Banco 1 Atr72

Flight Operations and Training Department
ATR 72 PEC Equipped (AT75)

Flight Crew Training Manual
Emergency and Abnormal Procedures
ISSUE 03 | Jun 2013

ATR 72 PEC Flight Crew Training Manual – Emergency and abnormal procedures
Table of contents
Introduction ....................................................
3 Smoke ............................................................
33 Electrical bus failures ............................
58
Lights philosophy ...................................................
4 Dual DC GEN loss .........................................
34 Hydraulic failures .................................
68
Definitions .......................................................
5 Emergency descent ........................................
35 Flaps unlock .............................................
69
Task sharing ...............................................6 Ditching .........................................................
36 Elevator jam ..............................................
70
Mutual control ..................................................
7 Forced landing ..........................................
37 Excessive cabin altitude ............................
71
Single engine flight ......................................
8 Severe icing ..................................................
38 Excess cabin differential pressure ......72
Failure identification ....................................
9 Recovery from stall ...................................
39 Aileron mistrim, Pitch mistrim/fail ... 73
System check .................................................
11 Recovery from unusual attitudes ................
40 Increase speed (APM) ................................
74
Reset policy .....................................................
12 Unreliable airspeed indication ..................
41 EFIS COMP .................................................
75
Memo items ................................................
13 TCAS ................................................................
42 AFRS fail .......................................................
76
Use of checklists ...............................................
14 EGPWS ............................................................
44 SGU fail ......................................................
77
Sum up, decision and information ................
16 Recovery from windshear ............................
45 CRT fail ......................................................
78
Example of failure treatment ......................
17 Pilot incapacitation ..................................
46 Volcanic ash encounter ...........................
79
EMERGENCY PROCEDURES 19 PROCEDURES FOLLOWING FAILURES 47 MFC fault ...................................................
80
Rejected take-off ...........................................
19 Abnormal parameters during start .......................................................
47
Engine fire or severe engine damage ......................................................
20 Nacelle overheat ........................................
48
In flight engine fire / damage ...................................
21 Fire loop fault ............................. 49
On ground engine fire / damage ..................................
23 Abnormal propeller brake ...................................................
50
On ground emergency evacuation ............24 EEC fault .......................................................
51
Engine fire at take-off ..............................25 Engine flame-out ........................................
52
Both engines flame-out ............................
27 Single engine operation ............................
53
Engine flame-out at take-off .....................
28 PEC fault ......................................................
55
Bomb on board ..........................................
31 Low pitch in flight ....................................
56
Cockpit Door Locking System .....................
32 Engine oil low pressure ............................
57
Issue 3 Jun 2013 © ETOPS For training only 2

Introduction
This Flight Crew Training Manual (FCTM) is based on manuals published by the aircraft manufacturer
and operational experience. This FCTM shall only be used for training.
This FCTM consists of three documents:

1. NORM – Normal procedures: Multi crew concept matters, such as standard callouts,
mutual control and task sharing, as well as normal procedures.
2. EMER – Emergency and abnormal procedures: Failure treatment concept and various
emergency and abnormal situations that requires actions by memory (this document).
3. PATT – Flow patterns and flight patterns: Charts and diagrams showing flow patterns in
the cockpit and flight patterns. This document shall be used in parallel with the two
other documents.
This FCTM is issued for the following versions of ATR 42 and 72:
Group Versions
ATR 42 no PEC ATR 42-300 ATR 42-320
ATR 42 PEC ATR 42-400 ATR 42-500
ATR 72 no PEC ATR 72-200 (201/202) ATR 72-210 (211/212)
ATR 72 PEC ATR 72-212A (500)

Lights philosophy
General
All annunciator lights in the cockpit are arranged as following:
Color Function Example

White Non-normal operation System OFF; hydraulic cross-feed ON
Amber Abnormal condition Generator FAIL;
Red Emergency condition Engine FIRE
Green Normal operation, automatically controlled Fuel pump RUN
Blue Normal operation, manually controlled Anti-ice ON
Black Normal operation, normal conditions System ON; anti-ice OFF
Dark cockpit concept

Dark cockpit = Green / blue / black annunciators lights = No white / amber / red annunciator lights
Before take-off the cockpit shall be dark, except in case of dispatch according to MEL

Definitions
Emergency situation
ICAO definition: «A condition of being threatened by serious and/or imminent danger and of
requiring immediate assistance.»
Examples: Fire, smoke and loss of control.
General indication: Master Warning (MW) + Continuous Repetive Chime (CRC) + red light on CAP.
Communication: MAYDAY, MAYDAY, MAYDAY
Example: «MAYDAY, MAYDAY, MAYDAY, Airline 01, engine fire, request vectors for landing»
Memo items:
• Most emergency situations requires actions to be executed by memory before the corresponding
checklist is read.
Abnormal
Abnormal situation
situation
ICAO definition: «A condition concerning the safety of an aircraft or other vehicle, or of some person
on board or within sight, but which does not require immediate assistance.»
Examples: System failures and unusual events.
General indication: Master Caution (MC) + Single Chime (SC) + amber light on CAP.
Communication: PAN PAN, PAN PAN, PAN PAN
Example: «PAN PAN, PAN PAN, PAN PAN, Airline 01, engine failure, request vectors for landing»

Task sharing
On ground:
• CM1 performs all emergency actions PF

In flight, PF is in charge of: Fly
• Flight path and airspeed control
• PL (Power Levers)
Crosscheck
• Navigation
• Aircraft configuration
• Procedure initiation
• Communication when the failure is treated
PM
In flight, PM is in charge of:
Monitor
• Monitoring the flight
• CL (Condition Levers)
• Checklist reading
• Communication when not performed by PF
• Execution of required actions
• Filling of NAV log, landing data cards, etc...

Mutual control
Priorities:
1. Fly the aircraft PF

2. Navigate the aircraft
3. Understand the problem before acting Fly
a) Identify
b) Verify
c) Act Crosscheck
Priority of actions and checklists:
1.
2.
Memory actions
Emergency checklist
PM
3.
4.
Normal checklist
Abnormal checklist
Monitor
Management of workload:
• Never hurry – take time to analyze the situation

• Auto-Pilot should be used when available
• PF will have communications when PM is working with the checklist
• The commander may decide to change PF

Single engine flight
When an engine fails or is shut down, single engine performance
comes into consideration.
PF
Power – Performance – Procedure
Fly
Set PL to the notch and PWR MGT to MCT to
ensure adequate power before applying a
procedure. Crosscheck
When at low speed for example during climb, level off (select ALT
mode on AFCS), as a windmilling propeller creates a lot of drag
before it is feathered.
PM
When at high altitude, use IAS mode (drift down if necessary).
Monitor
In icing conditions it may be necessary to set flaps 15, but it should
be avoided when possible.
For approach can the aircraft be flown with same configurations

and speeds as when all engines are operating.
Note that a feathered propeller creates less drag than an operating

propeller in Flight Idle.

