................. 47
20.2. RADIOALTIMETER SETTING................................................................................................................................................. 48
21. SPEED INDICATOR....................................................................................................................................................... 48
21.1. SPEED VMIN OPS.................................................................................................................................................................... 48
21.2. SPEED BUGS POLICY............................................................................................................................................................. 49
22. TORQUE INDICATOR.................................................................................................................................................. 53
22.1. TAKE-OFF BUGS..................................................................................................................................................................... 53
22.2. CRUISE BUGS.......................................................................................................................................................................... 54
22.3. APPROACH / GO-AROUND................................................................................................................................................. 55
22.4. TORQUE PRESET.................................................................................................................................................................... 56
23. DATA CARDS PROCESSING....................................................................................................................................... 57
23.1. TAKE-OFF DATA CARD.......................................................................................................................................................... 57
23.2. LANDING DATA CARD.......................................................................................................................................................... 59
24. GNSS INITIALIZATION IN ACCORDANCE WITH FCOM........................................................................................ 61
25. BRIEFINGS..................................................................................................................................................................... 64
25.1. DEPARTURE BRIEFING........................................................................................................................................................... 64
25.2. DEPARTURE CLEARANCE.................................................................................................................................................... 70
25.3. TAKE-OFF BRIEFING.............................................................................................................................................................. 70
25.4. ARRIVAL BRIEFING................................................................................................................................................................. 71
25.5. HOLDING TIME...................................................................................................................................................................... 73
26. STABILIZATION POLICY.............................................................................................................................................. 74
26.1. INTRODUCTION..................................................................................................................................................................... 74
26.2. STABILIZATION CRITERIA..................................................................................................................................................... 74
26.3. DEVIATIONS........................................................................................................................................................................... 74
27. ATR TRAINING CENTER NAVIGATION POLICY....................................................................................................... 76
28. EHSI AND MCDU POLICY........................................................................................................................................... 80
29. NAVIGATION SOURCE POLICY................................................................................................................................. 81
30. RADIO-COMMUNICATION........................................................................................................................................ 82
31. APM MANAGEMENT................................................................................................................................................... 83
31.1. APM COCKPIT INTERFACE..................................................................................................................................... 83
31.2. NORMAL PROCEDURES........................................................................................................................................ 83
32. EXTERIOR LIGHTS MANAGEMENT.......................................................................................................................... 85
ADDITIONAL SOP
55. HOTEL MODE OPERATIONS................................................................................................................................... 144
55.1. INITIAL COCKPIT PREPARATION - STEP 1........................................................................................................................ 144
56. POWER BACK AND PUSH-BACK OPERATIONS.................................................................................................... 147
56.1. POWER BACK........................................................................................................................................................................ 147
56.2. PUSH-BACK WITH TUG (FCOM PRO NOP ANOR 3)...................................................................................................... 147
57. NOISE ABATEMENT PROCEDURES........................................................................................................................ 148
58. OPERATIONS IN ICING CONDITIONS .................................................................................................................. 149
59. WET AND CONTAMINATED RUNWAYS OPERATIONS........................................................................................ 150
60. LOW VISIBILITY OPERATIONS................................................................................................................................. 151
EMERGENCY PROCEDURES
71. ON GROUND ENGINE FIRE...................................................................................................................................... 188
72. ENGINE FIRE AT TAKE-OFF...................................................................................................................................... 190
73. ENGINE FLAME OUT AT TAKE-OFF........................................................................................................................ 193
74. SINGLE ENGINE OPERATION.................................................................................................................................. 195
75. SINGLE ENGINE GO-AROUND................................................................................................................................ 197
76. EMERGENCY DESCENT............................................................................................................................................ 199
FLIGHT PATTERNS
AIRCRAFT CONFIGURATION MANAGEMENT.................................................................................. 200
NORMAL PROCEDURES
77. TAKE-OFF.................................................................................................................................................................... 201
78. BASIC 3D ILS APPROACH......................................................................................................................................... 202
79. LOC/LDA 2D APPROACH.......................................................................................................................................... 203
80. CIRCLE-TO-LAND...................................................................................................................................................... 204
81. GO-AROUND ............................................................................................................................................................. 205
82. STANDARD TRAFFIC PATTERN (1500 FT AAL)...................................................................................................... 206
ANNEXES
CROSSWIND LANDING.......................................................................................................................................211
General
Normal procedures
General procedures & policies
Normal procedures
Standard operating procedures
Normal procedures
Additional SOP - CDO
1. CREW
CM1 is the Captain, sat in the left hand seat and CM2 is the first officer, in the right hand seat.
2. PROCEDURE
Each flight phase is associated with a specific list of action designated as “procedure” and performed by
crew from memory.
A procedure is triggered by “XXX procedure’’ callout. It is performed before the relevant checklist.
3. CHECKLIST
Normal checklists are used to check main actions were correctly performed.
NOTE: Procedures and checklists contained in this manual comply with all relevant sections of AFM, FCOM and QRH.
It’s generally triggered by Master Warning + Continuous Repetitive Chime + red light on CAP, and refers
to an Emergency C/L (red).
It’s generally triggered by Master Caution + Single Chime + amber light on CAP, and refer to a Following
failure C/L (amber). If no immediate action is required, PF may delay crew actions or C/L, if necessary.
5. TASK SHARING
Final decision always belongs to Captain.
• Navigation monitoring
6. FUNCTION ASSIGNMENT
FLIGHT PHASES CM1 CM2
(1)
Captain is PF for any action, except engine start which is performed by CM2.
(2)
CM1 & CM2 take turns for PF & PM, as decided in the Captain’s briefing.
IMPORTANT: Pilot actually flying keeps his function throughout emergency and/or abnormal procedures. Following emergency
or abnormal events, PF assesses the situation then suggests a decision, ratified by the Captain.
Following PF / PM functions transfer, crew must reassign and check AFCS coupling side to the new PF.
Whenever possible and prior to transfer, PF must call back main flight path parameters to PM.
After transfer ADU/FMA must be checked.
7. SAFETY RECOMMENDATIONS
7.1. EXECUTING GIVEN COMMANDS
Crew members must keep each other informed of any performed action. PF commands, PM performs and
calls completed action.
Crew members are both held responsible of anti collision monitoring tasks (outside by appropriate and
specific visual scans and inside by permanently listening and monitoring ATC frequencies and TCAS displays).
8. CROSS CONTROL
Cross check is a key safety factor.
Any pilot action which influences flight parameters (flight path, speed or a system status) must be called out
loud by any pilot and cross-checked by the other one.
If an indication is not in compliance with a performed action, crew members must check that involved system
is correctly set and/or take any necessary action to correct the applicable discrepancy.
PM can be temporarily busy (ATC message, listening to weather, reading operating manuals, performing
related procedure action, etc). Any significant status change (AFCS, ADU, systems...) must be reported to
PM when his attention is restored.
FCOM
Flight Crew Operating Manual provides developed information relevant to related procedures. Once QRH
procedure is completed, if required, on workload basis, it can be used in flight.
QRH
Quick Reference Handbook is used in flight and only deals with procedures and checklists.
10. PRECONDITIONS
reconditions are highlighted through black squares. PM will question “YES or NO?” following related
P
item, to know whether related precondition applies to relevant scenario.
Black dots are more dealing with “when” do the relevant actions must be applied.
QRH
Yes or no?
When...
As soon as aircraft and flight path are under control, when emergency and/or abnormal statuses are entailed,
PF commands “xxx MEMO ITEMS”.
QRH
MEMORY
ITEMS
PM PF
While performing procedures, the crew will comply with the following hierarchy:
• EMERGENCY
• NORMAL
• ABNORMAL
Flight events PM PF
CLEARED TO AN X COMMAND & DO
ALTITUDE OR “SET QNH”
PASSING TRANSITION X DO & CALL
LEVEL “XXX SET”
Captain also checks standby altimeter setting.
X CALL
“PASSING XXX FT, NOW !”
X CALL
“CHECK”
If deviation less than 50ft
OR
“PLUS OR MINUS XXX FT”
If deviation >50 ft, check altimeter setting.
APPROACH X REQUIRE
PROCEDURE “APPROACH CHECKLIST”
COMPLETE X CALL & READ
“APPROACH CHECKLIST”
Refer to EWD C/L
X CALL
“APPROACH CHECKLIST COMPLETE”
SCANS enables panel’s PB, switches & lights checks. They are performed from memory, following a typical
flow pattern.
FLOW PATTERNS enable a predetermined sequence of actions. They are performed from memory,
following specific patterns. Flow pattern is a reminder of a given task sequence.
The PF answer must be in compliance with the C/L and the present situation.
PM must receive the correct answer before reading the next item. If not, PM must repeat the same item.
If a checklist is interrupted, reading must be resumed one step before the last read item.
PF and PM task sharing must comply with following orders and callouts:
Flight events PM PF
APPROACH X REQUIRE
PROCEDURE “APPROACH CHECKLIST”
COMPLETE X CALL & READ
“APPROACH CHECKLIST”
Approach checklist
X REPLY
X READ
“SEAT BELTS”
“ON”
“LANDING LIGHTS”
“ON”
“ALTIMETERS”
“SET AND CHECK”
“CABIN ALTITUDE”
“CHECK”
APPROACH X CALL
CHECKLIST “APPROACH CHECKLIST COMPLETE”
COMPLETE
TRIGGERED
FLIGHT EVENTS PROCEDURES CHECKLIST
BY
Initial cockpit
Arrival at the aircraft CM1
preparation step 1
Before taxi
Before taxi procedure complete CM1
checklist
Before take-off
Before take-off procedure complete CM1
checklist
After take-off
After altimeter standard setting PF
checklist
TRIGGERED
FLIGHT EVENTS PROCEDURES CHECKLIST
BY
Before descent/descent
Landing data available PF
procedure
Descent
Arrival briefing complete PF
checklist
Approach
Approach procedure complete PF
checklist
Before landing
Aircraft stabilized PF
checklist
After landing
Engine 1 shut down CM1
checklist
NOTE: During some flight phases, procedures are triggered by events and are organized in a chronological sequence. It is not
necessary to call for the procedure because all actions are already completed. PF will directly call for relevant checklist.
Example:
• Approach procedure is triggered by altimeters setting and checking.
1 - CREW ALERTING
+ CRC
(Continuous
repetitive chime)
2 - SYSTEM
or IDENTIFICATION
CAP
QRH
+ SC Following
(Single chime) Failures
AIR
3 - ISOLATION
LOCAL ALERT
PACK
The crew refers to the relevant subsection. VALVE
FAULT
PM PF
CONTROL
Is the system control in a relevant position?
INDICATOR
Is the indication relevant? Is the indication in compliance with the control?
SUPPLY
Are the supply source(s) available?
CIRCUIT BREAKERS
Refer to FCOM PRO GEN Informations or QRH GEN for circuit breaker reset policy.
LIGHTING
Are the bulb(s), digit(s) working?
RESET
Refer to FCOM PRO GEN Informations or QRH GEN for system reset policy.
EXCEPTIONS: BLEED LEAKS, LO LEVEL, EEC, PEC, BUS, BAT CHG, CAB PRESS MAN.
Contained in this section are all abnormal procedures and checklists linked either to amber or red alarms. An
LDG GEAR
illuminated CAP label depicts either origin of failure ELEC or an abnormal configuration .
NOT DOWN
Before executing checklist crew must confirm it is the appropriate one:
PM PF
X CALL
“SYSTEM CHECKED, X CALL
XXX FAILURE CONFIRMED” “SINGLE PACK VALVE FAULT
(OR NOT) CHECKLIST”
PM PF
EXCEPTION: On the ground, with aircraft stopped and parking brake set, CM1 performs required actions as stated in the
emergency procedure. No crosscheck procedure is required. Once all procedures are completed, CM1 calls out checklist. In
this case, Challenge and response methodology is used.
PM PF
NOTE:
• When a C/L refers to another one, the first one is only completed when the second is all done.
• When checklists are completed, all CAP lights status are checked, and then PM clears the CAP.
15.4.1. ASSESSMENT
Once checklist is completed, PF summarizes the situation, taking into account the three following aspects:
T-O-C
• Technical assessment: consider consequences of related failure on systems by scanning the overhead
panel (fuel, DC/AC, anti-/de-icing, ACW, hydraulic, air).
• Operational assessment: consider possibility to land at destination, divert / alternate, depending on failure,
operational limitations, weather conditions, fuel status.
• Commercial assessment: consider passengers or crew casualties (e.g.: depressurization) and in case of
diversion, possibility to allow passengers to proceed to destination airport (transportation, feeding, lodging
accommodations...), in accordance with operator policy.
15.4.2. DECISION
Once assessment is performed, PF is able to suggest a decision, endorsed by Captain.
15.4.3. INFORMATION
PF and PM plan together the consequences of failures encountered. Then PM informs, if necessary:
• ATC
• Flight attendant
• Passengers
• Dispatch
15.5. EXAMPLE
Follows a PACK VALVE FAULT troubleshooting example:
Flight events PM PF
X COMMAND Failure
X DO “CHECK SYSTEM”
Analysis
PACK VALVE PB... CHECK DEPRESSED
SUPPLY..................................ENG OK
CIRCUIT BREAKER................... CHECK
LIGHTING...................................... OK
IF NO ABNORMAL X CALL
CONDITION IS NOTED “PACK VALVE 2 RESET?”
X COMMAND
“RESET PACK VALVE 2”
X DO AND CALL
PACK VALVE 2...................POINTED AT
WITH FINGER
“PACK VALVE 2?”
X DO AND REPLY
ITEM POINTED AT BY PM.......... CHECK
“CONFIRMED”
X DO AND CALL
PACK VALVE 2............. OFF (for 3 sec)
“OFF”
PACK VALVE 2...............................ON
“ON”
Flight events PM PF
PF SUGGESTS A X CALL
DECISION TO CM1 “I SUGGEST THAT WE CONTINUE TO
DESTINATION AND WRITE IT DOWN IN
MAINTENANCE LOG.” Decision
“NOBODY NEEDS TO BE INFORMED
EXCEPT COMPANY, IF YOU AGREE.
CONTACT DISPATCH TO INFORM
ABOUT MALFUNCTION.” Information
CAPTAIN
X CALL
“I AGREE”
X CALL
“RADIO LEFT SIDE”
16. FLOWS
During their mission, crew members have several sequences of tasks to perform. These sequences are
defined by the manufacturer to:
When a sequence of tasks is necessary to complete the requirements of a flight phase, they are organized
in Standard Operational Procedures (SOPs).
In order to achieve the procedures, the SOPs tasks are organized in an ergonomic and logical order with
regard to the instruments and the systems the pilots have to use. The physical progression to achieve this
procedure is called “Flow”.
The completion of these flows facilitates the pilot activity and the memorization of the procedures.
AP takes over routine tasks, giving PF the necessary time and resources to assess the overall operational
situation.
FD provides adequate attitude or flight path orders enabling the PF to accurately handle the aircraft.
AP USE
Refer to AFM limitations, which may be different according to your particular avionics version.
FD USE
When AP is not used, PF should follow the FD bars guidance or remove FD bars display (use of
STBY on AFCS).
AFCS MCDU
Short-term interface Long-term(1) interface
ADVISORIES SELECT LT
MESSAGES
ARMED MODE
CAPTURED MODE
Mode selection is achieved by acting on the corresponding PB on the AFCS control panel except for ALT
SEL and GO AROUND modes.
Simultaneously armed modes are limited to one lateral mode and two vertical modes. Therefore vertical
armed modes are working in the following priority sequence:
1. ILS GS ARMED
2. ALT SEL ARMED
Climb or descent action must be done with the entire following sequence:
1) Adjust ALT SEL
2) Select and adjust vertical mode; usually IAS for climb and VS for descent(1)
3) Adjust power as required.
4) Change altimeter setting and crosscheck
5) Adjust speed bug.
IAS mode must be used during climb for stall protection. VS mode must be used during descent (except
(1)
in emergency descent & Drift Down for which IAS mode is used). The basic pitch mode may be used in
accordance with current operator’s policy.
NAV (VOR, LOC and LNAV) and APP modes must be associated with High Bank speeds.
Whenever autopilot is engaged, PF sets the AFCS. As with all allocation of duties, in case of high workload,
actions may be delegated to PM.
When autopilot is off, PF gives explicit order to PM to set AFCS. The only exception is following go-around,
where PM is authorized to set AFCS to appropriate mode after landing gear selected up without specific
order from PF.
Heading bug is generally centered on the aircraft heading in LNAV and V/LOC modes. On approaches linked
to STAR, it is recommended to set heading to runway heading when cleared for approach to aid situation
awareness.
Only changed and new modes are announced.
Announce the parameter first and the value second (some examples: “heading 120”, “speed 170 magenta”,
“course 324”, “VS -700”)
Settings are announced after they have been set, not while the selector is still in motion or the value is being
changed.
Announce lateral modes first, vertical modes second (for example “HDG SEL, IAS”)
Announce active modes first, armed modes second (for example: “IAS green, ALT white”)
When setting mode, announce which button was pressed and read ADU and FMA (examples: “APP mode
set, LOC white, GS white”, “NAV mode set, LNAV white”, “Autopilot ON, AP green”)
The pilot pressing the buttons makes the callout, the other pilot reads own side FMA before announcing
“check”. The only exception is for modes which capture without any particular button pressed (ALT*, ALT,
LOC*, LOC, GS*, GS, etc.) which are announced by PF for PM to crosscheck.
1 1 1 1
(1)
When AP is OFF, the 2 arrows are extinguished.
AP ON
Flight events PM PF
AP OFF
Flight events PM PF
X CALL
“FL 180, IAS 170 (160), ALT WHITE X CALL
SET”(1) “CHECK”
(1)
ALT white appears only when a vertical mode is armed and the aircraft is climbing or descending towards the
preselected altitude / FL.
1 1 1 1
(1)
When AP is OFF, the 2 arrows are extinguished.
AP ON
Flight events PM PF
X CALL
“CHECK”
AP OFF
Flight events PM PF
X CALL
“6000 FT, VS -1500, ALT WHITE SET”
X CALL
“CHECK”
1 1 1 1
(1)
When AP is OFF, the 2 arrows are extinguished.
AP ON
Flight events PM PF
CLEARED TO X DO
INTERCEPT RADIAL HDG BUG.......................... SET 045
270 INBOUND X CALL
X CALL “HDG BUG LEFT 045 SET”
“CHECK”
ESTABLISHED ON X DO
INTERCEPTION NAV MODE........................ ENGAGE
HEADING X CALL
X CALL “NAV MODE SET, VOR WHITE”
“CHECK”
AP OFF
Flight events PM PF
CLEARED TO X COMMAND
INTERCEPT RADIAL “SET HEADING BUG LEFT 045”
270 INBOUND X DO
HDG BUG.......................... SET 045
X CALL
“HEADING BUG 045 SET” X CALL
“CHECK”
ESTABLISHED ON X COMMAND
INTERCEPTION “SET NAV MODE”
HEADING X DO
NAV MODE........................ ENGAGE
X CALL
“NAV MODE SET, VOR WHITE” X CALL
“CHECK”
– HDG MODE
1 1
(1)
When AP is OFF, the 2 arrows are extinguished.
AP ON
Flight events PM PF
CLEARED TO X DO
HEADING 130 HDG MODE........................ SELECT
X CALL
X CALL “HDG MODE, LO (OR HI) BANK SET”(1)
“CHECK”
AP OFF
Flight events PM PF
CLEARED TO X COMMAND
HEADING 130 “SET HEADING MODE”
X DO
HDG MODE....................... ENGAGE
X CALL
“HDG MODE LOW (OR HI) BANK SET”(1)
X CALL
“CHECK”
(1)
HI or LO according to speeds.
– APP MODE
1 1 1 1
(1)
When AP is OFF, the 2 arrows are extinguished.
AP ON
Flight events PM PF
CLEARED TO X DO
PERFORM AN ILS APP MODE ....................... ENGAGE
APPROACH X CALL
“APPROACH MODE SET, LOC AND GS
X CALL WHITE”
“CHECK”
GS STAR X CALL
“GS STAR”
X CALL
“CHECK”
GS GREEN X CALL
“GS GREEN”
X CALL
“CHECK”
AP OFF
Flight events PM PF
CLEARED TO X COMMAND
PERFORM AN ILS “SET APPROACH MODE”
APPROACH X DO
APP MODE ....................... ENGAGE
X CALL
“APPROACH MODE SET, LOC AND GS
WHITE” X CALL
“CHECK”
GS STAR X CALL
“GS STAR”
X CALL
“CHECK”
GS GREEN X CALL
“GS GREEN”
X CALL
“CHECK”
– GA MODE
When GA PB
depressed, autopilot
is automatically
disconnected
(1)
When AP is OFF, the 2 arrows are extinguished.
ATR 42
For system use in normal operations, any setting change must be performed through the cross
control concept:
PF: orders system action.
PM: performs the action and announces the configuration when the setting is in compliance
with the system indicator
Flaps manoeuvers are always performed by the PM under PF order. PM checks the speed before
each configuration change then performs the task and announces the new configuration.
Example:
Flight events PM PF
X DO
FLAPS......................................... 15°
NOTE: During deceleration, select new speed only when the new configuration is obtained.
For system use in normal operations, any setting change must be performed through the cross
control concept:
M: performs the action and announces the configuration when the setting is in compliance
P
with the system indicator
Gear manoeuvers are always performed by the PM under PF order. PM checks the speed before
each configuration change then performs the task and announces the new configuration.
Example:
Flight events PM PF
X DO
LANDING GEAR....................... DOWN
PWR MGT...................................... TO
TAXI & T.O LIGHTS.........................ON
20. ALTIMETER
20.1. ALTIMETER SETTING
PF and PM altimeter settings must be identical. Any change shall be performed with a specific call
and cross control.
▶DO ▶DO
QNH 1015............................. SET QNH 1015............................. SET
▶CALL
“1015 SET”
For each flight phase, the altimeter setting must be in compliance with the following table.
ALTIMETERS
FLIGHT PHASE
CAPTAIN STANDBY FIRST OFFICER
42-500
Flight Phase Approach Approach Approach Approach
Go-around Descent
Aircraft
Flaps 15 Flaps 0 Flaps 15 Flaps 30 Flaps 25 Flaps 35
configuration
FIXED BUGS
Any setting change must be performed with a specific call out and cross control.
Example: After filling the landing data card, ready to set speed bug.
Flight events PM PF
X DO X DO
YELLOW BUG.........................SELECT YELLOW BUG.........................SELECT
X CALL
“116 SET” X CALL
“WHITE BUG 139”
X DO X DO
WHITE BUG............................SELECT WHITE BUG............................SELECT
X CALL
“139 SET” X CALL
“RED BUG 165”
X DO X DO
RED BUG................................SELECT RED BUG................................SELECT
X CALL
“165 SET”
SPEED BUG
When aircraft configuration is obtained, PF orders new speed bug setting according to flight phase,
on both sides. Speed bug manages Fast / Slow EADI speed scale and must be considered also as
a cross-check tool.
Example:
Flight events PM PF
ACCELERATING TO X CALL
170 (160) KT “SET SPEED BUG 170 (160)”
X DO X DO
SPEED BUG.........................170 (160) SPEED BUG.........................170 (160)
X CALL
“170 (160) SET”
VR When V1≠VR
Green bug
Speed bug V2
21.2.1. TAKE-OFF SPEED BUGS
NORMAL CONDITIONS ICING CONDITIONS
,$6
.7
White Bug (flaps 0°) White Bug (flaps 15°)
& POLICIES
Icing bug
42-500
Icing Bug
– VmLB(1) flaps 0°
– Flaps retraction speed
JULY 21
Icing bug + 10 kt
(1)
VmLB: minimum speed LOW BANK (HDG SEL LO on ADU)
(2)
72-500
51
52
Speed bug VAPP
VmHB flaps 30 (35) + wind
factor(3)
White bug White Bug (flaps 0°) White Bug (flaps 15°)
Final Take-Off
Final Take-Off Speed
VFGA = Max Speed (VFTO) VFGA = Max (VFTO)
{ Drift down speed
{ Drift down speed
21.2.3. APPROACH SPEED BUGS
(1)
VmLB: minimum speed LOW BANK (HDG SEL LO on ADU)
72-500
(2)
VmHB: minimum speed HIGH BANK (HDG SEL HI on ADU)
(3)
Wind factor = max {1/3 Head Wind component or full gust } limited to 15 Kt.
NORMAL PROCEDURES
GENERAL PROCEDURES JULY 21
& POLICIES
42-500 72-500
The take-off and reserve take-off torques are read in the QRH, Ops Data part.
The go-around torque are read in the QRH, Ops Data part.
Precise torque values will vary depending on aircraft weight and outside conditions but differences
will be very minimal.
42 500 0 0 15 35 35
Flaps
72 500 0 0 15 30 30
Torque (%) 50 40 40 50 25
All
42 500 +1 +4 0 0 –1
engines
Pitch (°)
72 500 +1 +4 +1 0 –3
Torque (%) 90 75 75 90 50
Single
42 500 +1 +4 0 0 –1
engine
Pitch (°)
72 500 +1 +4 +1 0 –3
For flight profiles other than standard 3° approach, use following corrections to maintain the
(1)
1 2 3 4
7 A 8
I
5
E B
F C
9
D
G
10
6 G H
7 W LIM
Write down lowest weight limitation between struc- Call out relevant weight limitation.
tural and operational limitations.
8 ACC
Write down take-off acceleration altitude (400ft Call out take-off acceleration altitude.
AAL minimum.)
9 SINGLE ENGINE PROCEDURE
Draw single engine procedure’s first segments to be Confirm single engine procedure according to weather
flown (heading, altitude, turns...). conditions.
10 RWY
Write down runway in use for take-off. Check intended runway matches ATIS runway in use.
Example: “Flight number 9617, from LFBO to LFBD, 1st July 2011. Information Delta, recorded at 08.00
UTC, runway 32R in use, wind from 320/15 kt, ceiling 1500 ft and visibility 2000 m, temperature is +25°,
QNH is 1015 hPa set on the 3 altimeters, normal conditions, W LIM is 22.3 tons, OBJ TQ is 90%, RTO
TQ is 100% acceleration altitude is 1000 ft and single engine procedure is runway heading until 1000 ft
then right turn tracking TOE climbing to 4000 ft”.
Once Load and Trim sheet processing is completed: “TOW is 22 tons, V1 & VR are 111 kt, V2 is 114 kt,
White bug is 139 kt, icing bug is 165 kt, Trim 1,3 set”
All operational data shall be crosschecked by crew using relevant documentation (QRH, Landing limitations
chart (e.g. FOS)).
Informations from landing data card will help crew members to prepare arrival briefing.
1 2 3 4
5 7 8 17
9 10
11 12
18
13 14
15
19
6 15 16
8 LW
Write down computed landing weight and check Check out LW is less than or equal to W LIM.
consistency versus W LIM (LW ≤W LIM.)
9 GA TQ
Write down go-aroud torque found in the QRH. Call out GA torque and set white bugs accordingly on
both torque indicators.
10 FLAPS
Write down the flaps setting. Call out flaps setting.
11 1.1 VMCA
Write down 1.1 VMCA value read in the QRH.
12 V APP No wind
Write down final approach speed (no wind). Call out VREF.
13 VGA
Write down VGA, as highest value between 1.1 Call out VGA, set yellow bug on both airspeed indicators
VMCA and value from QRH and crosscheck.
14 V APP
Write down computed VAPP= V APP no wind+wind Call V APP speed.
factor.
15 Vmlb0° norm / Vmlb15° icing
Write down the highest value between Final take- Call out VFGA speed value, set white bug on both
off and Drift-down speed, according to prevailing airspeed indicators and crosscheck.
normal (Vmlb0°) or icing conditions (Vmlb15°).
16 Vmlb0° icing
Write down Vmlb0° icing value read in the QRH. Call out Icing bug’s value, set red bug on both airspeed
indicators and crosscheck.
17 ACC
Write the missed-approach procedure’s accelera- Call out missed-approach acceleration altitude.
tion altitude, {1000 ft AAL, or published altitude}.
18
Draw missed approach procedure’s first segment
to be flown (heading, altitude, turns...).
19
Write down runway in use for landing.
Example:
“We’ll be landing at LFBD, elevation 166 ft, alternate is LFBA. Information Golf recorded at 09.00 UTC, runway
in use 23, wind from 200/10 kt, ceiling 2000 ft and visibility 3000 m, temperature is + 20°, QNH is 1020 hPa
set on STBY altimeter, non icing conditions, W LIM is 22 tons, LW is 21.5 tons, Landing Flaps 30°, Vref is 109
kt, Vapp will be 112 kt. In case of go around GA torque 100% VGA is yellow bug 114 kt white bug is 138 kt,
icing bug is 163 kt. set, acceleration altitude is 1200 ft.”
During the final cockpit preparation the PF must perform the GNSS initialization and programming. This can
be done in different ways. For training purpose, ATR training center recommends to sequence actions as
follow:
1 IDENT
2 POS REF
3 ROUTE
4 DEP ARR
5 LEG
6 VNAV 1/2 (PERF INIT)
7 PROG 1
8 PRAIM test (via POS REF page)
3 Set
departure airport and runway, set destination airport and set Flight ID then activate.
6
Enter predicted ZFW, FOB, Fuel reserve and Cruise altitude.
7
Check fuel and total distance.
8
Praim test for the active route, then praim test for the destination.
25. BRIEFINGS
25.1. DEPARTURE BRIEFING
1 All departure settings must be ready before PF performs the briefing.
2 General Conditions
• Actual and expected weather for departure, cruise and arrival. Hazardous phenomena (Icing,
thunderstorm, turbulence…)
• NOTAMs
• Aircraft status: daily check, documentation, MEL items…
3 Taxi
• Taxi out description
• Restrictions: contamination, closed Taxiway…
• Runway in use and expected holding point
• Anticipate de-icing holdover times.
4 Take-off Performance
• Limitations, bleeds ON or OFF, power setting (Boost, RTO).
DEPARTURE CHART
5 Jeppesen chart n° and date
5
6 Departure procedure name
7 MSA. If not on chart, check on Radar Minimum
Altitude chart or on Final approach chart.
8 Flight path description routing, 1st altitude or FL
constraints.
PM crosscheck with departure chart.
10 Single engine flight path description: routing,
to take-off alternate.
8
11 NAVAIDS settings:
EHSI: VOR/ADF
6
13 Open questions
2 “VISIBILITY IS 2000M, CEILING AT 1500FT, WIND FROM 230/15 KT, QNH 1012, NORMAL CONDITIONS.
NO MEL, NO NOTAM.”
3 “WE’LL TAXI OUT VIA PAPA, HOLDING POINT A, FOR RUNWAY 23.”
7 “MSA IS 2100 FT WITHIN 25NM” (Set ALT SEL or Set SID or MSA constraint)
8 (PF read GNSS on LEGS Page - PM crosscheck with SID JEPPESEN chart)
DEPARTING FROM LFBD RUNWAY 23, VIA SAU 4P DEPARTURE, INITIAL CLIMB ON COURSE 226
INBOUND TO BD230, SPEED CONSTRAINT 250KTS, TURN LEFT ON COURSE 143 TO BD933 AT 5000FT
OR ABOVE THEN COURSE 093 TO BD 935, MAINTAIN COURSE 093 TO SAU.
9 CLIMB GRADIENT IS 4,8% UP TO 670FT, THEN 9,5% UP TO 6000FT, WHICH WE CAN COMPLY ON BOTH
ENGINES
10 “IN CASE OF ENGINE FAILURE, PROCEED STRAIGHT AHEAD CLIMBING 3000 AND REPORT ATC.”
11 “NAV 2: ILS
NAV 1: ILS
ADF1 & 2: BD
KEYS: RMI ON ADF AND EHSI ON RNAV.”
* 8
GNSS BRIEFING
Example Briefing
The following pages give an example of how to perform the GNSS briefing (PF) and how to monitor the GNSS
briefing (PM). The PF should read the text shown in the blue box, for example:
The GNSS screens and Jeppesen charts are highlighted with red circles to indicate where the information is
found to perform and monitor the briefing. Additional information is shown in the amber box to explain certain
aspects of the GNSS or Jeppesen codes.
Pilot Flying
Pilot Monitoring
Pilot Flying
Pilot Monitoring
Pilot Flying
Pilot Monitoring
Pilot Flying
The GNSS creates a specific heading to join the waypoint BD933, whereas the Jeppesen chart leaves the
choice of heading open to pilot discretion according to speed and wind conditions.
Pilot Monitoring
Pilot Flying
Pilot Monitoring
Pilot Flying
Pilot Monitoring
3 “ANY FAILURE BEFORE V1, YOU CALL “STOP” AND STOP AIRCRAFT
IF FAILURE AT OR AFTER V1, WE CONTINUE TAKE-OFF, RUNWAY HEADING TO 3000 FT, THEN RIGHT TURN TO
ETPAR CLIMBING TO 4000 FT, ACCELERATION ALTITUDE IS 1000 FT, MSA IS 2100 FT.”
25.4. ARRIVAL BRIEFING
1 All settings must be performed before PF’s arrival briefing, including speed bugs.
APPROACH CHART
5 Actual and forecast weather at destination:
visibility / RVR compared to minima
12
6 Jeppesen chart n° and date
8
7 Type of approach procedure
9
8 MSA according to inbound sector
From points 9 to 12 :
PF read STAR inserted on GNSS with Alt and speed
constraints
13
PM crosscheck with the Arrival and Final charts
9 Flight path description
10 Final Approach Segment: procedure minimum
altitude, distance and stabilization point
11 Minima. Check MDA is set on PFD(s). 11
10
12 Missed approach procedure, and acceleration
altitude
13 NAVAIDS settings:
Active frequencies & associated courses
Standby frequencies (if necessary)
DME hold (if necessary)
BRG 1 & 2 setting (VOR, ILS, ADF or extraction)
RMI setting (VOR, ADF)
14 GNSS setting: check STAR and/or approach inserted in FPLN for crosscheck operation
15 TAXI
• Taxi in description
17 Open questions
From points 9 to 12 :
PF read STAR inserted on GNSS with Alt and speed constraints
PM crosscheck with the Arrival and Final charts
10 “WE LEAVE 3000 FT AT D9 TO CROSS D4 AT 1420 FT. STABILIZATION ALTITUDE IS 1200 FT.”