Failure identification (1:2)
Emergency
1 WARNING
1) Master alert
Flashing Master Warning (MW) + CRC
2) CAP alert
Indicates system affected and draws the attention to the system
panel(s) 2
3
3) Local alert
Confirms the failure
Example:
1 PM press MC and announce «Master Caution»
1.
2 PM check CAP and announce «Engine 1 fire on CAP»
2.
3 PM check engine 1 fire panel
3.
4. PF fly the aircraft, put on AP when available and check and
confirm the failure: «Check»
5. When the landing gear is up and the aircraft at least 400
feet above the ground, and under positive control, PF calls
«Engine fire, memo items»

Failure identification (2:2)
System failure
1) Master alert
1
Master Caution (MC) + SC
CAUTION
2) CAP alert
Indicates system affected and draws the attention to the system
panel(s)
3) Local alert
3 FAULT
Indicates the art of the failure
Example:
1 PM press MC and announces «Master Caution»
1.
2 PM checks CAP and announces «AIR on CAP»
2.
3 PM checks local panel and announces «PACK VALVE 1 FAULT»
3.
4. PF fly the aircraft, put on AP when available and check and
ELEC 2 AIR
confirm the failure: «Check»

5. The failure is treated when normal procedures/checklists are
completed

System check
After the failure is identified, the crew memers will analyse the situation:
1) PF call: «Check system»
2) PM check: 3) PM call: «System checked»
• Can the system be reset? • Additional information may be that the circuit
• Is the circuit breaker tripped? breaker is out, the hydraulic pressure is zero,
• What is the power source for this system? etc.
• Do the light bulbs/digits work?
Example: PACK VALVE FAULT

• The system can be reset (single amber light in pb) FAULT
• The circuit breaker is behind CM2
• The pack valve is powered by bleed air and electrically controlled (check bleed)
Example: AC BUS 1 OFF

• The system can not be reset (amber light outside a pushbutton)
• The circuit breaker is behind CM2
• AC BUS 1 is powered by INV 1
Example: Hydraulic BLUE PUMP LO LVL

• LO LVL indicates a leak
• LO PR is a consequence of LO LVL
• The hydraulic pressure indicator confirms this
• The system can not be restored
Reset policy
System reset policy
The flight crew may perform one reset of a system failure associated with a single
amber caution in the pushbutton alone (FAULT, LO PR or SHED).
The following failures should not or can not not be reset:

• LO LVL, LEAK or OVHT (hydraulic and bleed air) FAULT
• BUS OFF, DC GEN FAULT or ACW GEN FAULT
• PEC FAULT or EEC FAULT, except when following the checklist
Note: In case of double DC GEN FAULT is the procedure to reset both generators
and leave them ON.
When reset is successful:

Make a record in the maintenance log.
Note: It is important to inform maintenance about successful resets, as repetive
failures may indicate that a more serious problem is developing.
Circuit breaker reset policy

The flight crew may re-engage a tripped circuit breaker once, but only if they
judge it is necessary for a safe continuation of the flight.
On the ground can the circuit breaker be re-engaged in coordination with maintenance.
Memo items
General
Memo (memory) items are a flow of actions that
has to be performed by the flight crew.
Memo items are performed by CM1 on ground
and by PM in flight (except that PF has PL).
Memo items must be known by heart.
Memo items are boxed inside the checklist.
When the landing gear is up and the aircraft is at
least 400 feet above the airport, and under
positive control, PF orders "xxx MEMO ITEMS"
The only exemption for this rule is for an engine
flame out at take-off, where PM will perform the
first part of memory items without PF order:
• Positive rate, gear up
• Check uptrim
• Check autofeather
• Check two bleed FAULT lights

Use of checklists (1:2)
General
• Checklists for emergency and abnormal situations are found in QRH.
• FCOM 2.04 and 2.05 contains additional information which can be 72.212A
read when time permits (and for preparation for training).
• Except for memory actions, the checklists are read-and-do.
Conditions
• A black dot highlights WHEN an action has to be applied
• A black square highlights that a preconditon – IF – has to be fulfilled
before an action has to be applied. PM will announce «YES OR NO?»
at the end of the item to help PF’s decision.
Example:
When
Memo items
If

Use of checklists (2:2)
Use of emergency and abnormal checklists
• In most cases can the checklist title be found by reading the label and
indication, for example PACK VALVE FAULT. 72.212A
• The checklist is requested by PF.
• PM opens the QRH, finds the checklist and shows it to PF.
• PF confirms the checklist.
• PM read one line at the time and ask for confirmation for all actions
(except for memory actions that already have been executed).
• PF confirms the actions.
• PM executes the actions.
• When the checklist is completed, PM calls «checklist completed».
• PF sums up the failure and announces: «Clear the CAP.»
• PM press CLR on CAP.
FAULT

Sum up, decision and information
Once the checklist is completed, PF sums up the situation (T-O-C):
1. Technical assessment:
• Consider consequences of the failure (performance, electrical,
pressurisation, hydraulics, ice protection, fuel, etc.)
2. Operational assessment:
• Consider the possibility to land at destination or alternate airport
(degraded systems).
3. Commercial assessment:
• Consider passengers and crew casualities, and in case of a diversion,
capcity to bring passengers back to the destination.
After the assessment, PF suggests a decision, validated by the commander.
PM then inform, if necessary:

• ATC
• Cabin crew
• Passengers
• Company operations

Example of failure treatment (1:2)
PACK VALVE 1 FAULT
FAULT
PF PM
Cancels MC: «Master caution»
Check CAP: «AIR on CAP»
Check air panels: «PACK VALVE 1 FAULT»
Check the associated panel and indication: «Check»
«Check system» Check associated bleed valve, circuit breaker and
lightning: «System checked»
«Reset PACK VALVE 1» Points at PACK VALVE PB: «PACK VALVE 1?»
Check the item pointed by PM: «Confirm» Selects PACK VALVE OFF: «Off»
Waits 3 sec, then selects PACK VALVE ON: «ON»
If not succesful: «PACK VALVE 1 failure confirmed»
«PACK VALVE fault checklist, radio my side» Shows checklist to PF: «PACK VALVE fault?»
Check checklist title: «Confirm» Read: «PACK VALVE affected side OFF»
Points at PACK VALVE 1 pb: «PACK VALVE 1?»
Check the item pointed by PM: «Confirm» Selects PACK VALVE 1 OFF: «OFF»
Read: «Max flight level 200 or MEA»
«Checked» Initiate descent if necessary Read: «Avoid large quick power changes at high
«Checked» altitudes»

Example of failure treatment (2:2)
PACK VALVE FAULT (continued)
PF PM
«Checklist complete»
«We have AIR on CAP due to PACK VALVE 1 OFF, Clears the CAP
clear CAP» «CAP cleared»
«Are you ready for assessment?» «Go ahead»
«Technical: We have PACK VALVE 1 OFF, and all
other systems are available.
Operational: Maximum flight level is 200,
destination airport is accessible.
Commercial: No consequence.
I suggest that we continue to the destination, as
it is the nearest airport. Only the company needs
to be informed. Do you agree?» «I agree»
«Radio your side» «Radio my side»

Rejected take-off
A take-off may be aborted for several Safety concerns
reasons, for example:
A rejected take-off at a speed close to
• Take-off CONFIG warning V1 may give small margins for
• Order from ATC stopping, especially when the runway
• Runway occupied
is performance limiting (distance
• Birdstrike or risk of birdstrike
and/or contamination).
• Call from the cabin attendant
• Smoke or odour In such cases must maximum braking
• Engine fire (MW + CRC) be used. Reverse thrust may be used,
• Flaps unlock (MW + CRC) but with care if one engine has failed.
• Pitch disconnect (MW + CRC) Single engine reverse thrust should
• Loss of directional control not be used on a contaminated
• Unusual slow acceleration runway.
• Unreliable airspeed indication
• EFIS COMP
• Engine flame-out
• Abnormal engine parameters
• Abnormal sound(s)
• Vibrations
CM1 CM2
The first pilot who discovers an abnormality, calls «STOP STOP»
Select both PL to GI and then reverse as required Have control wheel
Apply brakes as required Send message to ATC

Engine fire or severe mechanical damage
Indications of engine fire: WARNING

• MW + CRC FUEL
• ENG 1 (or 2) FIRE on CAP S.O.
• Associated fire handle illuminated
• Associated CL illuminated
Reasons for engine fire indication:

• Too high temperature in the nacelle
• Fire caused by fuel leak
• Fire caused by oil leak
Indications of severe engine mechanical damage:

• Abnormal sound and/or vibrations from the engine
• Abnormal engine indications (depending on the failure)
Examples of reasons for severe engine mechanical damage:

• Loss of turbine blade(s) and/or stator blade(s)
• Broken driveshaft
• Ingestion of foreign object
• Loss of oil pressure
Note: Mechanical damage may lead to oil leak and risk of fire

In flight engine fire or severe mechanical damage (1:2)
Event PF PM
Engine fire warning; or «Engine fire»
indication of severe Crosscheck indications: «Check» Cancel MW
engine damage «Set MCT» Set PWR MGT to MCT: «MCT set»
Stabilize the flight path for single engine
flight
Stabilizing the flight path: Climb/cruise Stabilizing the flight path: Descent Stabilizing the flight path: Approach
Below minimum safe altitude - Increase power on the good engine Early phase
- Climb to safe altitude and level off - Continue approach
Note: Required power for single
Above minimum safe altitude and engine operation is two times the Intermediate phase
below gross ceiling torque required to operation on two - Shut down the affected engine
- Level off engines - 5 %. - Continue approach and do the rest
Example: of the procedure after landing
Above gross ceiling - Two engine 40 % TQ
- Level off; and - Single engine 75 % TQ Final phase
- No obstacles: Normal descent; or - Land
- Obstacles: Descent at VmLB - Do the procedure after landing

In flight engine fire or severe mechanical damage (2:2)
Event PF PM
When the flight path is «Engine fire or severe mechanical damage
stabilized in flight memo items»
Point at affected PL: «PL 1 (or 2)?» Check PL pointed by PF: «Confirm»
Retard affected PL to FI: «Flight idle»
Note: A noticeable
Point at affected CL: «CL 1 (or 2)?»
increase in drag is
Check CL pointed by PM: «Confirm» Retard affected CL to FTR: «Feather»
experienced until the
Retard affected CL to FUEL SO: «Fuel S.O.»
propeller is feathered
Point at affected fire handle: «Fire handle
Check fire handle pointed by PM: 1 (or 2)?»
«Confirm» Pull the affected fire handle: «Pulled»
Start timing
If condition persist Point at AGENT 1: «10 seconds, agent 1?»
after 10 sec Check pb pointed by PM: «Confirm» Press AGENT 1 pb
«Radio my side» Start timing and find the checklist in QRH
Send MAYDAY call to ATC
When #1 DISH light «Discharged»
after 30 sec Check pb pointed by PM: «Confirm» Press AGENT 2 pb
Start timing
«Memo items complete. Engine fire or
severe damage in flight checklist» Read the checklist
Checklist completed «Clear CAP» Clear the CAP
On ground engine fire or severe mechanical damage
Event CM1 CM2
Engine fire warning; or Cancel MW
indication of severe «STOP STOP» «Engine fire»
engine damage Stop and position the aircraft to get the Call to ATC: «MAYDAY, MAYDAY, MAYDAY,
engine on fire into headwind or to the (callsign), engine fire, aborted take-off»
leeward side On PA: «Please remain seated, cabin crew
on station»
When the aircraft has Set parking brake ON Find the checklist in QRH
stopped «On ground engine fire or severe Monitor CM1 actions
mechanical damage memo items»
Check both PL in GI
Select both CL to FTR then FUEL S.O.
Pull fire handle on affected side Start timing
Press AGENT 1 pb and start timing
If condition persist Press AGENT 2 pb
after 30 sec
Memo items complete «Memo items complete, engine fire or Read the checklist
severe mechanical damage on ground
checklist»
Note: When the engines have stopped, the only energy source is the batteries. On battery
power is only the right dome light illuminated, allowing CM2 to read the checklist. It is
therefore recommended to keep the dome light in DIM positon when taking-off and landing
at night.

On ground emergency evacuation
Emergency evacuation should be initiated when there is a risk for personal injury or death to the
people on board, for example in situations with any kind of fire and/or smoke, or when there is a
risk of fire and/or smoke.
Event CM1 CM2

Aircraft moving on the Cancel MW / MC
ground «STOP STOP» Announce any incation on CAP
Stop the aircraft Call to ATC: «MAYDAY, MAYDAY, MAYDAY,
Set parking brake ON (callsign), (type of emergency), aborted
take-off»
On PA: «Please remain seated, cabin crew
on station»
When the aircraft has «Emergency evacuation on ground Find and read the checklist in QRH
stopped checklist» Note: The checklist is also below the
Do the actions in response to the checklist normal checklist on page 6.01
Note: When the engines have stopped, the only energy source is the batteries. On battery
power is only the right dome light illuminated, allowing CM2 to read the checklist. It is
therefore recommended to keep the dome light in DIM positon when taking-off and landing
at night.
Note: The commander don’t have to wait for the checklist, but may order evacuation at any
time. When the situation permits, evacuation should be initiated after both propellers have
stopped.

Engine fire at take-off (1:2)
Engine fire occurs at or after V1.
The take-off has to be continued.
Note: The commander may decide to shut down the affected engine before reaching accelerating
altitude, but not below 400 ft AGL.
Event PF PM
When airborne «Positive rate»
«Gear up» Selects landing gear UP
Engine fire warning Cancel MW: «Engine fire»
«Check»
«Engine fire at take-off memo items»
When landing gear is up «Gear up»
At acceleration altitude «Acceleration altitude»
Check/set PLs in the notch: «Power Levers Check/set PLs to the notch
in the notch, set MCT» Set PWR MGT to MCT: «MCT set»
«Increase IAS to white bug» Increase IAS : «IAS xxx set»
«Set speed bug white bug» Do and call: «White bug set»
Reaching white bug «White bug»
speed a) «Normal conditions, flaps zero»; or a) Select flaps 0; or
b) «Icing conditions, remain flaps 15» b) «Remain flaps 15»
Flaps 0 «Flaps zero»

Engine fire at take-off (2:2)
Event PF PM
When the flight path is Point at affected PL: «PL 1 (or 2)?» Check PL pointed by PF: «Confirm»
stabilized Retard affected PL to FI: «Flight idle»
Point at affected CL: «CL 1 (or 2)?»
Note: A noticeable Check CL pointed by PM: «Confirm» Retard affected CL to FTR: «Feather»
increase in drag is Retard affected CL to FUEL SO: «Fuel S.O.»
experienced until the Point at fire handle illuminated: «Fire
propeller is feathered Check fire handle pointed by PM: handle 1 (or 2)?»
«Confirm» Pull the fire handle: «Pulled»
Start timing
after 10 sec Check pb pointed by PM: «Confirm» Press AGENT 1 pb and start timing
«Radio my side» Send MAYDAY call to ATC Find the checklist
after 30 sec Check pb pointed by PM: «Confirm» Press AGENT 2 pb and start timing
“Bleed engine alive ON or OFF?”
Engine performance is good: “ON” “Remains ON”
Engine performance is reduced: “OFF” Select bleed OFF: “Bleed OFF”
Memo items complete «Engine fire at take-off checklist» «Memo items complete»
Read the checklist

Both engines flame-out
Such an event is most likely to happen in case of fuel starvation or fuel
contamination.
One engine may flame-out before the other engine, changing an abnormal
situation into an emergency.
The definite indication of an engine flame-out is that NH drops below 30 %.
When the second engine fails, the aircraft is only powered by the batteries.
CM1 is therefore PF.
• Best speed is VmHB (white bug +10 in normal conditions / red bug +10
in icing conditions)
Event CM1 = PF CM2 = PM
Second engine flame-out «Memo item, both engines flame-out»
Retard both PLs to FI
If NH drops below 30 % Point at affected CL: «CL 1 (or 2?)»
«Confirm» Retard affected CL to FTR: «Feather»
Retard affected CL to FUEL SO: «Fuel SO»
«Memo items complete»
When both CLs at FUEL SO «Both engines engine flame-out
checklist» Find and read the checklist
When checking the fuel supply, remember to check the overhead panel as well as the quantity
indicators, as fuel FEED LO PR may indicate a leak.