12 “IN CASE OF A GO-AROUND WE CLIMB STRAIGHT AHEAD D4 INBOUND / OUTBOUND DB, THEN TURN
RIGHT HEADING 042 FOLLOWING PUBLISHED TRACK UP TO 4000 FT. ACCELERATION ALTITUDE IS
1000 FT”
• Fuel to destination
Fuel to Dest= actual FU+Distance to go × FU vs. Dist (in Kg)
Remaining Fuel at Destination is also computed by the FMS (FPLN PAGE or PROG PAGE)
• Holding Fuel
HF= RF – (Alternate + Final Reserve Fuel) (in Kg)
(1)
Assuming fuel consumption is 600 kg/h. Exact value must be checked in FCOM.
ATR Training Centre established procedures to ensure each approach letdown to an airport is accomplished
using stabilized approaches, matching industry standard criteria.
26.2.STABILIZATION CRITERIA
Approaches must be stabilized:
• 1000 ft AAL in IMC conditions
• 500 ft AAL in VMC conditions
• 300 ft AAL following circle-to-land
An approach is considered stabilized when all of the following criteria are met:
• Lateral path (Loc, Radial or RNAV path) is tracked
• Landing configuration is established
• Energy management:
– Vertical path (Glide, Altitude versus Distance or RNAV path) is tracked
– Power setting is consistent with appropriate aircraft weight, Head/Tail wind component and
vertical guidance requirements
– S peed and pitch attitude are relevant to actual conditions
• Briefing and checklists are completed
26.3. DEVIATIONS
Only small deviations are allowed if immediately called out and corrected:
• Altitude during initial approach: ± 100 ft
• Lateral guidance on final approach segment: 1 DOT deviation for all approaches
• Vertical path on final approach segment: 1 DOT deviation or +200/-0 ft for LOC approaches
• Altitude deviation at DA or MDA: 0 ft
• Speed 0/+10 kt
Only small adjustments in pitch and/or heading are allowed to stay on track:
• Maximum sink rate is 1000 ft per minute
• Maximum rate of descent adjustments are ±300 ft per minute from target rate
• Bank angles are no more than 15°
• Localizer guidance adjustments are done within heading bug width
• GS guidance adjustments must be within ±2° of pitch change
All deviations must be called out loud by PM or PF (whoever identifies deviation first) using the following
Call-outs:
(1)
This value is read on the altimeter when passing 1000/ 500/ 300 ft AAL.
DEPARTURE
Required if ILS approach or conventional NAVAID approach is expected at departure airfield or return
alternate airfield. Set V/ILS1 & V/ILS2 frequencies and courses according to expected return approach.
ARRIVAL
Required in case of conventional NAVAID approach, go-around or extraction procedure requiring conventional
NAVAID. Set V/ILS1 & V/ILS2 frequencies and courses according to expected approach or extraction.
SMALLEST EPE
GPS POSITION
GPS/RADIO
GNSS POSITION
RADIO POSITION
The GNSS is recommended for used as a supplementary navigation means for all conventional terminal and
NAVAID non-precision approach operations, except LOC/LDA/SDF approaches. When used for conventional
NAVAID approach guidance, raw data must be displayed. When used for SID/STAR/go-around when co-
ordinates can be guaranteed WGS84, there is no requirement to display conventional NAVAIDS (raw data).
In all cases where GNSS is planned to be used as a supplementary means, it is nevertheless recommended
to perform predicted GPS integrity check, in order to anticipate and prepare possible reversion to conventional
navigation.
In case of GPS failure DEAD RECKONING message is generated, and the GNSS will attempt to revert
automatically to DME-DME positioning.
RNAV5
RNAV 5 operations correspond to European B-RNAV operations. In RNAV 5 airspace, radio navaid coverage
supports the RNP value of 5 nm.
Primary source of positioning is GPS . DME-DME positioning also support the RNP value of 5.0NM.
In case of UNABLE RNP , or GPS failure, the GNSS will attempt to revert automatically to DME-DME
positioning.
RNAV1/2 corresponds to P-RNAV & Terminal RNAV, RNP1 corresponds to Terminal RNP1 – Basic RNP1
If GNSS is used for RNAV1 phases, predicted GPS integrity must be checked: perform PRAIM.
RNP APPROACH
RNP APCH operations correspond to RNAV(GNSS) or RNAV(GPS) operations. For these operations, the
GPS is mandatory to support the RNP value of 0.3 nm
If RNP APCH is planned, predicted GPS integrity must be checked before departure: perform DEST RAIM.
DEST RAIM test is automatically performed by GNSS 30 NM around destination and 2 NM before FAF.
EHSI: DGR
LOC/LDA/SDF APPROACH
GNSS guidance may not be used for this type of approach, use conventional NAVAID information associated
with NAV (LOC) mode and VS mode.
The flight crew must conduct the flight within the circling area, while maintaining required visual references
at all times.
NON-PBN
OK RESUME CONVENTIONAL NAVIGATION
APPROACH
NON-PBN
OK OK RESUME CONVENTIONAL NAVIGATION
AIRSPACE
DESELECT
RNAV5 OK OK INFORM ATC GPS
*DME-DME positioning and RAIM FAIL are not directly indicated and must be derived from alerting or
advisory messages on scractchpad.
For training purpose ATR training center recommends the following policy:
Cockpit preparation until TAXI FULL or ARC mode FULL or ARC mode
Approach phase VNAV page to monitor vertical path VNAV page to monitor vertical path
All others flight phases LEG or PROG 1/2 page or VNAV 2/2 LEG or PROG 1/2 page or VNAV 2/2
during descent as required during descent as required
ILS
LOC Pilot’s discretion VOR1/RNV2 RNV1/VOR2 Pilot’s discretion
LDA
Pilot’s/RNV2 RNV1/Pilot’s
LNAV Pilot’s discretion Pilot’s discretion
disc. disc.
It’s airline responsibility to determine it’s own policy concerning the navigation source to be use according to
the flight phase and/or the type of approach.
For training purpose ATR training center recommends the following policy except in case of failure, both
pilots are on the same source, V/ILS1 or RNAV 1 for CM1 and V/ILS2 or RNAV 2 for CM2:
PM Navigation PF Navigation
source source
(1) For departure without SID or with specific clearance (e.g. radar vectoring): the use of V/ILS source associated with HDG
SEL mode can be more suitable.
(2) If the published go around procedure is not suitable or in case of different ATC clearance, use V/ILS source associated with
HDG SEL mode.
If RNAV is expected to be use during the go around phase following an ILS approach, the flight plan must have been
synchronized during the approach phase (Direct To FAF with inbound course).
30. RADIO-COMMUNICATION
PM is responsible for radio-communication.
PM PF
X REQUEST
“MONITOR VHF 1
WITH TOULOUSE CONTROL” X ANNOUNCE
“RADIO IS RIGHT SIDE”
X ANNOUNCE
“COMING BACK, I HAVE VHF 1”
X ANNOUNCE
“WE ARE NOW WITH PARIS CONTROL
INBOUND TO XXX, RADIO IS LEFT SIDE”
ACTIVE STBY
INT / RAD switch in neutral position. INT / RAD switch in INT position.
If INT key set, adjust INT volume: INT key must remain in up position.
interphone function enabled (flight attendant
or mechanic).
To determine the aircraft theoretical and “in flight” performance, the aircraft weight must be known.
The crew must enter the take-off weight value in the system with a twelve-position rotary selector.
IMPORTANT: If the selected weight is higher than the real one, spurious alerts may be triggered at speeds higher than
necessary. Inversely, if a lower weight is selected, alerts may be hidden, and more specifically, cases of severe icing may be
not detected.
NOTE: Any change of the rotary selector in flight will have no effect
If the crew does not select the take-off weight before take-off with the rotactor, the APM will perform its own
take-off weight computation. Computation is performed during the first minutes of the flight and before the
APM begins the drag analysis.
APM calculation is less accurate than the flight crew manual selection: analyses of several hundreds of
revenue flight have shown that the APM maximum deviation is around ±1500kg for take-off weight
computation.
APM testing is activated by the crew daily, to check all APM components work properly.
• Aircraft condition
• NOTAMs
• Weather briefing
• Specific threats
Flight crew
YES change NO
NORMAL
Communication between Crew has left the
leaving crew and new crew
NO FLIGHT YES aircraft
PREPARATION
GPU ON
X DO
FOR DETAILS and all TESTS, REFER EMER EQUIPMENTS......................................... CHECK
TO FCOM:PRO NOP NOR GEAR PINS & COVERS................................ ON BOARD
DOCUMENTATION....................................... ON BOARD
ALL CIRCUITS BREAKERS................................. CHECK
BRAKE HANDLE............................................ PARKING
PL 1 & 2...................................................... CHECK GI
MFC AUTOTEST CHECK
GUST LOCK.................................................CHECK ON
MFC1A/2A fault lights check flashing then extinguished.
CL 1 & 2.......................................... CHECK FUEL S.O.
MFC1B/2B fault lights check flashing then extinguished.
FLAPS LEVER & INDICATOR........CHECK CONSISTENCY
NOTE: If cargo door control panel is opened, the LANDING GEAR LEVER.......................... CHECK DOWN
MFC1A/2Aauto test is automatically done, in this case, EEC 1 & 2.....................................CHECK PRESSED IN
check that MFC1A/2A fault lights are extinguished. WIPERS................................................................ OFF
STBY HORIZON.....................................PULL TO CAGE
BATTERY................................................................ ON
MFC.............................................MONITOR AUTOTEST
EMER BUS & ESS BUS................. CHECK ARROWS ON
UNDV LIGHT...............................................CHECK OFF
STBY HORIZON.............................................RELEASE
NAV LIGHTS........................................................... ON
EXT PWR...................................... CHECK AVAIL LIGHT
EXT PWR......................................................... PRESS
X DO
OVERHEAD PANEL............................................. SCAN
Check no white lights on except probes HTG & fuel
pumps
HYD AUX PUMP............................................... PRESS
HYD X FEED........................................... ON THEN OFF
Monitor blue and green press on hyd indicator, close
HYD X FEED when both are fully pressured.
BEACON, LOGO, WINGS LIGHTS............................. ON
EMER EXIT LT SW.................................................ARM
• Cabin inspection (safety devices, emergency exits, holds, smoke detectors, doors).
• Overall condition of the aircraft.
• Visible components.
• Flight equipment.
• Aircraft clear of frost, ice, and snow.
• Memorization of surfaces position to compare with command levers position.
• Hydraulic, oil or fuel leaks (check for puddles on the ground).
• Tires condition, brakes and shock absorbers.
• Access doors closed and latched.
10
9
8
12
11
7
13
5 1
14
4
Parking brake
accumulator 5 maintenance doors:
pressure: check above closed
1600 PSI
Exhaust nozzle:
unobstructed
Flaps position:
check the position in Flaps: condition, fixed,
accordance with the no impact
flaps lever
5 static dischargers:
Aileron and tab: check,
check they are
fixed, no impact
in place, not broken
4 - Left engine
Bottle overboard
discharge indicator:
green in normal status
6 – Nose
Static dischargers:
check
Wipers: condition, in
place, position
Radome and latches:
check, fixed, no impact
Hydraulic lines:
Wheel well: condition,
condition, no leak
no leak
Ext DC and AC
electrical power access
doors: check
8 – Right engine
13 – Tail
Horns: condition
Stabilizers, elevators
8 static dischargers:
and trim tabs: check,
check, in place, no
no impact
break, no burn
Logo lights: condition,
glass not broken
Stabilizer de-icing
5 static dischargers,
boots: condition,
fin, rudder, tab: check,
no tear, no blister,
no impact
no peeling, varnish
1 2 3 4
12 Scan on Glareshield
16 20
Scan left instrument Panel Scan right instrument Panel
6 7 8 9 10 11
15 19
14 18
Scan left switching Panel Scan right switching Panel
Scan on Pedestal
13 17
CM2
X DO
FOR ALL TESTS, REFER TO FCOM: SCAN ON OVERHEAD PANEL
PRO NOP NOR DOME LIGHT.................................. CHECK / AS RQRD
STANDBY COMPASS LIGHT..................... CHECK / OFF
STORM LIGHT........................................ CHECK / OFF
CALLS ATTND................................................. CHECK
SELCAL LIGHT (if installed).............CHECK TURNED OFF
MIN CAB LIGHT................................................... OFF
FUEL PUMPS & X-FEED......................................TEST
DOORS..............................................................TEST
SPLR LIGHT................................CHECK TURNED OFF
TLU SW............................................AUTO/GUARDED
FLT CTL FAULT LIGHT..................CHECK TURNED OFF
LDG GEAR OVERHEAD PANEL LIGHT............... CHECK
MFC.................................................CHECK NO LIGHT
ENG 1 FIRE........................................................TEST
EXTERIOR LIGHTS....................................... AS RQRD
NAV lights must be ON any time the aircraft is electrically
powered.
PROP BRK.................................................. ENGAGED
PROP BRK ON
Check prop brk local cyan light + memo panel light
Check the PROP BRK blue light is illuminated.
ENG START SELECTOR...........................OFF & START
If not, depress HYD AUX PUMP PB on the pedestal.
ABORT
When the READY green light illuminates, select PROP
MAIN ELEC PWR................................................. CHECK
BRK ON.
CVR ..................................................................TEST
Check the UNLK red light is extinguished.
SIGNS PANEL........................................................ON
Check also the memo panel.
EMER EXIT LT TOGGLE SW................................. ARM
DISARM LIGHT............................CHECK TURNED OFF
DE- /ANTI-ICING...........................CHECK TURNED OFF
Except AFR AIR BLEED amber light illuminated.
PROBES HEATING.................................... CHECK OFF
To avoid any injury to ground staff.
WINDSHIELD HEATING.............................. CHECK ON
AC WILD ELEC PWR........................................ CHECK
HYD PWR....................................................... CHECK
EMER LOC XMTR.............................CHECK GUARDED
AUTO / NO LIGHT
ANNUNCIATOR LIGHT...................................... AS RQRD
AIR BLEED/ COMPT TEMP..................................... CHECK
RECIRC FAN 1+2...................................................ON
OVBD VALVE.....................................AUTO/GUARDED
OXYGEN PANEL.............................................. CHECK
Check oxygen pressure, main supply ON and pax supply no
light.
COMPT SMK PANEL...........................................TEST
ENG 2 FIRE........................................................TEST
CM2
X DO
SCAN ON PEDESTAL
ATPCS STATIC TEST.................................... PERFORM
TCAS.................................................... TEST & AUTO
MIP/PED/OVHD/FLOOD LT............................ AS RQRD
ACARS (if installed)............................................ CHECK
FDEP (if installed)..................................... SET & CHECK
IDLE GATE CHECK PULLED HF (if installed) .................................................. CHECK
No IDLE GATE FAIL amber light, and amber band on TRIMS................................................................TEST
the lever visible. VHF.......................................................... ON & TEST
ADF.....................................................ADF POSITION
PARKING BRAKE ON XPDR System 1 on odd days and system
Check ACCU BRAKE pressure & use HYD AUX PUMP 2 on even days......................................................TEST
PB if required. IDLE GATE....................................................... CHECK
Warning: Do not pressurize system without clearance EMER AUDIO CANCEL.....................CHECK GUARDED
from ground crew. GUST LOCK LEVER................................................ON
FLAPS................................................................... 0°
AIL LOCK Light............................CHECK TURNED OFF
RADAR..............................................................TEST
CDLS (if installed)..................................................TEST
EFCP EFIS/RA.......................................... TEST & SET
GPS/GNSS............................................. ON & CHECK
CM2
X DO
SCAN ON CENTRAL PANEL
FUEL QUANTIT Y................................................ TEST
CREW ALERTING PANEL................................. CLEAR
CDLS (if installed)................................................. TEST
EFCP EFIS/RA......................................... TEST & SET
GPS/GNSS.............................................ON & CHECK
PEC 1 & 2............................. PRESSED IN / NO LIGHT
PWR MGT.............................................................TO
STBY INSTRUMENTS........................CHECK NO FLAG
ENG PARAMETERS INDICATORS..................... CHECK
EEC 1 & 2..............................PRESSED IN/ NO LIGHT
ATPCS.................................. PRESSED IN / NO LIGHT
AFCS............................................................. CHECK
ADU BRT.............................................................SET
NAV 1 & 2..................................................... ON/SET
CAB PRESS PANEL CHECK FD BARS.....................................................BOTH ON
No light & rotary selector in green zone. MEMO PANEL................................................ CHECK
DITCH (if installed)......................... GUARDED NO LIGHT
CAB PRESS MODE SEL.......................... PRESSED IN
CAB PRESS RATE KNOB.................................. NORM
Index facing the green mark, red mark hidden.