Engine flame-out at take-off (1:3)
Engine flame-out or failure occurs at or after V1.
The take-off has to be continued.
The first pilot who recognises the failure calls «Engine failure».
Aircraft behaviour Pilot action
Yaw and roll towards the failed Apply rudder towards the good engine – «step on the ball»
engine Apply aileron to maintain 3-5° bank towards the good engine
Reduced climb performance Climb with less pitch up (follow the FD bar)
Indications
• Good engine: UPTRIM light, torque at RTO rating
• Failed engine: Torque is zero, and after 2.15 sec, ATPCS ARM
light extinguishes and NP goes to zero (AUTOFEATHER)
If no UPTRIM
• Advance PL 1 & 2 to the ramp
If no bleed FAULT light on the good engine
• Select the bleed valve on the good engine OFF

As the timing of an engine flame-out can not be predicted (except for simulator training), the sequence of
procedures has to be adapted to the situation. When the aircraft is airborne, priority must be given to
retract the landing gear.
Event PF PM
The first pilot who discovers an engine flame-out, calls «Engine failure», and the other acknowledges: «Check»
“Engine flame-out at take-off memo
items”
At positive rate of climb «Positive rate»
«Gear up» Selects landing gear UP
Taxi & T.O. Lights off
Engine failure detected Check uptrim: «Uptrim»
Check autofeather: «Autofeather»
Check both bleed FAULT illuminated
«Bleeds FAULT lit»
If no uptrim «No uptrim»
«Set PL 1 and 2 to the ramp» Set both PLs the the ramp and check
that the torque on the good engine
is at RTO power
If no bleed FAULT light «No bleed FAULT lit»
on the good engine «Select bleed 1 (or 2) OFF» Select bleed on the good engine OFF
«Radio my side», call to ATC

Event PF PM
Reaching acceleration «Acceleration altitude»
altitude «Set ALT» Select ALT mode on AFCS: «ALT green»
Order and do: «Set speed bug white bug» Set speed bug: «White bug set»
Reaching white bug «White bug»
speed Check/set PLs in the notch: «Power Levers
in the notch, set MCT» Check/set PLs to the notch
Set PWR MGT to MCT: «MCT set»
«Set IAS white bug» Select IAS mode and adjust to white bug
speed: «IAS xxx set»
a) «Normal conditions, flaps zero»; or a) Select flaps 0; or
b) «Icing conditions, maintain flaps 15» b) «Maintain flaps 15»
Flaps 0 «Flaps zero»
When the flight path is Point at affected PL: «PL 1 (or 2)?» Check PL pointed by PF: «Confirm»
stabilized Retard affected PL to FI: «Flight idle» Point at affected CL: «CL 1 (or 2)?»
Check CL pointed by PM: «Confirm» Retard affected CL to FTR: «Feather»
Retard affected CL to FUEL SO: «Fuel S.O.»
«Bleed engine alive OFF, yes of no?»
Check performance: «Yes» or «No» Select bleed OFF or let it be ON
Memo items complete «Engine flame-out at take-off checklist» «Memo items complete»
Find and read the checklist

Bomb on board
To reduce the effect of a bomb blast,
the procedure is to equalize the cabin 1
differential pressure 2
1 3
4
ALT SEL 5000 FT

2
HDG SEL HI VS -1500 FPM 3

4

Cockpit Door Locking System (CDLS)
When installed
CDLS is powered by DC ESS BUS
1
There are 2 manual lock bolts
2
3
2
1
1
3 1

Smoke
The term «smoke» includes all kinds of visible and invisible
fumes and odours.
As it may be difficult to determine the source of the smoke,
all smoke shall be considered as dangerous to health.
Indications:
• Visible smoke
• Smell ELEC SMK FWD SMK AFT SMK
• Smoke alert on CAP
Crew communication with oxygen mask on is
established in the following way:
• After putting on oxygen mask and goggles,
put on the headset.
• Set INT/RAD selector to neutral.
• Push the transmitter switch on the control
wheel to transmitt on the interphoone.

Dual DC GEN loss
Notes
1. CM1 is PF, as CM2’s flight instruments
(except RMI) are lost. NAV2, ADF2,
DME 1+2, RMI 1, weather radar and
radio altimeter are also lost.
2. DC GEN 1+2 are left in ON position in
case one of them may recover later.
3. Hydraulic green pump is selected off to
avoid overload of ACW BUS 2 when TRU
is selected on.
4. Auto pressurization is lost and outflow
valves closed. Manual control must be
used to control cabin pressure.
5. The extract fan has stopped. Avionics
vent exhaust mode is set to OVBD to
provide cooling of the avionics.
6. NO SMOKING and SEAT BELT lights in
the cabin are lost. PA must be used to
inform the passengers.

Emergency descent
General
The aircraft has during certification
demonstrated that it can descent from
FL250 to FL130 in 4 minutes or less.
Automatic deployment of passenger
oxygen masks are therefore not
mandatory, unless the flight is conducted
above high terrain.
Scenario 1: Rapid decompression with structural damage.
• Reduce the speed to 170 kt (Vlo), extend the landing gear
and then increase the speed to 185 kt (Vle).
Scenario 2: Rapid decompression without structural damage.
• Descent at Vmo/Mmo (max 250 kt).
Scenario 3: Slow decompression without structural damage.
• Descent at Vmo/Mmo (max 250 kt).
• Monitor cabin altitude. Oxygen is only required when the
cabin altitude exceeds 13,000 feet.
Rapid decompression Slow decompression

Ditching
Ditching is most likely a result of both engines flame-out. Impact preparations for the
flight crew:
• Flaps is still available by activating the blue HYD AUX PUMP
pb on the pedestal. • Secure all loose items.
• PM moves the seat full
Selection of landing area: aft and cranks the rudder
• Waves and swells should be avoided when possible. Lakes pedals full forward.
and calm rivers are good options. If the landing has to be in • PF aligns the seat with
the sea close to land, look for sheltered areas behind the seat position sight
islands. gauge.
• Waves and swells may have different directions. In general
is it better to land parallel with swells than against them.
• When possible, land close to land, but be aware of the fact
that the waves may be more shallow over deep water.
Landing technique: • Tighten the harness and
• With both engines inoperative (battery power) is the radio lock the shoulder harness
altimeter lost, and it can be difficult to estimate the height. with the inertial locking
• The landing should be with minimum slope, which is best handle.
achieved by keeping approach speed until the flare.
• The best pitch attitude for impact is 9°. PF should therefore
not sit too low, but be aligned with the seat position sight
gauge.
Forced landing
Impact preparations for the
Forced landing is most likely to be the result of both engines
flight crew:
flame-out.
• Secure all loose items.
• Flaps is still available by activating the blue HYD AUX PUMP
• PM moves the seat full
pb on the pedestal.
aft and set the rudder
Selection of landing area: pedals full forward.
• Fields may look flat from above, but may be hilly. In general is • PF aligns the seat with
the terrain sloping down towards lakes, rivers and streams. the seat position sight
gauge.
• Look out for power lines.
Landing technique:
• In most cases is it beneficial to land with the landing gear
down, as it will absorb some of the energy at impact.
• When landing in a field, land with minimum speed.
• When landing in trees, aim for the smallest trees and fly • Tighten the harness and
lock the shoulder harness
through the treetops.
with the inertial locking
handle.
Wind effect on energy at impact (E = mv2):
• Speed at impact = 100 kt; energy = 10,000
• 10 kt headwind: Ground speed = 90 kt; energy = 8,100
• 10 kt tailwind: Ground speed = 110 kt; energy = 12,100

Severe icing
Flight in severe icing conditions is flight outside
aircraft certification parameters. CRUISE
SPEED LOW
Detection:
APM (when installed) may give warnings as ice
INCREASE DEGRADED
accumulaton reduces aircraft performance. SPEED PERF
Other cues are:
1. Loss of performance (rate of climb/speed). APM messages
2. Water splashing and streaming on the
windshield.
3. Ice covering large unheated portions of
the side windows.
4. Unusual amount of ice accretion on other
parts of the aircraft
Escape:
1. Make a U-turn; and/or
2. Change altitude.
Severe icing is most likely to occur at SAT close
to 0°C. Decending or climbing a few thousand
feet may therefore help.

Recovery from stall or abnormal roll control
Stall can occur at any speed and at any aircraft
attitude. Stall is a result of excessive angle of
attack, which is a result of too low speed for a
given wing loading.
The stick shaker is the first line of defence.
Activation of the stick shaker disengages the
autopilot.
When the stick shaker activates, take control
and push the control wheel.
Ice accumulation on the wing reduces the
critical angle of attack. When the ICING AOA
CL
light is illuminated, the threshold for the stick ICING
shaker is reduced to compensate for this. AOA Clean wing
Severe icing may create ice accumulation
beyond the certified envelope. If abnormal roll
behaviour is experienced, apply stall recovery Contaminated wing
procedure and maintain flaps 15 until the
airframe is clear of ice.
Note: Flight beyond stick shaker is only an exercise to demonstrate the
operaton of the stick pusher during transition training in a simulator.
AOA (Angle of Attack)
Recovery from unusual attitudes
Unusual pitch and/or roll may be caused by:
• Wake vortex from large aircraft
• Severe turbulence
• Mechanical failure
• Severe icing
Nose down – indications: Nose down – indications:

• Nose steep down • Nose steep up
• Speed increasing rapidly • Speed decreasing rapidly
«Eyebrow» -
guidance to nose
up or down
Recovery from nose down Recovery from nose up

1. Simultaneously: Power flight idle and level the wings 1. Simultaneously: Power MCT and push the nose down
2. Pull the nose up to the horizon 2. With nose below the horizon: Level the wings
3. Stabilize and set power 3. At safe speed: Stop descent, stabilize and adjust power

Unreliable airspeed indication
Loss of reliable airspeed indication may be a
result of clogging of the pitot-static system
and/or ADC failure.
Clogging of the pitot system alone will lead to
erratic airspeed indication or loss of airspeed
indication.
Clogging of the static system results in a frozen
altimeter, zero VSI indication and erratic
airspeed indication (the error increases rapidly
with altitude change):
• Climb: IAS increases
• Descent: IAS reduces
Only the first part of the checklist in QRH is
shown here. It is all about flying the aircraft by
the numbers with a safety margin.
Despite the loss of the airspeed information,
the stick shaker is operative and must be
respected.
Groundspeed information from a DME can
only be used when flying directly towards or
from the station,for example on ILS approach. RNV mode on EHSI provides wind and
Othervise RNV mode should be used on EHSI groundspeed information
TCAS (1:2)
TCAS enhances traffic awareness, but has some important limitatons:
• Only aircraft with transponder with operating altitude reporting
are taken into account.
• Bearing information is not precise.
• It does not show the heading of other aircraft.
TCAS must never be used as sole means to maintain own separation
from other aircraft.
TA – Traffic Advisory: The crew should not take any evasive action, but
remain on the same route with the autopilot on.
Test display:
RA – Resolution Advisory: Evasive action must be taken.
Downward Upward • No threat traffic
RA
Initial preventive RA «Monitor vertical speed» • Proximy traffic
Corrective RA «Descent, descent» «Climb, climb»
Strenghtening of RA «Increase descent» «Increase climb» • TA traffic
Weakening of RA «Adjust vertical speed»
• RA traffic
Opposite RA «Descent, descent now» «Climb, climb now»
Crossover RA «Descent, crossing, descent» «Climb, crossing, climb» •+10 Relative level
Maintain existing VS RA «Maintain vertical speed, maintain»
Maintain existing VS while
• Level change
«Maintain vertical speed, crossing maintain»
crossing threat’s altitude
• Required VS
Vertical speed restricted «Adjust vertical speed, adjust»
End of RA «Clear of conflict» • Prohibited VS
TCAS (2:2)
In case of RA, PF must maneuver the aircraft promptly and smoothly in response to the green arc
on the VSI. Since the RA requires crew action withing 5 seconds and ± 0.25 G, the response to the
RA cannot be flown using the auto-pilot.
Caution:
• Disregaard any instructions from ATC and follow RA.
• Do not follow the flight director, but fly pitch.
• Do not overreact to RA. The VSI has a delay of several seconds.
PF PM
The commander decides: «I (you) have control»

TCAS TA: «Traffic, traffic»
Check VSI and annonunce
If traffic in sight: «Traffic in sight»
location of the aircraft
Disconnect auto-pilot Select SET BELT ON
«I have control» To ATC: «TCAS resolution»
TCAS RA Adjust pitch 5°, then follow green If climb: Set MCT
arc on VSI
Adjust power as required
Return to initial flight path To ATC: «Clear of conflict»
Clear of conflict
Engage auto-pilot Check PWR MGT in CLB or CRZ

EGPWS
On ATR is the Terrain Avoidance Warning System (TAWS) called Enhanced Ground Proximity Warning
System (EGPWS).
• In daylight VMC the warning may be regarded as a caution and the approach may be continued.
• In IMC or night the warning shall promptly be complied with.
EGPWS warning Pilot action

«Sink rate», «Terrain, terrain», «Pull up»
«Terrain ahead», «Obstacle ahead» Go-around if IMC or at night
«Too low terrain», «Too low gear», «Too low flaps»
«Don’t sink» (after take-off or go-around) Fly V2 or VGA
«Glideslope» (below ILS glideslope) Correct flightpath
«Bank angle, bank angle» Reduce bank angle
•1 When landing with reduced flaps, the GPWS

selector is set to FLAP OVRD to avoid «Too low
flaps» warning 2
•2 When flying at an airport not in the terrain 1
database, TERR pb is selected OFF.

Recovery from windshear
Windshear is a sudden cange of wind direction and/or
velocity. It can generaly be negotiated safely when
encountered above 1,000 feet, but at lower altitudes is Heavy rainshowers can cause strong
it potentially dangerous. downdrafts (microbursts) and
Avoidance: horizontal winds close to the ground
Delay your take-off or approach. Calculate V1, VR and
V2 for the maximum weight available.
Escape procedure at take-off:
• Disregard FD and increase pitch to 10°.
• Do not change configuration until safe speed and
altitude are reached. Sea breeze can change
Escape procedure during approach: horizontal winds close
to the ground
• Go around, disregard FD and increase pitch to 10°.
• Do not retract the landing gear until safe speed and
altitude are reached.
Notes:
1. If necessary, advance PLs to max power (ramp Terrain and obstacles can
position) or emergency power (wall position) and cause rotors close to the
increase pitch smoothly. Respect the stick shaker. ground
2. Leave the landing gear down until climb is
established, as it will absorb some energy in case of
impact.
Pilot incapacitation
General
Pilot incapacitation is defined as a condition which affects the health of a flight crew
member during the flight phase and which decreases his skill for the assigned tasks.
Incpacitation can occur in many forms varying from obvious sudden death to partial loss
of function.
Recognition
a) The crew member feels sick.
b) The crew member does not respond appropriately to two verbal communications.
c) The crew member does not respond to a verbal communication associated with a
significant deviation from the flight profile.
d) Incoherent speech, strange behaviour, irregular breathing, pale fixed facial
expression and/or jerky movements.
Action
1. The other pilot takes command by announcing «I HAVE CONTROL», corrects the
flight path and uses the auto-pilot as much as possible.
2. Ensure that the incapacitated pilot does not interfere with the flight controls.
3. Call cabin crew for assistance.
4. Emergency call to ATC: «MAYDAY, MAYDAY, MAYDAY, EXPERIENCING CREW
INCAPACITATION, REQUEST MEDICAL ASSISTANCE ON LANDING».
5. Land ASAP.