AUTO PRESS panel ................................. TEST & SET
DESCENT RATE............................................... NORM
AUTO PRESS DUMP................... GUARDED/NO LIGHT
TRIMS INDICATOR....................................... NO FLAG
STICK PUSHER/SHAKER......PRESSED IN & GUARDED
RUD TLU LO SPD Light..............................CHECK ON
BRK TEMP HOT Light.................. CHECK TURNED OFF
FLAPS INDICATOR....................................... NO FLAG
FLAPS ASYM Light..................... CHECK TURNED OFF
PITCH TRIM ASYM Light............. CHECK TURNED OFF
CAB PRESS INDICATORS................ CHECK / NO FLAG
ANTISKID............................... PRESSED IN/NO FAULT
LDG GEAR lever..............................................DOWN
Three green lights ON and all red lights OFF
HYD SYST...................................................... CHECK
CM1
X DO
SCAN ON LEFT LATERAL PANEL
COCKPIT COM HATCH.................... OPEN
Cockpit com hatch must be opened until engine 1
start, in order to avoid that the extract fan suction
creates a depressurisation when passenger doors
is closed. (Ref. procedure and techniques
2.02.03).
AFCS.................................... NORM FLIGHT
ELEC.......................................... GUARDED
STICK PUSHER/SHAKER......................TEST
On BAT only this test is done before ENG 2
start in hotel mode
WARN selector..................... NORM FLIGHT
ELEC IND..................................... AS RQRD
N/W STEERING sw............. ON & GUARDED
N/W STEERING HANDLE...................CHECK
OXYGEN MASK...................................TEST
CM2
X DO
SCAN ON RIGHT LATERAL PANEL
MAINTENANCE PANEL................................... CHECK
EXTRACT AIR FLOW.................................. GUARDED
VIDEO SYSTEM (if installed)............................... CHECK
OXYGEN MASK................................................. TEST
X DO
BEACON & WINGS LIGHTS...................OFF
LOGO LIGHTS..............................AS RQRD
ANN LT............................................. TEST
CM1 CM2
X DO X DO
COCKPIT COM HATCH............OPEN ENG FIRE 1....................................... TEST
Kept open until ENG1 start to avoid pressurization CVR.................................................. TEST
bumps. ENG FIRE 2....................................... TEST
EXTERNAL INSPECTION.. PERFORM ATPCS STATIC TEST....................PERFORM
TRIMS............................................... TEST
NOTE: If in hotel mode, the ATPCS test can be performed with PL in GI.
PRELIMINARY X CALL
COCKPIT “FINAL COCKPIT PREPARATION PROCEDURE”
PREPARATION
COMPLETE
Flight events PM PF
GNSS................................................. SET
<IDENT...........................................CHECK
Check model of aircraft, type of engines and
active NAV DATA and EXP DATE.
<POS REF.......................................CHECK
Check GNSS/GPS position
>ROUTE................................ SET / CHECK
Insert new ROUTE 1 or call stored route, inset FLT
ID, insert DEP Runway and ACTIVATE FPLN. Set
RTE 2 as necessary
>DEP & ARR....................................... SET
Insert DEP and ARR
>LEG.................................................. SET
Complete FPLN and cancel discontinuity
FPLN...........................................X CHECK FPLN..............................................CHECK
Check FPLN with MCDU. Carefully check
Waypoints sequencing, ALT and Speed
constraints No waypoint insertion (Database
waypoint or custom waypoint) is allowed in SID,
STAR and Approach legs
<VNAV 1/2 - PERF INIT........................ SET
Set FOB, Reserve and provisional ZFW.
Set Cruise Altitude
PROG..............................................CHECK
Check flight plan total distance and estimated fuel
remaining at destination
PRAIM............................................CHECK
Check En route RAIM and Destination RAIM
SATELLITE DESELECTION.................... SET
According to GPS NOTAM study, deselect
relevant out of service Satellite to improve FMS
location
MSG ON MCDU...............................CHECK
Check no Amber message on MCDU
ALT SEL.............................................. SET
Set in accordance with ATC clearance
NAVAIDS............................................. SET
NAV 1&2, CRS 1&2, BRG 1&2, RMI 1&2.........SET
BRG1&2 - RMI 1&2...................... AS RQRD BRG1&2 - RMI 1&2...................... AS RQRD
REFER TO FCTM NAVIGATION POLICY
COMS................................................. SET
X CALL
“FINAL COCKPIT PREPARATION PROCEDURE
COMPLETE”
X ANNOUNCE
“FINAL COCKPIT PREPARATION PROCEDURE
COMPLETE”
READY TO X CALL
START ENGINE “GROUND FROM COCKPIT READY TO START
2 IN HOTEL ENG 2 IN HOTEL MODE, CONFIRM SERVICE
MODE DOOR CLOSED AND AREA CLEAR”
NH..............................................MONITOR
NH=45% X CALL
“45%”
X CALL
“START TIME XXX”
PARAMETERS X CALL
STABILIZED “PARAMETERS STABILIZED”
X CALL
“ZFW XXXXX” ZFW.............................................. INSERT
X CALL
“GW XXXXX”
X CALL
“CHECK”
CG.......................................... ANNOUNCE
X CALL
“CG XX%”
CG................................................. INSERT
X CALL
“PITCH TRIM XX SET”
GW/FOB/CG/PITCH TRIM..................CHECK PITCH TRIM......................................... SET
Check on PERF INIT (VNAV 1/2 page)
WHEN CDLS................................................... ON
PASSENGERS HARNESS.................... FASTEN & ADJUST HARNESS.................... FASTEN & ADJUST
BOARDING SEAT.......................ADJUSTED & LOCKED SEAT.......................ADJUSTED & LOCKED
STARTS Ensure the seat is securely locked by applying on Ensure the seat is securely locked by applying on
the seat a pressure in the longitudinal direction. the seat a pressure in the longitudinal direction.
Use red/white balls references for seat adjustment. Use red/white balls references for seat adjustment.
X CALL
“CABIN CREW CONFIRM CABIN
SECURE, TAIL PROP ON BOARD” START-UP CLEARANCE...................OBTAIN
TAIL PROP ON BOARD.................CONFIRM
X CALL
“BEFORE PROPELLER ROTATION
PROCEDURE”
DOORS........................................ CLOSED
Doors lock checked on upper panel
BEACON.............................................. ON
X CALL
“BEFORE PROPELLER ROTATION
PROCEDURE COMPLETE”
X REQUIRE
“BEFORE PROPELLER ROTATION
CHECKLIST” X CALL AND READ
“BEFORE PROPELLER ROTATION CHECKLIST”
REFER TO FCTM CHECKLIST READING
PHILOSOPHY
X ANNOUNCE
“BEFORE PROPELLER ROTATION CHECKLIST
COMPLETE”
READY TO X CALL
RELEASE PROP “BEFORE TAXI PROCEDURE”
BRAKE
X CALL
“GROUND FROM COCKPIT PARKING BRAKE
IS ON, READY TO RELEASE
PROPELLER BRAKE, CONFIRM CHOCKS ON,
AREA CLEAR”
X CALL
“RIGHT SIDE CLEAR?”
X CALL
“PROP BRAKE OFF”
PROP BRAKE BLUE LIGHT.........CHECK OFF X CALL
Check on overhead panel UNLOCK flashes “ROTATION”
and turns off.
Check PROP BRAKE turns off on memo panel
NP STABILIZED X CALL
AROUND 15% “NP STABILIZED”
CL2..................................................AUTO
PEC SGL CH....................................CHECK
X CALL
“CL2 AUTO”
X CALL
“SINGLE CHANNEL”
Comes on for a few seconds then off
LO PITCH....................................DISPLAYED
X CALL
“LOW PITCH”
PARAMETERS X CALL
STABILIZED “PARAMETERS STABILIZED”
ENG START SELECTOR.....OFF/START ABORT
DC GEN 1 FAULT LIGHT............CHECK OFF
DC BTC............................................ OPEN
BLEED 1 FAULT LIGHT..............CHECK OFF
GRD X FEED.............................CHECK OFF
NP STABILIZED X CALL
AROUND 15% “NP STABILIZED”
CL1...................................................AUTO
PEC SGL CH....................................CHECK
X CALL
“CL1 AUTO”
X CALL
“SINGLE CHANNEL”
LO PITCH.................................DISPLAYED
X CALL
“LOW PITCH”
ACW GEN 1 FAULT...................CHECK OFF
ACW BTC.............................. CHECK OPEN
OVERHEAD PANEL......................NO LIGHT
Except EXHAUST MODE FAULT light for 2 min
COCKPIT COM HATCH......................CLOSE
CCAS.................................................. RCL
NOSEWHEEL STEERING....................... ON APM SELECTOR.................................. SET
In case of pushback, NWS was OFF Both Engines must be started before setting
the APM.
X CALL
“BEFORE TAXI PROCEDURE COMPLETE”
X REQUIRE
“BEFORE TAXI CHECKLIST” X CALL AND READ
“BEFORE TAXI CHECKLIST”
REFER TO FCTM CHECKLIST READING
PHILOSOPHY
X ANNOUNCE
“BEFORE TAXI CHECKLIST COMPLETE”
43. TAXI
Flight events CM1 CM2
X CALL
X CALL “YOUR BRAKES”
“MY BRAKES”
EMER BRAKES................................CHECK
EMER brake check consists in checking that
braking action exists and is symmetrical. As brake
pressure in EMER position is lower than maximum
brakes pedals action pressure, aircraft may not
stop immediately
X CALL
“EMER BRAKE CHECK”
INSTRUMENTS................................CHECK INSTRUMENTS................................CHECK
X check headings, bearings, EADI, and slide slip X check headings, bearings, EADI, and slide slip
indicators indicators
X CALL X CALL
“INSTRUMENTS CHECKED LEFT” “INSTRUMENTS CHECKED RIGHT”
PF
X CALL
“TAXI PROCEDURE COMPLETE”
X REQUIRE
“TAXI CHECKLIST” X CALL AND READ
“TAXI CHECKLIST”
REFER TO FCTM CHECKLIST READING
PHILOSOPHY
X ANNOUNCE
“TAXI CHECKLIST COMPLETE”
APPROACHING X CALL
HOLDING “BEFORE TAKE-OFF PROCEDURE”
POINT
LINE-UP CLEARANCE.....................OBTAIN
EXT LIGHTS......................................... ON AIR FLOW....................................... NORM
BLEED VALVES.................... AS REQUIRED
RUDDER CAM...............................CENTER OVERHEAD PANEL........................... SCAN
LATER FD BARS............................CENTER LATERAL FD BARS........................CENTER
Check HDG on RWY HDG Check HDG on RWY HDG
X CALL
“BEFORE TAKE-OFF PROCEDURE
COMPLETE”
X REQUIRE
“BEFORE TAKE-OFF CHECKLIST” X CALL AND READ
“BEFORE TAKE-OFF CHECKLIST”
REFER TO FCTM CHECKLIST READING
PHILOSOPHY
X ANNOUNCE
“BEFORE TAKE-OFF CHECKLIST COMPLETE”
45. TAKE-OFF
Flight events CM1 CM2
X CALL
“POWER LEVERS SET” ATPCS ARM LIGHT................... COMES ON
If ATPCS not armed, take-off must be aborted
ATPCS ARM............................ ANNOUNCE
X CALL
“ARMED”
ENGINE PARAMETERS.................MONITOR
NP at 100 % (- 0.6 % / + 0.8 %)
ITT must not exceed limitations
TQ at expected takeoff value
POWER SET............................ ANNOUNCE
X CALL
“POWER SET”
IF CM1 IS PF CONTROL WHEEL............................. HOLD CM2 must feel that the CM1 has control through
X CALL the control Wheel before releasing it.
“I HAVE CONTROL” X CALL
“YOU HAVE CONTROL”
IF CM2 IS PF X CALL
“YOU HAVE CONTROL” X CALL
“I HAVE CONTROL”
Flight events PM PF
V1<VR PL1+2.........................................RELEASE
REACHING V1 V1.......................................... ANNOUNCE
X CALL
“V1”
Flight events PM PF
PASSING X CALL
ACCELERATION “ACCELERATION ALTITUDE” X DO
ALTITUDE PL 1 & 2........................... IN THE NOTCH(1)
(mini 400 ft AAL or X COMMAND
higher if requested) X DO & CALL “CLIMB PROCEDURE”
IAS ......................................... 170 (160)(2)
PL 1 & 2 ................. CHECK IN THE NOTCH
PWR MGT ..........................................CLB
TQ / NP ................. CHECK CLIMB SETTING
BLEEDS ................................... CHECK ON
“CLIMB PROCEDURE COMPLETE” X CALL & DO
“SET SPEED BUG 170 (160)”(1)
X DO & CALL SPEED BUG .............................. 170 (160)
SPEED BUG .............................. 170 (160)
“170 (160) SET”
REACHING X CALL
WHITE OR “WHITE BUG” Normal conditions
ICING BUG “ICING BUG” Icing conditions
X COMMAND
X DO “FLAPS 0”
FLAPS ..................................................0°
FLAPS 0° X CALL
INDICATED “FLAPS 0”
REACHING X CALL
WHITE OR “WHITE BUG + 10” Normal conditions
ICING BUG +10 “ICING BUG +10” Icing conditions X COMMAND
"SET HIGH BANK" OR "SET LNAV"
If HDG mode departure Hign Bank is set
X DO & CALL If NAV mode departure, LNAV is set
HI BANK OR LNAV .............................. SET
"HIGH BANK SET" OR "LNAV SET"
X CALL
“CHECK”
CLEARED TO X CALL
FLIGHT “SET ALTIMETERS STANDARD”
LEVEL AND NO ALTIMETER.............................. STANDARD ALTIMETER.............................. STANDARD
LATER X CALL ALTIMETERS................................X CHECK
THAN “STANDARD SET”
TRANSITION ALTIMETERS................................X CHECK X CALL
ALTITUDE “PASSING FL XXXX NOW”
X CALL
“CHECK OR PLUS OR MINUS XXX FT”
As soon as ice accretion is detected the minimum climb speed is VmLB0 ICING+10kt (ICING BUG+10kt).
Flight events PM PF
X REQUIRE
“AFTER TAKE OFF CHECKLIST”
X CALL AND READ According to the transition altitude, the AFTER
“AFTER TAKE OFF CHECKLIST” TAKE OFF C/L can be done before passing the
REFER TO FCTM CHECKLIST READING transition altitude.
PHILOSOPHY
X CALL
“AFTER TAKE OFF CHECKLIST
COMPLETE”
CAPTAIN
APPROACHING X COMMAND
CRUISE SAT................................................CHECK “COMPUTE CRUISE PARAMETERS”
LEVEL/ DELTA ISA..................................COMPUTE
ALTITUDE CRUISE PARAMETERS............. DETERMINE
TQ, FF, IAS & Single-engine gross ceiling.
ADU.............................................X CHECK ADU..........MONITOR FL/ALT INTERCEPTION
X CALL
“ALT*”
X CALL
”CHECK” X CALL
“ALT GREEN”
X CALL
”CHECK” X COMMAND
“SET CRUISE PARAMETERS”
REACHING X CALL
CRUISE “CRUISE PROCEDURE”
SPEED PWR MGT SELECTOR..........................CRZ
CRUISE PARAMETERS.................MONITOR CRUISE PARAMETERS.................MONITOR
Confirm TQ, FF, IAS, and TAS match with Confirm TQ, FF, IAS, and TAS match with
expected cruise parameters expected cruise parameters
X CALL
“CRUISE PROCEDURE COMPLETE”
DH...................................................... SET
TCAS.............................................BELOW
ARRIVAL BRIEFING..................... PERFORM
ILS
LOC Pilot’s discretion VOR1/RNV2 RNV1/VOR2 Pilot’s discretion
LDA
Pilot’s/RNV2 RNV1/Pilot’s
LNAV Pilot’s discretion Pilot’s discretion
disc. disc.
Flight events PM PF
DESCENT......................................INITIATE
REFER TO DESCENT INITIATION, DESCENT
MONITORING AND ADJUSTMENT POLICY
X CALL ADU/EADI.......................................CHECK
“XXX SET”
ADU/EADI.......................................CHECK
UPPER PANEL.................................CHECK
DURING DESCENT, CHECK ALL SYSTEMS,
INCLUDING ENGINES PARAMETERS AND
PRESSURIZATION.
X REQUIRE
”DESCENT CHECKLIST”
X CALL AND READ
“DESCENT CHECKLIST”
REFER TO FCTM CHECKLIST READING
PHILOSOPHY
X CALL
“DESCENT CHECKLIST COMPLETE”
CAPTAIN
CABIN CREW......................................ADVISE
X CALL
“CABIN CREW PREPARE FOR LANDING”
AT LATEST PASSING FL100 SEAT BELTS..........ON
49. APPROACH
Flight events PM PF
CLEARED TO X CALL
AN ALTITUDE “SET QNH”
BUT NOT LATER ALTIMETER................................. SET QNH ALTIMETER................................. SET QNH
THAN
TRANSITION X CALL ALTIMETERS................................X CHECK
LEVEL “QNH XXXX SET” Own and STBY altimeters are crosschecked.
X CALL
“PASSING XXXX FEET NOW”
ALTIMETER..................................X CHECK
X CALL
“CHECK OR PLUS OR MINUS XXX FT”
PRESSURIZATION........................MONITOR
X REQUIRE
“APPROACH CHECKLIST”
X CALL AND READ
“APPROACH CHECKLIST”
REFER TO FCTM CHECKLIST READING
PHILOSOPHY
X CALL
“APPROACH CHECKLIST COMPLETE”
CAPTAIN
CABIN REPORT..................................OBTAIN
3D OPERATION: Lateral and vertical guidance information is continuously displayed to the crew.