Abnormal parameters during start
Excessive ITT
ITT limitations for engine start:
• 800 - 840°C for more than 20 sec
• 840 - 950°C for more than 5 sec
No ITT
The reason may be no fuel flow, no ignition or
indicator failure.
It START A or START B was used, try again with
START A&B after completion of the No ITT DURING
START procedure (ventilation run).
No NH
The reason may be starter fault or indicator failure.
Indicator failure is evident when the starter engine
can be heard.
In case of indicator failure can the engine be started
in accordance with the procedure in QRH (NO NH
The alert light illuminates when ITT DURING START).
exceeds 800°C (or 715°C in hotel mode)
Nacelle overheat
WARNING
Indication
• MW + CRC
• NAC 2 OVHT on CAP
Condition
Nacelle 2 temperature exceeds 170°C, which
is most likely to happen during hotel mode
operation in tailwind.
Action
Prevention
When nacelle overheat occurs in hotel mode,
When the tailwind component is greater than 10
shut down the engine immediately.
kt, the engines should be started and stopped
When nacelle overheat occurs during taxi, with the propeller brake off. The propellers
follow the procedure in QRH. should not run in feather for a prolonged time.
No action is required if the warning occurs When taxiing in tailwind, avoid use of reverse for
after engine shut down. more than 10 seconds.
Note: Pushback creates an extra tailwind
Note: Nacelle overheat warning system is
component of 3-5 kt.
installed in engine 2 only.

Fire loop fault
Indication
• MC + SC
• LOOP on CAP
CAUTION
• Local alert: LOOP FAULT
Condition
There is a change in the electrical resistance
in the associated fire detector loop.
Action
Switch off the failed loop, as it may conceal
a fire warning. FAULT
A change in the electrical resistance

and capacitance in the fire loop results
in a fire signal. A change in the
resistance alone results in a fault
signal. Fire detection is inhibited until
the failed loop is selected off.

Abnormal propeller brake
WARNING
UNLOCK
Indication
• MW + CRC
• PROP BRK on CAP
• Local alert: PROP BRAKE UNLOCK
Condition
a) The propeller brake is not in full locked
or full open position; or
b) The propeller brake is engaged and the
gust lock is released.
Action
a) CL 2 to FUEL SO
b) Engage the gust lock
Note: When operating in hotel mode, the
propeller area shall always be regarded as
an unsafe area.

EEC fault
Ref. FCOM 1.16.30 and 2.02.11
MC + SC; ENG on CAP
Take-off FAULT
When the EEC fails at take-off, the EEC FAULT OFF OFF
light is flashing, indicating that NH is frozen to
ensure sufficient power for the initial climb.
When EEC FAULT is flashing, do not deselect EEC
The PL is ineffective until it is moved behind the 52° mark
on the quadrant.
Other flight regimes Notch
When the EEC fails, the EEC FAULT light is steady, and there
is a change of power. This may erroneously be interpreted
as a flame-out. 52°
The EEC may be reset, but only by following the procedure
in QRH.
Landing with EEC off
Reverse power is reduced, and the ACW GEN is lost.
When landing with both EEC off, ACW GEN 1+2 and normal
braking are lost. Emergency braking may have to be used.

Engine flame-out
Indications
• Loss of Torque
• NP unchanged
• ITT drops below 350°C
• NH drops below 30 %
• DC GEN FAULT (MC + SC)
• BLEED and PACK FAULT (MC + SC)
• Loss of oil pressure (MW + CRC)
Performance implication ENG 1 OIL
Propeller is windmilling, creating drag
and increasing Vmca
PF PM
The first pilot who discovers an engine flame-out, calls «Engine flame-
out», and the other acknowledges: «Check» ELEC AIR
«Engine flame-out memory items»
Point at affected PL: «PL 1 (or 2)?» Check PL pointed by PF: «Confirm»
Retard PL to FI: «Flight idle» Point at affected CL: «CL 1 (or 2)?»
Check CL pointed by PF: «Confirm» Retard CL to FTR: «Feather»
Retard CL to FUEL SO: «Fuel S.O.»
«Engine flame-out checklist»

Single engine operation (1:2)
Climb
• Below acceleration altitude, climb at V2 or VGA.
• Above acceleration altitude, climb at white bug speed.
Retract the flaps in normal conditions.
• When the engine is thermodynamical limited, selecting
bleed OFF gives 3-4 % more torque.
Trim
• The aircraft must be trimmed in all axis.
• The ailerons can only be trimmed when TCS is engaged,
AP is off or there is a RETRIM message on ADU.
• When climbing at V2 at RTO power, full rudder trim is Climb at V2: Best climb is achieved by
required towards the operating engine. applying 3-5° bank towards the
• Any change of power and speed requires retrimming. operating engine and apply rudder to
AFCS keep the slip indicator a half line
• No change in procedures. HI BANK is used as usual. towards the operating engine.
Fuel management As the speed increases, the bank into
• Fuel cross-feed may be used to keep more fuel in the the operating engine is reduced and
tank on the side of the operating engine. the slip indicator centered.
Approach
• Do not reduce speed below 1.1 VMCA until comitted to
land.
Single engine operation (2:2)
Speeds are identical to normal procedures.
Single engine torque is the double value of normal torque – 5 %.
Two engines Single engine

Level flight, clean configuration, 160 kt 40 % Torque 75 % Torque
Approach, landing configuration, VAPP 25 % Torque 45 % Torque
The configuration for single engine approach is identical to normal procedures, but timing of
the configuration changes is altered.
Normal procedure Single engine procedure
ILS approach • Glide slope alive: Flaps 15 • Glide slope alive: Flaps 15
• GS 1 dot: Gear down • GS star: Gear down
• GS ½ dot: Flaps 30 • Established in descent: Flaps 30
Non-precision approach • 4 NM / 2 min before FAF: Flaps 15 • 4 NM / 2 min before FAF: Flaps 15
and gear down • 1 NM before FAF: Gear down
• 1 NM before FAF: Flaps 30 • Established in descent: Flaps 30
Circling approach • Final approach flown with flaps 15 • Final approach flown with flaps 15
and gear down. and gear up.
• Aligned on final RWY: Flaps 30 • End of downwind: Gear down.
• Aligned on final RWY: Flaps 30

PEC fault
CAUTION
Indication
FAULT
• MC + SC
• ENG on CAP
• Local alert: PEC FAULT
Condition
Both PEC chanells have failed.
Action
If on short final, go around.
Follow the procedure in QRH.
When landing:
• Do not set PLs below FI until the nose
wheel is on the ground.
• Reverse and ACW GEN are lost. PEC fault causes NP to rise to 102%
Low pitch in flight
Indication
• MC + SC
• ENG on CAP CAUTION
• Local alert: ENG LO PITCH
• Strong yawing moment towards the
affected engine
LO
Condition PITCH
Low pitch is detected in flight. When a low

pitch is detected, pitch increases. If the
failure persists, the pitch will decrease again,
causing a cycling situation.
Warning: VMC is much higher than usual
Action due to excessive propeller drag.
Feather and shut down the engine. Any attempt to maintain altitude may cause
loss of control as the speed decreases.
Priority must be given to maintain the speed
until the propeller is feathered.

Engine oil low pressure
WARNING
Note 1
ENG 1 OIL
Note 2
Note 1: This procedure checks whether the CCAS alert is operative

or not. When CL is moved from FUEL SO to FTR, low oil pressure
waring is inhibited for 30 seconds (to prevent unncesary alert during
engine start). If the CCAS alert is operative, the local alert is wrong.
If the CCAS alert is not operative, the local alert is right.
Note 2: Engine oil is used to feather the propeller. Loss of engine oil
may lead to partial feathering of the propeller and increased drag.
Electrical bus failures (1:10)
General
• A bus failure is often associated with a BUS OFF
caption and multiple amber lights as associated BUS INV BUS INV
systems are isolated. OFF FAULT OFF FAULT
U
N
• The engine instruments are powered by the following D/
V
electrical buses (a bus failure will lead to instrument
failure):
DC EMER BUS
The DC ESS BUS is

divided into two parts,
and a partial failure DC BUS DC BUS
DC ESS BUS OFF OFF
will only affect the
engine instruments
for one engine.
SHED
DC BUS 1 DC BUS 2 FAULT FAULT

Bus affected Indications
DC BUS 1 On MAIN ELEC PWR panel: INV
• DC BUS 1 OFF FAULT
DC BUS 2
• DC GEN 1 FAULT
DC SVCE BUS • DC SVCE/UTLY BUS SHED
• INV 1 FAULT
DC UTLY BUS 1
Engine instruments:
DC UTLY BUS 2 • Engine 1 oil pressure/temperature
DC ESS BUS • Engine 1 fuel flow/fuel used
Note 1: CM2 is PF, as CM1 has lost DME1,
DC EMER BUS
static port heating and side window
DC STBY BUS heating.
AC STBY BUS Note 2: Auto pressurization is lost; manual
control must be used. DC BUS
OFF
AC BUS 1
Note 3: DC SVCE and UTLY BUS 1 are lost.
AC BUS 2 The pushbutton may remain on as UTLY
BUS 2 is operative.
ACW BUS 1
Note 4: Idle gate is lost; PM must pull the SHED
ACW BUS 2 handle after touch down.
FAULT

DC BUS 1 On MAIN ELEC PWR panel: INV
• DC BUS 2 OFF FAULT
DC BUS 2
• DC GEN 2 FAULT
DC SVCE BUS • DC SVCE/UTLY BUS SHED
• INV 2 FAULT
DC UTLY BUS 1
Engine instruments:
DC UTLY BUS 2 • Engine 2 oil pressure/temperature
DC ESS BUS • Engine 2 fuel flow/fuel used
Note 1: CM1 is PF, as CM2 has lost all
DC EMER BUS
flight instruments.
DC STBY BUS Note 2: Sealt belt signs are lost; use PA to
AC STBY BUS inform the passengers.
DC BUS
Note 3: DC UTLY BUS 2 is lost. The OFF
AC BUS 1
pushbutton may remain on as DC SVCE
AC BUS 2 and UTLY BUS 1 are operative.
ACW BUS 1 Note 4: Engine 1 must not be shut down
during taxi after landing. SHED
ACW BUS 2
FAULT

Electrical bus failures
Bus affected Indications DC UTLY BUS 1 FAULT DC UTLY BUS 2 FAULT
DC BUS 1 On MAIN ELEC PWR panel:

• DC SVCE/UTLY BUS SHED
DC BUS 2
DC SVCE BUS has failed: Air conditon control panel
DC SVCE BUS • No other indications
DC UTLY BUS 1 DC UTLY BUS 1 has failed:
• RECIRC FAN 1 FAULT
DC UTLY BUS 2
DC UTLY BUS 2 has failed:
DC ESS BUS • RECIRC FAN 2 FAULT
DC EMER BUS Note: The DC SVCE/UTLY BUS pushbutton
DC STBY BUS may remain on, to allow operation of the
systems connected to the other buses.
AC STBY BUS
AC BUS 1
AC BUS 2
ACW BUS 1
SHED
ACW BUS 2

• DC ESS BUS arrow
DC BUS 2
Engine instruments:
DC SVCE BUS • NP indicators
DC UTLY BUS 1 • ITT indicators
• NH indicators
DC UTLY BUS 2
Note 1: The DC ESS BUS is divided into
DC ESS BUS two parts, and a partial failure will only
affect the engine instruments for one of
DC EMER BUS
the engines.
DC STBY BUS Note 2: The CDLS (if installed) must be
AC STBY BUS closed manually with the bolts.
Note 3: Crew communication (ACP), PA
AC BUS 1
and cockpit/cabin calls are lost.
AC BUS 2 Note 4: Fuel quantity indicators are lost.
ACW BUS 1 Note 5: Green hydraulic pump is lost;
ACW BUS 2 cross-feed is available.
Note 6: The temperature indicator,
landing lights and CM1 wiper are lost.

• DC EMER BUS arrow
DC BUS 2
Engine instruments:
DC SVCE BUS • TQ indicators
DC UTLY BUS 1 Note 1: AFCS is lost.
DC UTLY BUS 2 Note 2: Normal pitch trim, aileron trim
and rudder trim are lost. Only stand-by
DC ESS BUS pitch trim is available.
DC EMER BUS Note 3: Pressurization control is lost, and
DC STBY BUS a descent to FL100 must be initiated.
Note 4: VHF 1 and transponder 1 are lost.
AC STBY BUS
Note 5: Ice protection is lost.
AC BUS 1
Note 6: Fuel flow indicators may be used
AC BUS 2 to monitor engine power.
ACW BUS 1 Note 7: Blue hydraulic pump is lost, and
cross-feed must be selected.
ACW BUS 2
Note 8: Antiskid and NWS are lost.

• STBY BUS UND/V
DC BUS 2 U
N
Note 1: CM2 is PF, as CM1 has lost the D/
V
DC SVCE BUS flight instruments.
DC UTLY BUS 1 Note 2: VOR/ILS 1 and ADF 1 are lost.
DC UTLY BUS 2 Note 3: Flaps control is lost.
DC ESS BUS Note 4: Landing gear control is lost, but
can be lowered by gravity extension.
DC EMER BUS
The standby buses are needed to fly an
DC STBY BUS instrument approach and land the aircraft.
AC STBY BUS
AC BUS 1
AC BUS 2
ACW BUS 1
ACW BUS 2

DC BUS 1 AC BUS 1 BUS INV BUS
OFF FAULT OFF
• INV 1 FAULT for 10 seconds; then
DC SVCE BUS • BUS 1 OFF (INV 1 FAULT extinguished)
DC UTLY BUS 1 Note: Trim indicators are lost.
DC UTLY BUS 2
DC ESS BUS AC BUS 2
On MAIN ELEC PWR panel:
DC EMER BUS
• INV 2 FAULT for 10 seconds; then
DC STBY BUS • BUS 2 OFF (INV 2 FAULT extinguished)
AC STBY BUS Note: CM1 is PF, as CM2 has lost the flight
instruments.
AC BUS 1
AC BUS 2
ACW BUS 1
ACW BUS 2

DC BUS 1 On MAIN ELEC PWR panel: LO PR
• ACW BUS 1 OFF

DC BUS 2
• ACW GEN 1 FAULT
DC SVCE BUS On HYD PWR panel:
DC UTLY BUS 1 • BLUE PUMP LO PR ACW BUS
OFF
On ice protection panels:
DC UTLY BUS 2
• CAPT TAT, ALPHA and PITOT lights
DC ESS BUS • L WINDSHIELD HTG FAULT
• PROP 1 FAULT (if ON) FAULT
DC EMER BUS
• RUD & L ELEV HORNS FAULT (if ON)
DC STBY BUS Note: CM2 if PF, as ice protection on the
AC STBY BUS left side is lost. TAT ALPHA
FAULT
AC BUS 1 PITOT
AC BUS 2
ACW BUS 1
ACW BUS 2
FAULT
FAULT

DC BUS 1 On MAIN ELEC PWR panel: LO PR
• ACW BUS 2 OFF

DC BUS 2
• ACW GEN 2 FAULT
DC SVCE BUS On HYD PWR panel:
DC UTLY BUS 1 • GREEN PUMP LO PR ACW BUS
OFF
On ice protection panels:
DC UTLY BUS 2
• F/O TAT, ALPHA and PITOT lights
DC ESS BUS • R WINDSHIELD HTG FAULT
• PROP 2 FAULT (if ON) FAULT
DC EMER BUS
• AIL & R ELEV HORNS FAULT (if ON)
DC STBY BUS Note 1: CM1 if PF, as ice protection on the
AC STBY BUS right side is lost. TAT ALPHA
Note 2: Ice detector is lost. FAULT