A NPA (Non Precision Approach) can be conducted as 2D or 3D operations depending on the chosen
navigation source and hence the associated indications.
Flight events PM PF
X COMMAND
X CALL & DO “FLAPS 25”
“SPEED CHECK”
42-500
FLAPS................................................. 25°
G/S* X CALL
X CALL “GLIDE SLOPE STAR”
“CHECK”
X CALL
“TOP OF DESCENT XX DME, CHECK”
X COMMAND
X DO & CALL “SET GO-AROUND ALTITUDE”
GA ALTITUDE...................................... SET
“XXXX FT SET” X CALL
“CHECK”
AIRCRAFT X REQUIRE
STABILIZED X CALL & READ “BEFORE LANDING CHECKLIST”
“BEFORE LANDING CHECKLIST”
Refer to QRH
“BEFORE LANDING CHECKLIST COMPLETE”
REACHING X CALL
DA+100 FT “ONE HUNDRED ABOVE”
Flight events PM PF
REACHING DA X CALL
“MINIMUM” X CALL
“LAND”
Continue with Landing procedure,
or
“GO-AROUND, SET POWER, FLAPS ONE
NOTCH”
Continue with Go-around procedure.
Flight events PM PF
4 NM BEFORE X COMMAND
FAP /FAF X CALL & DO “FLAPS 15”
“SPEED CHECK”
FLAPS..................................................... 15°
X COMMAND
X CALL “GEAR DOWN”
“SPEED CHECK”
X DO
LANDING GEAR................................... DOWN
PWR MGT.................................................. TO
TAXI & T.O. LIGHTS................................... ON
Flight events PM PF
42-500
FLAPS..................................................... 25°
1 NM BEFORE X COMMAND
FAP/FAF “FLAPS 30 (35)”
X CALL & DO
“SPEED CHECK”
FLAPS................................. 30° (35°)
X COMMAND & DO
“SET SPEED BUG V APPROACH”
SPEED BUG .......................................... VAPP SPEED BUG .......................................... VAPP
X CALL X COMMAND
“XXX SET” “SET GO-AROUND ALTITUDE”
X COMMAND
“SET VS 0 FT/MIN”
STARTING X DO X DO
DESCENT FINAL APPROACH PATH...................MONITOR TIMING.....................................START
VERTICAL PATH...............................MONITOR FLIGHT PATH........................ FOLLOW
X CALL
“PASSING XX NM ALTITUDE SHOULD
BE XXX FEET”
X REQUIRE
“BEFORE LANDING CHECKLIST”
X CALL & READ
“BEFORE LANDING CHECKLIST”
Refer to QRH
“BEFORE LANDING CHECKLIST COMPLETE”
Flight events PM PF
REACHING X CALL
MDA+100 FT “ONE HUNDRED ABOVE”
REACHING X CALL
MDA+30(1) “MINIMUM” X CALL
“LAND”
Continue with Landing procedure.
or
“GO-AROUND, SET POWER, FLAPS ONE NOTCH”
Continue with Go-around procedure.
In the event of excessive deviation from the conventional aid radial, a go around must be performed.
(1)
If the 2D OPERATION is carried out using the CDFA (Continuous Descent Final Approach) technique, the regulation of the state
where is located the airport and /or the airline policy may request to add a margin (from 0 to 50ft) to the MDA. In this document, for
training purpose, a 30ft add-on to the published MDA is used.
NOTE: When PF has the runway in sight and calls out “LAND”, PM does not perform anymore the minima call-outs.
Flight events PM PF
X CALL
“NAV MODE SET, LNAV WHITE”
AFCS..................................................CHECK
X CALL
“CHECK”
Flight events PM PF
4 NM BEFORE X COMMAND
FAP /FAF X CALL & DO “FLAPS 15”
“SPEED CHECK”
FLAPS..................................................... 15°
X COMMAND
X CALL “GEAR DOWN”
“SPEED CHECK”
X DO
LANDING GEAR................................... DOWN
PWR MGT.................................................. TO
TAXI & T.O. LIGHTS................................... ON
Flight events PM PF
X COMMAND
X CALL & DO “FLAPS 25”
“SPEED CHECK”
42-500
FLAPS..................................................... 25°
1 NM BEFORE X COMMAND
FAP /FAF X CALL & DO “FLAPS 30 (35)”
“SPEED CHECK”
FLAPS............................................ 30° (35*)
X COMMAND & DO
“SET SPEED BUG V APPROACH”
SPEED BUG .......................................... VAPP SPEED BUG .......................................... VAPP
X CALL X COMMAND
“XXX SET” “SET GO-AROUND ALTITUDE”
X COMMAND
“SET VS 0 FT/MIN”
STARTING X DO X DO
DESCENT TIMING................................................ START TIMING.....................................START
FLIGHT PATH...................................MONITOR FLIGHT PATH........................ FOLLOW
X REQUIRE
“BEFORE LANDING CHECKLIST”
X CALL & READ
“BEFORE LANDING CHECKLIST”
Refer to QRH
“BEFORE LANDING CHECKLIST COMPLETE”
Flight events PM PF
X CALL
“NAV MODE SET, LOC WHITE”
ADU/FMA............................................CHECK
X CALL
“CHECK”
49.7. CIRCLE-TO-LAND
For initial configuration, refer to appropriate instrument approach profile, except:
• Flaps remain at 15°
• After flaps 15° extension, speed is maintained to White Bug +10. This speed is conservative for
High Bank with flaps 15°, in normal and icing conditions
• Before landing C/L must be initiated during descent with flaps 15° and completed when flaps 30°
(35°)
Note: If initial approach is an ILS approach, use LOC and VS mode not GS mode to avoid FD freeze below 500’R
Note: The following profile assumes a circling approach to land on the same runway in the opposite direction. Other circling
profiles such as 90° turn to land on an intersecting runway require this procedure to be modified.
Flight events PM PF
TIMING.....................................START
Note: all headings and timings must be adjusted
for wind
42-500
X CALL & DO TIMING............................................ START
“SPEED CHECK”
FLAPS.................................................25°
TIMING............................................ START
ON FINAL X COMMAND
X CALL & DO “FLAPS 30 (35)”
“SPEED CHECK”
FLAPS.........................................30° (35°)
Height
(1)
Outbound time (in sec)= ±1 sec / 1 kt head/tailwind, but must be adjusted to remain visual at all times.
30
Flight events PM PF
Flight events PM PF
REACHING X CALL
1500 FT AAL X CALL “ALT STAR”
“CHECK”
X CALL
X CALL “ALT GREEN”
“CHECK” X DO
TQ..................................................... 40%
SPEED....................... MAINTAIN 170 (160)
READY TO X COMMAND
TURN X DO & CALL “SET HEADING XXX”
HEADING BUG..................................... SET
“HEADING XXX SET” X CALL
Note: adjust outbound heading for wind “CHECK”
DOWNWIND X COMMAND
“FLAPS 15”
X CALL & DO
“SPEED CHECK”
FLAPS................................................. 15°
Flight events PM PF
42-500
“SPEED CHECK” TIMING............................................ START
FLAPS.................................................25°
TIMING............................................ START
REACHING X COMMAND
OUTBOUND X DO & CALL “SET HEADING XXX, VS –700”
TIME(1) HEADING BUG..................................... SET
VS.................................................... –700
“HEADING XXX, VS –700 SET”
ON FINAL X COMMAND
X CALL & DO “FLAPS 30 (35)”
“SPEED CHECK”
FLAPS.........................................30° (35°)
Height
(1)
Outbound time (in sec)= 1 sec / 1 kt head/tailwind, but must be adjusted to remain visual at all times.
30
NOTE: When performing a visual pattern below 1500 ft AAL flaps have to be kept extended at 15° after take-off.
50. LANDING
Flight events PM PF
51. GO-AROUND
Flight events PM PF
X CALL
“GO AROUND SET POWER FLAPS ONE
NOTCH”
GO-AROUND P/B ON PL.....................PRESS
REACHING X CALL
WHITE BUG OR “WHITE BUG / VGA +15”
VGA+15, FLAPS 15......................................... ORDER
42-500
WHICHEVER X CALL
LOWER FLAPS LEVER............................. SELECT 15 “FLAPS 15”
FLAPS 15......ANNOUNCE WHEN INDICATED
X CALL
“FLAPS 15”
RUNWAY X ORDER
VACATED “AFTER LANDING PROCEDURE”
LANDING LIGHTS & STROBES................ OFF FLAPS LEVER............................................ 0
GUST LOCK LEVER......................... ENGAGE
Note: Taxiing should be done at GI power FLIGHT CONTROLS..............CHECK LOCKED
During taxi, braking while PLs are in FI , may CHRONO............................................ START
induce BRK TEMP HOT alarm and early brakes TRIMS................................................ RESET
wear. WEATHER RADAR................................ STBY
AFCS................................................... STBY
DE/ANTI-ICING........................................ OFF
PROBES HEATING.................................. OFF
X CALL
“AFTER LANDING PROCEDURE COMPLETE”
ENG 1 X REQUIRE
SHUTDOWN “AFTER LANDING CHECKLIST” X CALL & READ
“AFTER LANDING CHECKLIST”
Refer to QRH C/L, performed as a do-list: CM2
reads loudly, acts and checks without CM1
confirmation
“AFTER LANDING CHECKLIST COMPLETE”
53. PARKING
Flight events CM1 CM2
CL2...................................................... FTHR
NP STABILIZED.......................... ANNOUNCE
NP below 15%.
X CALL
“NP STABILIZED”
PROP BRAKE...............CHECK READY LIGHT
PROP BRAKE...........................................ON
PROP BRAKE BLUE LIGHT............CHECK ON PROP 2..............................CHECK STOPPED
X CALL
“PROPELLER STOPPED”
ALL X ORDER
DOCUMENTATION “LEAVING THE AIRCRAFT PROCEDURE”
FILLED OXYGEN MAIN SUPPLY.......................... OFF
WINDSHIELD HEATING........................... OFF
EMER EXIT LT ..................................DISARM
ADF....................................................... OFF
WEATHER RADAR.................................. OFF
EFCP...................................................... OFF
NAV 1+2................................................ OFF
• WITH GPU
FUEL PUMP 1+2.................................... OFF
COMs..................................................... OFF
DC EXT PWR.......................................... OFF
BATTERY................................................ OFF
LEAVING THE AIRCRAFT C/L has to be done
before switching off the battery.
• WITHOUT GPU
CL 2...............................................FUEL S.O
WING LIGHT........................................... OFF
FUEL PUMP 1+2.................................... OFF
COMS.................................................... OFF
BATTERY................................................ OFF
LEAVING THE AIRCRAFT C/L has to be done
before switching off the battery.
PARKING BRAKE............................AS RQRD
X CALL
“LEAVING THE AIRCRAFT PROCEDURE
COMPLETE”
BEFORE X REQUIRE
SWITCHING OFF “LEAVING THE AIRCRAFT CHECKLIST” X CALL & READ
BATTERY “LEAVING THE AIRCRAFT CHECKLIST”
Refer to QRH C/L
“LEAVING THE AIRCRAFT CHECKLIST
COMPLETE”
NO GPU
The main approach is to extinguish all white lights, to test all systems and to prepare the cockpit for the flight.
IMPORTANT: NAC OVHT and ENG FIRE can be triggered in Hotel mode, with a tail wind greater than 10kts.
CM2
X DO
FOR DETAILS and all TESTS, REFER TO
EMER EQUIPMENTS....................................... CHECK
FCOM:PRO NOP NOR
GEAR PINS & COVERS.............................. ON BOARD
DOCUMENTATION..................................... ON BOARD
MFC AUTOTEST CHECK ALL CIRCUITS BREAKERS............................... CHECK
MFC 1A, 2A flashing (only if cargo door BRAKE HANDLE.......................................... PARKING
control panel is closed), then MFC 1B, 2B. PL 1 & 2.................................................... CHECK GI
GUST LOCK...............................................CHECK ON
CL 1 & 2......................................... CHECK FUEL S.O
EXTERNAL INSPECTION FLAPS LEVER & INDICATOR..... CHECK CONSISTENCY
PREPARATION LANDING GEAR LEVER........................ CHECK DOWN
To minimize BAT discharge, BAT should EEC 1 & 2............................................................PRESSED IN
remain OFF during external inspection. The WIPERS..............................................................OFF
external lights should be checked after BATTERY........... OFF DURING EXTERNAL INSPECTION
ENG 2 is started in hotel mode. HYD AUX PUMP pb pedestal........................... PRESS
Once ENG 2 is started in hotel mode one EXTERNAL INSPECTION.................PERFORM BY CM1
flight crew member must remain in the STBY HORIZON.................................. PULL TO CAGE
cockpit. BATTERY.............................................................. ON
MFC.......................................... MONITOR AUTOTEST
EMER BUS & ESS BUS...............CHECK ARROWS ON
PROP BRK ON UNDV light.............................................. CHECK OFF
Check the PROP BRK blue light is illuminated. STBY HORIZON.......................................... RELEASE
If not, depress HYD AUX PUMP PB on the pedestal. NAV lights............................................................ ON
When the READY green light illuminates, select PROP STICK PUSHER/SHAKER.................................... TEST
BRK ON. FUEL PUMP & FUEL X FEED............................... TEST
Check the UNLK red light is extinguished. ENG FIRE 2....................................................... TEST
ENG 2....................................START IN HOTEL MODE
DC GEN 2 FAULT light............................ TURNED OFF
ANN LT............................................................. TEST
READY TO X CALL
START “GROUND FROM COCKPIT READY TO START
ENGINE 2 IN ENG 2 IN HOTEL MODE, CONFIRM SERVICE
HOTEL MODE DOOR CLOSED AND AREA CLEAR”
NH..............................................MONITOR
NH=45% X CALL
“45%”
X CALL
“START TIME XXX”
PARAMETERS X CALL
STABILIZED “PARAMETERS STABILIZED”
For the rest of the procedure, refer to COCKPIT PREPARATION - STEP 2, Normal flight preparation.
–starting from Scan on overhead panel – except for actions concerning Engine 2 fire test, STICK PUSHER/
SHAKER test, Propeller brake and Fuel pump 2, which are already performed.
– during the ATPCS Static test, CM1 liaises with CM2 and monitor Propeller 2 from the outside. CM2 has to
make sure that PL2 is in Ground Idle position during the test.
IMPORTANT: Wait for disconnection of the tow bar before switching the steering ON.
IMPORTANT: NAC OVHT and ENG FIRE can be triggered during push-back in Hotel mode, with a tail wind greater than 10kts.
Avoid orientating aircraft in the tailwind direction. If the tail wind is above this limit, the push-back has to be done with the
propeller(s) running and unfeathered.
TOW BAR
DISCONNECTED X DO & CALL
AND VISUALLY NW STEERING...................................... ON
CONFIRMED BY “YOU CAN DISCONNECT, GOOD BYE”
CREW
Even if not required for turbopropeller aeroplanes, ATR recommends the following procedures for noise
reduction on the ground.
Local aerodrome procedures: Refer to published airport manuals (In Jeppesen charts, the Noise
Abatement page is usually in chapter 10-4).
Flight events PM PF
Preparing the final descent and go-around just prior to the FAF/P
ILS approaches will be flown using a 3D technique where possible. The 2D technique is necessary for all
other types of approach.
FAF
F30, Vapp
Stabilized
GS* GS CAPTURE...............................MONITOR
X CALL
ADU/FMA........................................CHECK “GS STAR”
X CALL
“CHECK”
Flight events PM PF
X CALL
“WHITE BUG + 10 SET”
CAPTAIN
Flight events PM PF
X CALL
”SET DIRECT TO INBOUND COURSE”
DTO INBOUND CRS FAF/P... SET & ENGAGE
X CALL
“CONFIRM?”
MCDU............ CHECK CORRECT WAYPOINT
AND INBOUND COURSE
X CALL
“CHECK”
MCDU............................................. EXEC*
GS* GS CAPTURE...............................MONITOR
X CALL
ADU/FMA........................................CHECK “GS STAR”
X CALL
“CHECK”
Flight events PM PF
GS GREEN X CALL
FMA...............................................CHECK “GS GREEN”
X CALL
“CHECK”
The deceleration point is calculated to ensure stabilization at 1000 feet AAL for 3D approach. Standard
speed reduction point is 10NM from touchdown, to initiate reduction from descent speed to final approach
speed (“ACTIVATE APPROACH SPEEDS”). This is based on 20T (ATR72) landing weight, no wind, on a 3°
descent path using the 3D approach technique. The 10NM must be adjusted according to the following
table:
For example, landing at 22T with 10kt tailwind, flying an RNAV(GNSS) approach, the deceleration point
would be:
10NM (standard distance) + 2NM (weight correction) + 1NM (wind correction) = 13NM from touchdown
As stated by ICAO in their introduction, this document “…is the result of close collaboration between ICAO,
Airbus, ATR, Boeing, Bombardier and Embraer. ICAO recognizes that this training aid is key in supporting its
safety priority for mitigating loss of control in flight risks”.
The AUPRTA Revision 3 is available on ICAO website with the following links:
• For computers: http://www.icao.int/safety/loci/AUPRTA/index.html
• For tablets and smartphones: http://www.icao.int/safety/loci/AUPRTATablet/index.html
The document now includes the input from ATR to reflect turbo-prop operations. The revised document also
emphasizes that an upset exists anytime an airplane is diverging from what the pilots are intending to do.
Hence the definition of airplane upset adopts the concept of “undesired airplane state” and the pilots
awareness of this regardless of specific pitch and/or bank angle parameters or airspeed.
The manufacturers in this revision focus their training recommendations on recognition and prevention within
the operational flight envelope. The recommended training sequences within the AUPRTA Revision 3
document are grouped by upset-inducing topics, with each topic consisting of the exercise conditions,
training objectives, description and rationale.
We also refer our customers to the ATR Flight Safety Conference Presentation, “Watch Your Speed in Cruise”
available on ATR Active and to the UPRT trainer available on Apple store:
ATR encourage operators to utilize and incorporate this AUPRTA Revision 3 and ATR Safety Conference
presentation in their UPRT training.
An airplane upset may involve pitch and/or bank angle divergences as well as inappropriate airspeeds for the
conditions.
Deviations from the desired airplane state will become larger until action is taken to stop the divergence.
Return to the desired airplane state can be achieved through natural airplane reaction to accelerations, auto-
flight system response or pilot intervention.
64.3. MONITORING
ATR and the other aircraft manufacturers believe that flight crew engagement combats complacency through
active monitoring. Therefore, active monitoring is the critical element to ensure awareness and avoidance of
undesired airplane states and provides the strongest countermeasure against startle.
An engaged crew is in the best position to cope with undesired airplane states.
In the context of undesired airplane states, active monitoring means keeping track of the environment, the
airplane’s energy state and flight path trajectory. This creates expectations about future airplane state to
detect deviations in order to take timely corrective actions.
Effective monitoring of the environment, the airplane energy state and flight path depends very heavily on an
accurate and comprehensive understanding of the current airplane’s energy state and flight path trajectory
based on the relevant indications of its status. This understanding, or mental model, can then be used to
create expectations about future state and deviations from the expected state. These expectations then
serve as a baseline for monitoring.
Active monitoring is the responsibility of all crew members to ensure the airplane state is understood and
correct for the situation.
Kinetic energy needs to be replenished (from potential or chemical energy), as it is continuously expended in
the process of generating the aerodynamic forces acting on the airplane which result in controlled flight (lift
and drag).
This process of consciously controlling the energy state of the airplane is referred to as «energy management».
The trading of energy must be accomplished with a view toward the final required energy state.
The objective of energy management is to keep the desired kinetic, potential and chemical energy within
operating limits.
This objective is especially important during an inadvertent upset and the ensuing recovery.
The process of controlling forces to produce a new energy state takes time. Airplanes of larger mass generally
take longer to change orientation than airplanes of smaller mass. The longer time requires the pilot to plan
ahead more in a large-mass airplane to make sure that the actions taken will achieve the final desired energy
state.
The amount of time required is a function of the mass of the airplane and the magnitude of the applied forces.
It is also a function of the aircraft actual performance versus the expected performance, for example when
encountering icing conditions, an unusual power required and/or unusual acceleration rate or vertical speed
can be an indicator of ice accretion effect. In that intent, it is crucial that pilots are aware of and expect their
aircraft performance and presets during climb (vertical speed) and level off (target speed, acceleration rate)
in order to perform the most effective monitoring and ensure a timely recovery.
In-service events have evidenced that many upset situations where associated with a lack of flight crew
active monitoring linked to aircraft performance degradation.
These situations mainly occurred during operations in icing conditions where the aircraft had been flown at
or below minimum icing speeds without recovery actions until the aircraft stalled or became unstable in roll.
ATR believes that active monitoring and aircraft performance expectations, in terms of climb performance
and cruise parameters, are key to prevent any undesired airplane state and to detect and to recover early
enough any aircraft performance degradation.
The effects of ice accretion on the airplane first consist in a drag increase.
It can generate either a loss of climb rate in climb or a loss of airspeed in cruise. Therefore the monitoring of
the rate of climb (in climb) or of the airspeed (in cruise) should be tight to allow detection of icing conditions
that may not be obvious from a visual standpoint (such as clear ice accretion for instance).
The rate of ice accretion depends on a lot of parameters and induced drag increase can be very slow and
progressive or on the contrary fast and massive. The lower is the airspeed, the quicker and the more
important can be such performance decrease. This underlines the importance of an early identification of
loss of performance of the airplane especially when margin to VmLB0icing is limited.
CLIMB
In climb, the AP/FD must be used in IAS mode that maintains the aircraft speed by adjusting the pitch , which
impacts the rate of climb. Any other vertical mode (pitch hold, V/S) is prohibited.
ATR recommends anticipating the entry into icing conditions: if the airplane is not in icing conditions yet but
approaches icing conditions (for instance, a cloud layer above and/or TAT progressively decreasing), the
target climb speed should be increased and the anti-icing systems engaged before actually entering icing
conditions.
The flight crew should monitor the rate of climb to identify any possible loss of performance. At any time
above Minimum Safe Altitude (MSA), a decrease in performance can lead the flight crew to choose a cruise
level below the initial target. For information, in terms of energy exchange, a climb rate of 100ft/min is
equivalent to a speed increase of 10 Kts. For example, if climbing at 400 Ft/min the aircraft will accelerate by
40 Kts when levelling off.
Given the factors that influence the rate of climb (weight, temperature, turbulence, etc.), it may not be easy
for the flight crew to detect a climb performance lower than normal. However the operational ceilings are
defined when the rate of climb reaches a threshold of:
- 300 Ft/min in normal condition
- 100 Ft/min in icing condition
Since they are computed with a lower residual rate of climb in icing conditions, the operational ceiling values
may be higher than in normal conditions. In such case, the operational ceiling is the lowest of the two.
Therefore if the climb rate decreases under 300 ft/min, it means that the aircraft is reaching its operational
ceiling and a level off should be considered. At the latest when climb rate reached 100 ft/min or less, a level
off will certainly not be enough to regain airspeed and the severe icing procedure has to be applied.
CRUISE
Depending on the altitude and temperature, this power level should bring the aircraft to a specific IAS (in
FCOM PERFO 3.05.03).
This target airspeed should be known by the flight crew and bugged so that a deviation from this value could
be easily identified.
Any ice accretion will generate an increase in drag and a decrease in airspeed. Whatever the severity of ice
accretion, there will still be a loss due to ice on unprotected areas (e.g. radome, wipers, spinners, ...). In most
situations, the use of anti and de-icing systems will be enough to limit the loss of performance and it may
even be almost transparent.
As soon as a loss of airspeed is identified, the flight crew should monitor that it stabilizes. If the airspeed
keeps decreasing, the flight crew should take all necessary actions to maintain airspeed above
VmLB0icing+10 kt.
Of course, the time available to the flight crew between the moment they identify the loss of airspeed and the
moment they need to take an action depends on the margin that is available above the minimum speed and
the rate of ice accretion. That is the reason why it is recommended, if icing conditions are likely on the
planned route, to choose a flight level that provides a cruise speed at least 40 kt above the minimum icing
speed.
To regain or maintain airspeed, a first action can be to increase the rotation speed of the propellers (CL set
to 100%) that helps de-icing the blades. If this is not enough and the IAS continues to decrease, the flight
crew should prepare a descent strategy (MSA, escape route,...).
Example: For an ATR 72 with a takeoff weight of 22T, VmLB (FLAPS 0) icing (ICING BUG) is 165 kt. In ISA
+5 °C and if icing conditions are expected, to maintain at least a margin of 40 kt between VmLB (FLAPS 0)
icing (ICING BUG) and the cruise speed target, the maximum cruise level would be FL180 where cruise
speed target is 205 kt.
In any case if the airspeed cannot be maintained above VmLB0icing+10 kt, the flight crew shall immediately
apply the severe icing procedure and initiate a descent.
Pilots must cross-check and interpret the instruments. When a divergent indication exists from what was
intended, it must be communicated to the other pilot and corrected with proper pitch, bank and power
adjustments.
Misinterpretation of the instruments and/or lack of “active monitoring” by the pilots can lead to an airplane
upset.
An important factor influencing cross-check technique is the ability of the pilot: all pilots do not interpret
instrument presentations with the same speed; some are faster than others in understanding and evaluating
what they see. One reason for this is that the natural ability of pilots varies. Another reason is that the
experience levels are different. Most of the time, the level of crew “active monitoring” is a prime factor. Proper
instrument crosscheck must be adequately trained and practiced.
Because situations may change rapidly during high work-load periods, it is crucial for both pilots to monitor
the flight path and instruments.
In a low workload environment, one pilot can usually monitor the airplane as there is normally little change.
Since it is difficult to stay focused on monitoring during low workload periods, it may be beneficial for pilots
to alternate this responsibility.
The important thing to remember is that at least one pilot must monitor the airplane at all times.
Effective active monitoring allows the crew to intervene before an upset can occur.
A satisfactory instrument cross-check is only part of the task because it is necessary for the pilot to ensure
the correct adjustments to pitch, bank and power are made in order to control the airplane.
Airplane upsets have occurred when the pilot has made incorrect adjustments.
This can happen when the pilot is not familiar with the airplane response to power adjustments or control
inputs. Pilots are very well experienced in the low altitude environment, but usually only observe the autoflight
systems handle the airplane at high altitude. For this reason, they tend to make larger than necessary control
inputs (inputs which would be appropriate at low altitude will most likely be too large at higher altitudes).
Control inputs are usually based upon understanding what the outcome should be.
If the pilot’s control inputs are reactionary, unplanned or excessive, the airplane reaction may be a complete
surprise.
A continued divergence from what is expected due to excessive control inputs can lead to an upset.
There have also been instances when two pilots have applied opposing inputs simultaneously leading to an
upset or a failure to recover from an upset.
A review of airplane upsets shows that inattention or neglect of “actively monitoring” can result in upsets.
Many events can be traced to inadequate instrument cross-check; for example, neglecting to monitor all the
instruments or fixating on certain instrument indications and not detecting changes in others.
Although flight path control responsibility is shared while under ATC radar vectoring, situational awareness
and vigilance cannot be relaxed and/or delegated to ATC.
“Control the airplane first” has always been a guiding principle in flying.
Cockpit discipline is the principle that must be respected to ensure that at least one pilot is actively monitoring.
It is impossible to intervene to stop a divergence if the crew is not actively monitoring the airplane.
A pilot who is aware of the energy and flight path is less likely to be startled and therefore more likely to deal
with the situation with controlled inputs versus reactive responses.
Systems will react to what the pilot commands even if it is not what the flight crew intended. Failure to confirm
and monitor intended modes of operation may lead to an airplane upset.
All airplane are developed and certified to ensure control is easy and well-behaved throughout the operational
flight envelope.
Testing to ensure these good handling characteristics assumes that pilots are utilizing typical piloting
techniques.
In some circumstances, pilot control inputs can cause unwanted secondary airplane motion that could lead
or contribute to an upset or loss of control.
This condition occurs when a pilot’s commands become out of phase with the airplane’s motion.
There could be a number of technical or human factor causes for this condition, including over-speed, some
out-of-trim conditions or some flight control system failures.
To the pilot, all of the causes result in the airplane not responding as quickly, or as aggressively, as the pilot
desires.
This leads to pilot inputs that grow increasingly out of phase with the airplane response.
During an upset recovery a PIO/APC can also be initiated when the pilot reacts with large rapid inputs before
determining what is happening.
The net effect is that pilot inputs may produce unexpected airplane motion with accompanied pitch or roll
oscillations.
Sometimes, the PF may be so involved in regaining control, s/he may not be aware of this oscillatory motion.
In this case, the pilot monitoring may need to verbalize the PIO/APC condition or be prepared to take control.
64.4.3. ENVIRONMENTALLY-INDUCED
WAKE TURBULENCE
DESCRIPTION
Vortex Generation
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.
A pair of counter rotating vortices is 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.
Vortex Strength
The strength of the turbulence is determined predominantly by the weight, wingspan, and speed of the
airplane. The greatest vortex strength occurs when the generating aircraft is heavy-clean-slow.
Generally, vortices descend at an initial rate of about 300 to 500 ft/min for about 30 sec. 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.
Induced Roll
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.
ICAO RECOMMENDATIONS
ICAO Aircraft Category
ICAO has classified the aircraft in three Wake Turbulence categories. Refer to ICAO Doc 4444 Air Traffic
Management, §4.9 Wake Turbulence Categories. ATR aircraft are classified as “Medium”.
ATR behind…
Heavy 5 Nm
Light / medium 3 Nm reduced to 2.5 (under specific
circumstances)
NOTE: For additional information regarding good practices to avoid wake turbulence, you may refer to FAA publication AC 90-
23F Aircraft Wake turbulence (2002).
REPORTING PROCEDURE
If significant wake turbulence is encountered, it must be reported to Air Traffic Control immediately and an
air safety report must be completed after the flight.
64.4.4. WINDSHEAR
NOTE: ATR operational documentation reference is FCOM PRO NOP ANOR 8.4.
DESCRIPTION
Windshear is a notable change in wind direction and/or speed over a short distance.
NOTE: The air moves downwards until it hits ground level and then spreads outward in all directions.
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).
Severe windshear encountered above 1000 feet, whilst unpleasant, can generally be negotiated safely.
However if it is encountered below 500 feet on take off or approach/landing it is potentially dangerous. If a
slow moving airplane passes through windshear, the winds can cause it to lose control and plunge toward
the ground.
DETECTION
The following are indications that the aircraft is encountering windshear conditions.
On ground
• Unusual lack of speed acceleration during rolling phase
• Unusual time to reach V1/VR
In flight
Unacceptable flight path deviations recognized as uncontrolled changes from normal steady state flight
conditions below 1,000 feet AGL:
• Indicated airspeed variations in excess of 15 kts;
• Groundspeed variations (decreasing head wind or increasing tail wind, or a shift from head wind to tail
wind);
• Vertical-speed excursions of 500 ft/mn or more;
• Pitch attitude excursions of 5° or more;
• Glide slope deviation of one dot or more;
• Heading variations of 10° or more; and,
• Unusual Power Lever activity or unusual Power Lever position for a significant period of time;
• Or a combination of all these effects.
DEFENCE
Effective defence against windshear is performed by:
• Forecasting, recognizing and avoiding windshear,
• Correctly reacting to windshear encountered during the takeoff, initial climb, approach and landing.
PROCEDURES
Take-off procedure
If a windshear is forecasted or reported, delay the take off.
If a windshear is experienced before V1, the take-off must be rejected if unacceptable airspeed variations occur
(not exceeding the target V1) and if there is sufficient runway remaining to stop the aircraft.
PM PF
X CALL
“WINDSHEAR”
Verify power setting. Increase pitch to 10°(1), disregarding FD indication.
Apply maximum power.(2)
Verify all required actions have been completed Do not change the configuration until out of
and call any omissions. windshear condition.(3)
Monitor vertical speed and altitude.(4) When positively climbing, retract the gear and
return to normal climb profile.(4)
Approach procedure
If a windshear is forecasted or reported, delay the approach.
If a windshear is experienced, abort approach:
PM PF
X CALL
“WINDSHEAR”
Verify power setting. Increase pitch to 10° (1), disregarding FD
indication.
Verify all required actions have been Apply maximum power. (2)
completed and call any omissions. Do not change the configuration until out of
windshear condition.(3)
Monitor vertical speed and altitude.(4)
When positively climbing, retract flaps one
notch and landing gear then return to normal
climb profile.(4)
(1)
Microburst reduces airspeed and lift at normal attitude which results in a pitch down tendency to regain airspeed. Flight
path must be controlled with pitch attitude.
10° pitch attitude is the best compromise, making it to ensure a climbing slope while respecting acceptable high value of AOA.
If necessary, increase power to the ramp and increase pitch up to the limit of stick shaker activation.
(2)
Advance the Power Levers to the Ramp, or to the Wall if necessary.
(3)
Leaving the gear down until the climb is established will allow absorbing some energy impact, should a microburst exceed
the aircraft capability to climb.
(4)
Positive rate of climb must be verified on at least two instruments.
NOTE: For additional information regarding good practices to cope with windshear, you may refer to FAA publication AC 00-54
Pilot Windshear Guide (1988).
Reporting procedure
If significant windshear is encountered, it must be reported to Air Traffic Control immediately and an air safety
report must be completed after the flight.
64.5.1. DESCRIPTION
Stall occurs when the wing’s critical angle of attack is exceeded and lift is reduced substantially due to the
airflow separation over the upper surface of the wing.
The secondary stall is a premature increase in angle of attack that results in another stall event during stall
recovery, prior to establishing stable flight conditions.
When approaching the stall, there is no noticeable change in the ATR behavior; that is the reason why the
aircraft is equipped with two “artificial” devices -stick shaker and stick pusher- based on the angle of attack
measurement to detect the approach to stall.
64.5.2. DETECTION
Natural or artificial clues may be detected as a consequence of an approaching or imminent stall:
• reduced roll stability and aileron effectiveness
• inability to maintain altitude or rate of descent
• buffeting
• stick shaker that warns the pilot on approaching the stall
• stick pusher if angle of attack continues increasing despite stick shaker alerts
• low airspeed visual or aural indications
• reduced elevator (pitch) authority
64.5.3. PROCEDURES
STALL PROCEDURE
At the first indication of stall (see detection clues above) or in case of effective stall, during any flight phases
(except at lift-off), immediately apply the following:
Flight events PM PF
X DO
CONTROL WHEEL............. ROLL TO WINGS
LEVEL(3)
RECOVERY X DO
COMPLETE RETURN TO THE DESIRED FLIGHT PROFILE(5)
(1)
The priority is to reduce the angle of attack.