AC BUS 1 PITOT
AC BUS 2
ACW BUS 1
ACW BUS 2
FAULT
FAULT

Hydraulic failures
Loss of one main hydraulic pump
• LO PR or OVHT Loss of the
LO PR BLUE pump
• X-FEED is used to recover the system
Loss of both main hydraulic pumps OVHT
• LO PR and/or OVHT
• Blue AUX PUMP is available and will operate
when the landing gear is selected down
LO PR LO PR Loss of both
Follow BOTH MAIN HYD PUMPS LOSS procedure pumps
Loss of one hydraulic system
• LO LVL incicating that the associated system is lost
due to a hydraulic leak (the tank is almost empty)
• LO PR will follow when the tank is empty Loss of the
BLUE system
• Cross-feed is prohibited LO
LVL
Loss of both hydraulic systems
a) Blue system LO LVL + loss of green pump; or
b) Both systems LO LVL; or Loss of both
LO PR systems
c) Loss of all three hydraulic pumps
(scenario a)
Follow BOTH HYD SYS LOSS procedure LO
LVL

Flaps unlock
WARNING
Indication
• MW + CRC
• FLAPS UNLK on CAP
• Flaps indicator: Flaps retracting
Condition
The flaps is retracting uncommanded, as it
is moving freely with aerodynamic forces.
Action before V1
Stop
Action after V1
Increase VR and V2 by 10 kt
Action on approach
• Go around
• Increase VGA by 10 kt

Elevator jam
Indication
PF cannot move the control column forwards or
backwards.
Condition
One of the elevators are jammed.
Action
PF PM
“Pull, pull!” or Grab the control wheel
“Push, push!” and follow order (pull or
push)
The pilot who can move the control column is PF and
announces “My control”
Note 1: When the control column is uncoupled,

PITCH DISCONNECT is shown on CAP (MW+CRC).
Note 2: The max speed given in the procedure
for PITCH DISCONNECT is valid when both
elevators can move freely. When one elevator is
jammed, the maximum speeds in ELEVATOR JAM
procedure must be respected.

Excessive cabin altitude
WARNING
Indication
• MW + CRC
• EXCESS CAB ALT on CAP
• Cabin ALT indicator above 10,000 ft
Condition
The pressurization control cannot maintain
normal cabin altitude.
Rapid decompression Slow decompression
• ALT increasing rapidly • ALT increasing slowly
• High RATE • Low RATE
• DIFF decreasing rapidly • DIFF decreasing slowly
Action Action
Emergency descent Follow procedure in QRH

Excess cabin differential pressure
Indication
WARNING
• MW + CRC
• EXCESS CAB ΔP on CAP
• ALT decreasing
• RATE DN (descending)
• DIFF above 6.35 PSI
Condition
The most probable cause is that the outflow valves are
closed, allowing the pressure to build up inside the cabin.
Action
Follow the procedure in QRH.
If is is not possible to control the cabin pressure in manual
mode, switch off both BLEED valves to prevent more air to
enter the cabin.
Warning: Excessive cabin differential pressure may – if not
controlled – lead to structural dammage.

Aileron mistrim, Pitch mistrim, Pitch trim fail
Indication
• AP MSG on EADI HDG ALT
AILERON MISTRIM
• Flashing message on ADU
HDG SEL HI ALT
Cause
The autopilot servo has
reached its limit of travel.
Any further deviation will AP MSG
cause the AFCS to disconnect
the autopilot with the aircraft
out of trim.
Action
Hold the flight controls firmly and switch off the autopilot.
The autopilot may be re-engaged when the aircraft is properly trimmed in all axis.
Increase Speed (APM – when installed)
CRUISE
SPEED LOW
DEGRADED INCREASE CAUTION
PERF SPEED
APM (Aircraft Performance Monitoring) detects loss of

performance that may be caused by ice accumulation
and gives warnings in three levels:
1. CRUISE SPEED LOW: Cruise speed is 10 kt less
than theoretical max cruise speed
2. DEGRADED PERF (MC + SC, ANTI ICING on CAP):
Abnormal drag increase that could be due to
severe icing conditions
3. INCREASE SPEED (MC + SC , ANTI ICING on CAP):
Aircraft speed is less than red bug +10 kt

EFIS COMP
Indication
• MC + SC
• EFIS COMP on CAP
• Caution message on EFIS
CAUTION
• AFCS reverts to basic mode
• Auto-pilot disconnects
An attitude (roll or pitch) error requires
immediate action to identify the wrong
instrument.
The circuit breakers are located at the
overhead circuit breaker panel.
ROL
ROL
Capt EADI Standby horizon F/O EADI

AHRS fail
Indication
• ATT FAIL on EADI
• HDG FAIL on EHSI
• Red flag on opposite RMI
Action
• Press ATT/HDG pushbutton on the affected side

SGU fail
Indication
a) Both CTRs goes black; or
b) SGU FAIL message on both CRTs
Action
• Press EFIS SG pushbutton on the
affected side
• The crew member on the non- SG FAIL
affected side should be PF, as the
crew member on the affected
side will view a copy of the
other’s displays, including the
associated NAV/ILS
SG FAIL
SGU total failure SGU part A or part B failure

CRT fail
Indication
• A sigle CRT goes black
Action
Switch off the failed CRT to obtain composite mode on the remaining CRT.
HDG ALT
Normal operation CRT fail (EADI) Composite mode

Volcanic ash encounter
Volcanic ash consists of small particles of volcanic
rock with sharp edges and sulphurous gases. The
ash-cloud can spread over a huge area in short
time. The ash is not visible on weather radar and
may look like normal clouds. Flight into an ash
cloud may present the following hazards:
• It is harmful to breathe.
• It contains glassy materials, which melts in the
combustion chamber. The molten glass can
coat the fuel nozzles and the turbine.
• It can clog the pitot tubes.
• It can «sandblast» windscreen, compressors
and propellers.
Indications
• Acrid odor (similar to sulphur)
• Rapid onset of engine problems
• Airspeed fluctuation
• St Elmo’s fire
• Landing lights casting sharp, distinct shaddow
Photo from Wikipedia
MFC fault
Indication
• MC + SC
FAULT FAULT
• MFC on CAP
CAUTION
• Local alert: MFC FAULT
• Various systems failures
MFC failure may lead to unusual indications,

such as local oil low pressure warning when the
engine is shut down.
Loss of a single module will lead to loss of some
systems and alerts. However, the aircraft may
be dispatched according to MEL.
Loss of more than one module will lead to a
more serious situation as several systems and
alerts are lost.
Note: It is important to follow the procedure in
QRH, as some alerts associated to the lost
systems are lost as well.

Banco 1 Atr72

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Flight Operations and Training Department

ATR 72 PEC Equipped (AT75)

ISSUE 03 | Jun 2013

Issue 3 Jun 2013 © ETOPS For training only 2

This FCTM consists of three documents:

Issue 3 Jun 2013 © ETOPS For training only 3

Color Function Example

Dark cockpit concept

Issue 3 Jun 2013 © ETOPS For training only 4

Issue 3 Jun 2013 © ETOPS For training only 5

• CM1 performs all emergency actions PF

Issue 3 Jun 2013 © ETOPS For training only 6

1. Fly the aircraft PF

Priority of actions and checklists:

• Never hurry – take time to analyze the situation

Issue 3 Jun 2013 © ETOPS For training only 7

For approach can the aircraft be flown with same configurations

Note that a feathered propeller creates less drag than an operating

Issue 3 Jun 2013 © ETOPS For training only 8

Issue 3 Jun 2013 © ETOPS For training only 9

confirm the failure: «Check»

Issue 3 Jun 2013 © ETOPS For training only 10

Example: PACK VALVE FAULT

Example: AC BUS 1 OFF

Example: Hydraulic BLUE PUMP LO LVL

The following failures should not or can not not be reset:

When reset is successful:

Circuit breaker reset policy

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After the assessment, PF suggests a decision, validated by the commander.

PM then inform, if necessary:

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Indications of engine fire: WARNING

Reasons for engine fire indication:

Indications of severe engine mechanical damage:

Examples of reasons for severe engine mechanical damage:

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Event CM1 CM2

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ALT SEL 5000 FT

HDG SEL HI VS -1500 FPM 3

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Rapid decompression Slow decompression

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Nose down – indications: Nose down – indications:

Recovery from nose down Recovery from nose up

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