Crew members must accept to lose altitude. To recover from a stall or approach to stall and maintaining the altitude at the
same time is not possible.
(2)
If the aircraft is in flaps 0° configuration, extend flaps to 15° during the recovery.
In all other configuration and for any flight phase maintain the current configuration for the recovery.
(3)
To correctly orientate the lift vector for recovery.
(4)
To avoid secondary stall.
(5)
Fly the aircraft first and then when it is under control, fly the trajectory.
NOTE: Use rudder with care during stall recovery as it can worsen the situation.
If angle of attack continues increasing up to the stick pusher angle of attack threshold, the control column is
suddenly and abruptly pushed forward. This initiates the stall recovery.
PROCEDURE AT LIFT-OFF
In this case, maintain 10° pitch and when out of the stall warning, follow FD bars.
REPORTING PROCEDURE
If stall is experienced, it must be reported to Air Traffic Control immediately and an air safety report must be
completed after the flight.
64.6.1. NOSE UP
DETECTION
Steep nose up and possible high bank Eyebrow: guidance to nose down
PROCEDURE
Flight events PM PF
DETECTION
Steep nose down and possible high bank Eyebrow: guidance to nose up
PROCEDURE
Flight events PM PF
Approach Speed
APP = VmHB + WIND FACTOR
The approach speed is defined as V
or VMCL, whichever is higher
Where WIND FACTOR is the highest of:
− 1/3 of the head wind velocity,
− Or the gust in full.
WIND FACTOR is limited to a maximum of 15 kt.
VAPP provides appropriate margins to avoid approaching stall during the approach and flare, and to
accommodate turbulences and wind gradient that would be encountered during the approach and landing.
Stabilized Approach
The most efficient prevention is to ensure the approach is stabilized with a focus on the airspeed and the rate
of descent.
Stabilization means:
• Aircraft configured for landing
• All briefing and checklists done
• Lateral flight path management
• Energy management
- Pitch
- Power
- Speed
- Vertical flight path
In case of un-stabilized approach, at any point during the approach, a go-around shall be performed.
For indication, when the aircraft is stabilized in approach at VAPP on a 3° descent path, the pitch attitude
should be in the range -2.5° to +1°. A pitch attitude lower than -2.5° during the approach may indicate an
excess of aircraft energy.
Note: When a rejected landing is initiated, the flight crew must be committed to proceed with the intended maneuver.
Incapacitation is a real air safety hazard, which occurs more frequently than many of the other emergencies,
which is the subject of routine 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.
66.2. DETECTION
The critical operational problem is early recognition of the incapacitation. The keys for immediate recognition
of incapacitation are:
• Routine monitoring and cross-checking of flight instruments, particularly during critical phases of flight,
such as take-off, climb out, descent, approach, landing and go-around.
• If a crew member does not respond appropriately to two verbal communications, or if a crew member does
not respond to a verbal communication associated with a significant deviation from a standard flight profile.
NOTE: If a crew member feels sick, he must inform the other crew member and transfer the flying task.
66.3. PROCEDURE
The recovery from any detected incapacitation of a crew member shall follow the following sequence.
FLIGHT
The remaining pilot must ensure the control and resume the aircraft to a safe flight path. He has to call “MY
CONTROL” and use Autopilot and headset.
INCAPACITATION
The remaining pilot must ensure that the incapacitated pilot cannot interfere with the aircraft control. He must
call a cabin crew to lock the sick pilot on his flight crew seat. If the cockpit door is locked, the assisting cabin
crew will apply the relevant procedure to unlock the system, and provide first aid.
REMAINING PILOT
• AP ON
• Coupling on remaining pilot
• Resume to a safe flight path
• Headset ON
• Flight attendant call
• Message “MAYDAY” to ATC
• Situation assessment
• Decision
• Report decision to ATC
The remaining pilot must land as soon as possible on an suitable airport, taking into account incapacitated
pilot state of health, airport equipments (prefer airport with ILS approach), weather and runway conditions,
knowledge of airport by the remaining pilot (...), and request medical assistance:
‘‘MAYDAY, MAYDAY, MAYDAY, (CALL SIGN) EXPERIENCING CREW INCAPACITATION, REQUEST MEDICAL
ASSISTANCE ON LANDING’’
Rapid and large alternating controls inputs, especially in combination with large changes in pitch, roll or yaw
(e.g. large sideslip angles) may result in structural damage at any speed, including below maneuvering
speed VA.
NOTE: Correction in upwind direction requires less effort than in downwind direction. An equal effort will have a stronger
effect upwind. Just releasing the downwind input without applying a force in upwind direction will lead to a rudder deflection
in upwind side, allowing heading corrections only through downwind pedal movements.
For the above mentioned maneuvers proper rudder usage will not affect the aircraft structural integrity.
A pilot must never fly in a situation which may put his aircraft in jeopardy. An immediate reaction against
activation of terrain avoidance alarm is vital regarding flight safety. Air disaster analysis shows that crew
involved did not trust the terrain avoidance warnings and as a consequence did not take the proper action.
NOTE: Only when flying in daylight VMC, a warning may be ignored if due to specific terrain configuration and in sight of
obstacles. The warning can be considered as a caution and the approach can be continued.
IMPORTANT: At night, in IMC or in daylight VMC if obstacles location is unknown, an immediate go-around must be initiated.
To have the details of the existing TAWS alerts and the associated procedures, refer to ATR operational
documentation: FCOM PRO NOP NSU - NAVIGATION: GPWS.
REPORTING PROCEDURE
If a TAWS warning is experienced, it must be reported to Air Traffic Control immediately and an air safety
report must be completed after the flight.
Traffic alert and Collision Avoidance System is used for detecting and tracking aircraft in the vicinity of your
aircraft. By interrogating their transponders, 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 aural advisories to the crew for appropriate vertical avoidance
maneuvers.
NOTE: TCAS is unable to detect any intruding aircraft without an operating transponder or in case of transponder failure.
In case of TCAS resolution, ATC is not responsible for aircraft separation until resuming the initial clearance.
69.1.1. DESCRIPTION
Traffic Advisory informs the pilot of any surrounding traffic. The TA display shows the intruding aircraft’s
relative position and altitude with the trend arrow indicating if it is climbing or descending at a rate greater
than 500 ft/mn. The TA display identifies the relative threat of each intruder by using various symbols and
colors and provides appropriate synthetic voice call-outs.
‘‘TRAFFIC TRAFFIC”
Information about intruding aircraft considered potentially hazardous. The crew should attempt to establish
visual contact with the intruder and assess the potential collision risk.
69.1.2. PROCEDURE
Flight events PM PF
“TRAFFIC, CAPTAIN
TRAFFIC”
“TCAS, MY (YOUR) CONTROL”
IMPORTANT: At this step, the crew must take no evasive action, have to remain on the same route, maintain the autopilot ON,
even if the opposite traffic is in sight.
IMPORTANT: The crew must not turn his overall attention to establish the visual contact with the intruder. The crew must be
available for a potential RA.
69.2.1. DESCRIPTION
Resolution Advisory warns the pilot on the vertical maneuver to carry on to avoid collision with the
surrounding traffic. Red and green areas are displayed on the VSI to indicate the required rate, or limitation
of climb or descent to avoid a possible collision.
Combined with the Resolution Advisory, the TCAS triggers an aural synthetic voice call-out describing the
avoidance maneuver required.
CORRECTIVE
“DESCENT, DESCENT” “CLIMB, CLIMB” Monitor
RA
ANY
“INCREASE DESCENT, “INCREASE CLIMB,
STRENGTHENING INCREASE DESCENT” INCREASE CLIMB”
± 2500 ft / min
OF AN RA
ANY WEAKENING OR “ADJUST VERTICAL SPEED, “ADJUST VERTICAL SPEED,
± 1500 ft / min
SOFTENING OF AN RA ADJUST” ADJUST”
MAINTAIN EXISTING
“MAINTAIN VERTICAL “MAINTAIN VERTICAL
VERTICAL SPEED SPEED, MAINTAIN” SPEED, MAINTAIN”
± 1500 ft / min
RA
MAINTAIN EXISTING
“MAINTAIN VERTICAL “MAINTAIN VERTICAL Maintain
VERTICAL SPEED
SPEED, CROSSING SPEED, CROSSING ± 4400 ft / min
WHILE CROSSING MAINTAIN” MAINTAIN” >Vs > ± 1500ft / min
THREAT’S ALTITUDE
LEVEL OFF “LEVEL OFF, LEVEL OFF” “LEVEL OFF, LEVEL OFF” 0
END OF RA “CLEAR OF CONFLICT” 0
IMPORTANT: Resolution Advisories commands are based on aircraft performance assumed within a flight envelope defined
during the TCAS certification. When the current conditions are outside the flight envelope, the RA commands may not be
appropriate. In any case, stall warning must take precedence above before RAs commands.
69.2.2. PROCEDURE
In response to the Resolution Advisory, PF must maneuver the aircraft promptly (within 5 seconds) and
smoothly. The autopilot must be disconnected before responding to the RA.
Flight events PM PF
X DO
FLIGHT PATH.RESUME TO INITIAL FL/ALT(1)
AFCS SETTINGS..................................REQ
AFCS.................................................. SET AP....................................................... ON
X DO & CALL
ATC.................................................. CALL
“XXX CONTROL, CALL SIGN, CLEAR OF
CONFLICT, RESUMING TO FL/ALT”
(1)
If initially in level flight, promptly but smoothly return to the previously assigned altitude unless otherwise directed by ATC.
If previously climbing or descending resume the planned climb or descent unless otherwise directed by ATC.
IMPORTANT:
Do not follow the Flight Director and do not change the altitude selected on AFCS. Control the aircraft only
with a pitch attitude to obtain the commanded vertical speed.
Two TCAS 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. Since
maneuvers are coordinated, the crew must never maneuver in the opposite direction of the advisory. TCAS
resolution has absolute priority over ATC orders.
The APM allows improved ice accretion monitoring. Icing drastically decreases the aircraft performance: an
abnormal increase in drag can be due to ice accretion on the aerodynamical surfaces of the aircraft.
Monitoring the aircraft performance is thus an efficient means of ice detection.
The APM enables to compare the aircraft theoretical drag with the in-flight drag computed with the measured
parameters, and therefore to detect if an abnormal loss of aircraft performance occurs.
The APM is activated in icing conditions, i.e. when ICING AOA is illuminated, or if the airframe deicing is
activated, or if ice accretion has been detected, and aims at alerting the crew of a risk of severe icing
conditions, through three different levels of alert:
• CRUISE SPEED LOW
• DEGRADED PERF.
• INCREASE SPEED
The associated C/L are found in the QRH, under normal procedures and following failures procedures.
The APM analysis is conducted if the aircraft is in icing conditions, that is to say if the ICING AOA is illuminated
and/ or if the airframe de-icing is selected ON and/ or if ice accretion has been detected.
The APM is deactivated when gears and flaps are extended, if one engine is failed, or if the Outside Air
Temperature is above 10°C.
To have more details on the alerts activation conditions, refer to the operational documentation: FCOM PRO
NOP ANOR 8.
Flight events PM PF
X CALL
“MY CONTROL”
Control through rudder pedals and control wheel &
column.
X CALL
“STOP!”
X DO X DO
PL 1 & 2..........................GI/REV AS RQRD MASTER WARNING...................... CANCEL
BRAKES........................... APPLY AS RQRD CONTROL COLUMN ......... HOLD AS RQRD
If possible, stop the aircraft to get the engine on
fire headwind or to leeward. X TRANSMIT on VH1
“MAYDAY, MAYDAY, MAYDAY, (CALLSIGN),
ENGINE FIRE, ABORTED TAKE OFF”
AIRCRAFT X DO
STOPPED PARKING BRAKE.................................. ON
X CALL & DO
“ON GROUND ENG FIRE OR SEVERE
MECHANICAL DAMAGE MEMO ITEMS”
CL 1 & 2................... FTR THEN FUEL S.O.
FIRE HANDLE AFFECTED SIDE........... PULL
AGENT 1 AFFECTED SIDE........ DISCHARGE QRH....OPEN TO ON GROUND ENG FIRE C/L
TIMING............................................ START TIMING............................................ START
IF FIRE AFTER FURTHER 30 SECONDS
AGENT 2 AFFECTED SIDE........ DISCHARGE
X CALL & REQUIRE
“MEMO ITEM COMPLETE, ON GROUND ENG
FIRE OR SEVERE MECHANICAL DAMAGE
CHECKLIST” X DO, CALL & READ
ON GROUND ENG FIRE OR SEVERE
MECHANICAL DAMAGE C/L.............. POINT
“ON GROUND ENG FIRE OR SEVERE
MECHANICAL DAMAGE CHECKLIST”
X DO & CALL Refer to QRH
C/L POINTED AT BY CM2 .................CHECK
“CONFIRM”
IF EVACUATION REQUIRED
“YES OR NO?”
EVACUATION X REPLY
NOT REQUIRED “NO” X CALL
“ON GROUND ENG FIRE OR SEVERE
MECHANICAL DAMAGE CHECKLIST
COMPLETE”
....................................
CAPTAIN
X CALL
“WE EVACUATE”
Then, on Public Address
“EVACUATION, EVACUATION, EVACUATION”
X READ
.....................................................
X DO & CALL
BATTERY............................................. OFF
“BATTERY OFF” X CALL
“ON GROUND EMERGENCY EVACUATION
CHECKLIST COMPLETE”
Flight events PM PF
X CALL
“MY CONTROL”
Control through rudder pedals and control wheel
& column.
REACHING V1 X CALL
“V1”
CM1
X DO
PL 1 & 2....................................RELEASE
REACHING VR X CALL
“ROTATE” X DO
PITCH.................................. ROTATE TO 8°
FD BARS......................................FOLLOW
Flight events PM PF
REACHING X CALL
WHITE BUG “WHITE BUG” X COMMAND
“NORMAL CONDITIONS, FLAPS 0”
or
“ICING CONDITIONS, MAINTAIN FLAPS 15”
X DO
FLAPS........................................ AS RQRD
Flight events PM PF
Flight events PM PF
X CALL
“MY CONTROL”
Control through rudder pedals and control wheel
& column.
REACHING V1 X CALL
“V1”
CM1
X DO
PL 1 & 2....................................RELEASE
REACHING VR X CALL
“ROTATE” X DO
PITCH.................................. ROTATE TO 8°
FD BARS......................................FOLLOW
ENGINE FLAME First CM who detects the engine failure calls loudly “ENGINE FAILURE”
OUT The detection clues are:
PF: Unexpected roll and dissymmetric handling
PM: abnormal engine parameters (TQ decrease, rapid ITT decrease)
And the other CM acknowledges with “CHECK”
X ORDER
“ENGINE FLAME OUT AT TAKE-OFF MEMO ITEMS”
PASSING X CALL
ACCELERATION “ACCELERATION ALTITUDE” X COMMAND
ALTITUDE “SET ALT”
(mini 400 ft X DO & CALL
AAL or higher if AFCS: ALT........................................... SET
requested) “ALT GREEN” X CALL
“CHECK”
X COMMAND & DO
X DO & CALL “SET SPEED BUG WHITE BUG”
SPEED BUG.............................WHITE BUG SPEED BUG.............................WHITE BUG
“WHITE BUG SET”
Flight events PM PF
REACHING X CALL
WHITE BUG “WHITE BUG”
X DO, CALL & COMMAND
PL 1 & 2.................. CHECK IN THE NOTCH
X DO & CALL “PL IN THE NOTCH, SET MCT”
PL 1 & 2.................. CHECK IN THE NOTCH
PWR MGT.......................................... MCT
TQ / NP.......................... CHECK / ADJUST
“MCT SET”
X COMMAND
“SET IAS”
X DO & CALL
AFCS: IAS MODE ........................ ENGAGE
“IAS XXX SET”
X COMMAND
“NORMAL CONDITIONS, FLAPS 0”
or
X DO “ICING CONDITIONS, MAINTAIN FLAPS 15”
FLAPS....................................... AS RQRD
X CALL
“MEMO ITEMS COMPLETE”
Flight events PM PF
APM................................................... OFF
“APM OFF”
TCAS........................................... TA ONLY
“TCAS TA ONLY”
OIL PRESSURE ON FAILED
ENGINE.......................................MONITOR
Flight events PM PF
(1)
VAPP: highest value between (V REF+wind effect) and VGA.
(2)
VAPP is considered as “increased” if:
– VAPP=VGA (case where VREF+wind effect <VGA)
– or if answer to previous item (“if affected engine NP above 10%) is “yes” and VREF+wind effect <V REF+10.
PASSING X CALL
ACCELERATION “ACCELERATION ALTITUDE” X COMMAND
ALTITUDE “SET ALT”
(mini 1000ft AAL or
higher if requested) X DO
ALT ............................................. ENGAGE
“ALT GREEN” X CALL
“CHECK”
REACHING X CALL
WHITE BUG OR “WHITE BUG / VGA+15”
VGA +15, X COMMAND
42 PEC
Flight events PM PF
X COMMAND & DO
X DO & CALL “SET SPEED BUG WHITE BUG”
SPEED BUG.............................WHITE BUG SPEED BUG ............................WHITE BUG
“WHITE BUG SET”
REACHING X CALL
WHITE BUG “WHITE BUG” X DO, CALL & COMMAND
PL 1 & 2............... RETARD TO THE NOTCH
“PL IN THE NOTCH, SET MCT”
X DO & CALL
PL 1 & 2.................. CHECK IN THE NOTCH
PWR MGT.......................................... MCT
TQ / NP.......................... CHECK / ADJUST
“MCT SET” X COMMAND
“SET IAS”
X DO & CALL
FGCP: IAS........................................... SET
“IAS XXX SET” X COMMAND
“NORMAL CONDITIONS, FLAPS 0”
or
“ICING CONDITIONS, MAINTAIN FLAPS 15”
X DO
FLAPS....................................... AS RQRD
Flight events PM PF
LOSS OF CAPTAIN
PRESSURIZATION
OR STRUCTURAL X COMMAND
DAMAGE “EMERGENCY DESCENT MEMO ITEMS”
Autopilot remains engaged.
X TRANSMIT on VH1
“MAYDAY, MAYDAY, MAYDAY, (CALLSIGN),
EMERGENCY DESCENT, CONFIRM MSA”
X CALL FMA
“HDG SEL XXX, IAS, SPEED 180/240,
X DO & CALL ALT WHITE”
MINIMUM SAFE ALTITUDE...............CHECK Read the FMA.
ALT SEL.............................................MSA
“CHECK, MEMO ITEMS COMPLETE” X COMMAND
“EMERGENCY DESCENT CHECKLIST, RADIO
RIGHT SIDE”
X DO
HEADING......................................ADJUST
According to flight path (airway, ATC).
X CALL & READ
“EMERGENCY DESCENT CHECKLIST”
Refer to QRH
PASSING FL100 X CALL
“YOU CAN REMOVE OXYGEN MASK”
X DO X DO
OXYGEN MASK............................REMOVE OXYGEN MASK............................REMOVE
OXYGEN HATCH..............................CLOSE OXYGEN HATCH..............................CLOSE
OXYGEN TEST PB....................... DEPRESS OXYGEN TEST PB....................... DEPRESS
Enables normal headset use. Enables normal headset use.
UNPRESSURIZED
CAPTAIN
FLIGHT RATE OF
DESCENT
REACHED X DO
CABIN ATTENDANT REPORT.......... RECEIVE
X DO
SITUATION................................... ASSESS
AFTER T/O
CHECK LIST
SET ALTIMETER
PM ACTIONS DURING CLIMB PROCEDURE: STANDARD
– SET IAS 170 KTS (PITCH WHEEL)
77. TAKE-OFF
SET HIGH
BANK
CHECK
PM ACTIONS AT LANDING GEAR RETRACTION: SET SPEED BUG FLAPS 0
– SET L/G LEVER UP 170 (160) STANDARD
– SET YAW DAMPER ON SET
– SET TAXI AND T/O LIGHT OFF
CLIMB HI BANK
PROCEDURE SET AFTER T/O
C/L COMPLETE
FLIGHT PATTERNS
FLAPS 0
GEAR UP
70KTS
ATPCS ARMED V1 POSITIVE
POWER SET ROTATE CLIMB
JULY 21
72-500
201
202
PF CALL-OUTS CALL-OUTS
PM CALL-OUTS DURING AN ILS PRECISION APPROACH
170 SET
VOR ALIVE
FLAPS 25
42 PEC
RWY AXIS
CONFIRMED SET SPEED BUG
LOC STAR V APPROACH GS STAR
SET SPEED BUG
WHITE BUG +10
FLAPS 15 SET GA ALTITUDE
FLAPS 30
GEAR DOWN (35)
SET LOC GREEN BEFORE LANDING C/L
HEADING,
DUALS ILS GLIDE SLOPE
GREEN
WE CONTINUE
78. BASIC 3D ILS APPROACH
STABILIZED
SPEED CHECK
...... FLAPS 15 SPEED CHECK
...... FLAPS 25 TOP OF DESCENT, XX 500 ABOVE
42 PEC
DME, CHECK LAND
100 ABOVE DA
42 PEC
SET SPEED BUG SET VS 0 FT/MIN
WHITE BUG +10
SET SPEED BUG
LOC STAR V APPROACH SET VS MINUS XXX
WE CONTINUE
FLIGHT PATTERNS
42 PEC
AUTO PILOT OFF
MINIMUM 80
50
42-500
20
PM MONITORS FLIGHT PATH
JULY 21
203
204
PF CALL-OUTS CALL-OUTS
PM CALL-OUTS DURING A CIRCLE-TO-LAND (AP ON)
AIRCRAFT CONFIGURATION:
– FLAPS 15°
– L/G DOWN
– SPEED: WHITE BUG +10
HDG XXX, HEADING XXX SET
VS MINUS XXX SET – BEFORE LANDING C/L COMPLETE
FLAPS 25 EXCEPT FLAPS 30 (35)
42 PEC
START TIMING
START TIMING
SPEED
BUG V APP SPEED CHECK 500 ABOVE
......FLAPS 25
42 PEC
MINIMA
FLAPS 30 (35)
100 ABOVE
MDA+30
FLIGHT PATTERNS
AUTOPILOT
SPEED CHECK
– START TIMING
72-500
PF CALL-OUTS CALL-OUTS
PM CALL-OUTS
DURING GO-AROUND
2 ENGINES
AFTER T/O
SET ALTIMETER CHECK LIST
STANDARD
PASSING FL
---, NOW
PF ACTIONS AT GO-AROUND:
1) PRESS GO AROUND PBs ON PLs SET HIGH
2) ROTATE BANK
3) ADVANCE PLs TO THE RAMP
PF ACTION AT ACC ALTITUDE: FLAPS 15
RETARD PLS IN THE NOTCH
42 PEC
CLIMB
81. GO-AROUND
PROCEDURE 0
FLAPS 0
STANDARD SET
SET SPEED AFTER T/0
BUG 170 (160) C/L COMPLETE
HIGH BANK SET
GO-AROUND, CLIMB
SET POWER, (icing conditions)
PROCEDURE
FLAPS ONE NOTCH COMPLETE
POSITIVE
CLIMB
42-500
POWER SET
FLAPS 15 (25)
JULY 21
72-500
205
206
PF CALL-OUTS CALL-OUTS
PM CALL-OUTS DURING A STANDARD VISUAL PATTERN
START TIMING
SET HEADING XXX, VS -700 FLAPS 25 SET SPEED BUG
WHITE BUG +10
42 PEC
GEAR DOWN SET HDG XXX
OUTBOUND TIME (IN SEC): SET YELLOW BUG
MDA/20 ± 1S / KT VGA, TQ BUG XXX% FLAPS 15 ALT
SET ADU STBY STAR …ALT
OF HEAD/TAIL WIND ABEAM
THRESHOLD GREEN
42 PEC
SET SET HIGH
FLAPS 30(35) BEFORE LANDING C/L … GEAR DOWN CLIMB FLAPS 0 BANK
PROCEDURE
FLIGHT PATTERNS
SET SPEED
XXX
SET AFTER TO C/L
COMPLETE
WHITE BUG +10
SPEED CHECK 170 SET
FLAPS 30 (35) BEFORE
WHITE BUG
LANDING C/L GEAR UP CLIMB
COMPLETE 80 50 20 PROCEDURE
500FT, V1
ROTATE COMPLETE
STABILIZED
42-500
POSITIVE
CLIMB ACCELERATION
ALTITUDE
JULY 21
STOP
PROCEDURES
AIRCRAFT
STOPPED
ENGINE FIRE
READ: READ:
ON GROUND ENGINE FIRE OR ON GROUND EMER EVACUATION C/L,
42-500
SEVERE MECHANICAL …
DAMAGE C/L, EVACUATION ....................... INITIATE
CM2 ACTIONS TO ATC: MAYDAY MAYDAY BAT............................................ OFF
PRESS MASTER WARNING MAYDAY (CALLSIGN) ENGINE FIRE – …
IF EVACUATION REQUIRED: ON GROUND EMER EVACUATION
HOLD FIRMLY CONTROL WHEEL ABORTED TAKE OFF
JULY 21
207
208
PF CALL-OUTS CALL-OUTS
PM CALL-OUTS DURING AN ENGINE FIRE AT TAKE-OFF
SINGLE ENGINE
OPERATION C/L
AFTER TAKEOFF
C/L
RADIO RIGHT SIDE
+
RADIO MESSAGE: CLEAR
MAYDAY ! CAP
NORMAL
CONDITIONS
FLAPS 0 CONFIRM
or CONFIRM
CONFIRM SINGLE
ICING ENG.
CONDITIONS FLIGHT OPERATION
MAINTAIN IDLE CAP C/L
FLAPS 15 CLEARED COMPLETE
CONFIRM
INCREASE IAS
TO WHITE BUG MEMO
PL 1 ITEMS
(OR 2) ? COMPLETE AFTER T/O
DISCHARGED C/L COMPLETE
SET SPEED BUG
WHITE BUG ENGINE FIRE
AT TO C/L
FLIGHT PATTERNS
PULLED COMPLETE
PROCEDURES
CONFIRM
ACC. ALT. FIRE
(400FT MINI) IAS CL 1 HANDLE
ABNORMAL & EMERGENCY
V1 POSITIVE ENGINE
GEAR
when the aircraft is properly trimmed
CLIMB FIRE
ROTATE UP
72-500
PF CALL-OUTS CALL-OUTS
PM CALL-OUTS DURING AN ENGINE FLAME OUT AT TAKE-OFF
SINGLE
ENGINE
OPERATION
C/L
RADIO LEFT
AFTER TAKEOFF SIDE READY
C/L FOR
ASSESSMENT
SINGLE
SET SPEED BUG ENG.
WHITE BUG PL 1 CAP OPERATION
(OR 2)? CLEARED C/L
SET IAS COMPLETE
RADIO RIGHT SIDE ENGINE
+ FLAME OUT
FLIGHT PATTERNS
GEAR UP,
UPTRIMMED NOTE: AP is set at discretion
JULY 21
AUTOFEATHERED
V1 ENGINE
when the aircraft is properly trimmed
POSITIVE BLEED FAULT LIT
ROTATE FAILURE CLIMB
72-500
209
210
PF CALL-OUTS CALL-OUTS
PM CALL-OUTS DURING A SINGLE ENGINE GO-AROUND
PF ACTIONS AT GO-AROUND:
1) PRESS GO-AROUND PBs ON PLs
2) ROTATE NORMAL CONDITIONS AFTER TAKE-OFF
3) ADVANCE PLS TO THE RAMP FLAPS 0 C/L
or
& SIMULTANOUSLY APPLY FORCE ON SET SPEED BUG ICING CONDITIONS
RUDDER PEDAL (LIVE ENGINE SIDE) WHITE BUG MAINTAIN FLAPS 15
PF ACTION AT ACC ALTITUDE:
SET PLs IN NOTCH
SET IAS
FL APS 15 PL IN THE
42 PEC
NOTCH, SET
MCT AFTER TAKE-OFF
SET ALT C/L COMPLETE
ACC. ALT.
(1000 FT MINI) FLAPS 0
GEAR UP
HEADING, or
LOW BANK, MAINTAIN
SET SPEED FLAPS 15
IAS VGA BUG VGA
GO-AROUND, ALT
SET POWER, GREEN WHITE BUG IAS XXX SET
FLAPS ONE NOTCH SET
FLIGHT PATTERNS
XXX SET
ABNORMAL & EMERGENCY
POSITIVE
POWER SET CLIMB
FLAPS 15°
42-500
SAFETY NOTE # 1
BE PREPARED FOR
CROSSWIND LANDING
When crosswind conditions are reported
on arrival airport, it is essential to
anticipate by reviewing the landing technique
and to prepare an action plan before starting
the approach. This “Be prepared for crosswind
landing” provides an overview of operational factors
involved in planning and conducting the approach
and flare under crosswind conditions, as well as some
recommendations regarding handling techniques.
Review and brief crosswind landing technique. For example, when landing in Toulouse Blagnac airport on
Strictly adhere to computed Vapp. runway 14R, with a wind reported as 200° / 18 kt gusting at
Ensure strengthened crew cooperation. 30 kt, 1/3 of headwind component is 3 kt while the gust in full
Be prepared for a go-around. is 12 kt (30-18). Hence the wind factor to be considered for
Look for a reduced air/ground transition. the approach speed computation will be 12 kt.
Keep aileron into wind during landing roll. The wind factor shall not be increased further, even in
strong crosswind conditions. An excessive approach speed
increases the duration of the flare (while under crosswind
MAXIMUM RECOMMENDED conditions, it is preferable to shorten the transition from air
CROSSWIND to ground), , it also increases the risk of landing with nose
The crosswind value given in the AFM performance section landing gear first and it increases the landing distance . Long
(6-01) as maximum demonstrated crosswind shall be flare and “greased” landings are not recommended by ATR.
understood as the maximum crosswind under which the
capacity of the ATR aircraft for landing was demonstrated
during flight tests. It shall be considered as the maximum
P R E PA R I N G T H E A P P R O A C H
recommended crosswind.
The best defence against crosswind conditions is anticipation
The operators may consider establishing operating
conditions, based on crews experience or airfields through a reminder of the landing technique before starting
specificities, for which the maximum crosswind would be the approach. While preparing for the approach, the crew shall
reduced. check the applicable maximum demonstrated crosswind,
calculate the estimated drift on final, the approach speed
During the approach briefing the pilot flying shall evaluate
his/her own ability to land in announced crosswind condition and associated preset values (pitch and torque). The pilot
and get prepared for a go-around and/or a diversion. flying shall evaluate his/her own ability to land in forecasted
conditions and the crew shall review the available means
The AFM 6-01 also provides maximum recommended
to timely detect any change in wind conditions, and how
crosswind applicable in case of contaminated runway.
changes will be communicated. It
is of utmost importance that
the crew organizes their
APPROACH SPEED
resources in order to build
The FCOM (3.08.02) defines the approach speed as Vapp = and maintain proper
VmHB + wind factor where the wind factor is the maximum
situational awareness
of either 1/3 of the headwind velocity or the gust in full (to
on final approach.
be understood as the difference between the maximum
https://www.atractive.com
CONDUCTING
Crabbed Approach
THE APPROACH
ATR recommends performing a crabbed approach. : wings
L R
level and drift correction.
ATR recommends disconnecting the autopilot and yaw
damper at the latest at 500 ft in order to have time to
establish manual control.
Crosswind conditions are often associated with turbulence.
In any case, the crew shall strictly adhere to the stabilized
approach criteria in force within the applicable operator
Standard Operating Procedures. Any deviation shall be called
out and corrected. Performing a go-around is an option that WIND
shall be considered at any time until a safe landing is ensured.
During final approach, the crew shall pay particular attention
to changes in wind direction and strength and maintain a
high level of cooperation.
THIS DOCUMENT IS INTENDED AT PROVIDING AN OVERVIEW OF APPLICABLE STANDARDS AND BEST PRACTICES IN RESPECT OF FLIGHT OPERATIONS AND AT ENHANCING ATR OPERATOR’S AWARENESS IN RELATION THERETO.
HOWEVER THIS DOCUMENT SHALL NOT IN ANY WAY WHATSOEVER SUPERSEDE ANY APPLICABLE REGULATIONS NOR ANY ATR’S OR ATR OPERATOR’S DOCUMENTATION. IN THE EVENT OF ANY INCONSISTENCY BETWEEN THIS
DOCUMENT AND ANY ATR’S OR ATR OPERATOR’S DOCUMENTATION, THE LATTER SHALL PREVAIL.THIS DOCUMENT AND ITS CONTENTS SHALL NOT BE USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS INTENDED. ANY
COMMERCIAL USE OF THIS DOCUMENT OR ANY PART THEREOF IS PROHIBITED. THIS DOCUMENT MAY BE COPIED, DISTRIBUTED, ADAPTED OR TRANSLATED, IN WHOLE OR IN PART, BY ATR OPERATORS FOR THE PURPOSE OF AVIATION
SAFETY. COPIES, ADAPTATIONS OR TRANSLATIONS OF THIS DOCUMENT (OR ANY PART THEREOF) SHALL BE MADE AT THE SOLE RISK OF THE ATR OPERATORS. ATR SHALL HAVE NO LIABILITY WHATSOEVER FOR THE USE, ACCURACY,
COMPLETENESS AND/OR CORRECTNESS OF ANY COPY, ADAPTATION OR TRANSLATION OF THIS DOCUMENT OR ANY PART THEREOF.
DEFINITION
- Prior to each flight, flight crew should ensure that the actual aircraft weight and center of gravity location
comply with limitations described below.
- The goal of the C.G. envelopes is to make sure that the center of gravity stays within the limitations for the
whole duration of the flight.
- Certified CG envelope must not be used for operational purpose, notably at flight planning stage.
CONCLUSION
For better knowledge and understanding of the weight an balance limitations, please refer to the
documentation available on ATRactive.com
Yours faithfully,
e-mail: atc@atr.fr