atr 42/72-500 standard operating...

ATR 42/72-500

STANDARD OPERATING

PROCEDURES STANDARDS INSPECTION DIVISION

FLIGHT OPERATIONS DEPARTMENT

Document # FOD/SOP-ATR 42/72

Standard Operating Procedure Document # FOD/SOP-ATR 42/72

Chapter 0 Page - 1

APPROVAL Edition 6 Rev 00

December 03, 2018

Controlled Document – Do Not copy without prior permission of Director Flight Operations

APPROVAL

STEP NAME & DESIGNATION SIGNATURE DATE

Prepared by Capt. Nabeel Javed Dy. Chief Pilot ATR

Reviewed by Capt. Irtiza Ali

TRI & SFI

Vetted by

Capt. Wasim Pirzada CP Standards

Inspection

Approved by Capt. Uzair Khan

T.ST

Director Flt. Ops/CoFo

PCAA Approval #

Effective Date

______________________ SIGNATURE & STAMP OF APPROVING AUTHORITY

HQCAA/1076/038/FSAC/3867

20TH FEBRUARY, 2019


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APPROVAL Edition 6 Rev 00

December 03, 2018


Intentionally Left Blank


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Table of Contents Edition 6 Rev 00

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NORMAL OPERATIONS

Serial# Chapters

00 INTRODUCTION

01 GENERAL

02 PRE FLIGHT DUTIES

03 FLIGHT PREPARATION

04 ENGINE START

05 TAXI

06 BEFORE TAKEOFF

07 TAKEOFF

08 DEPARTURE AND CLIMB

09 CRUISE

10 DESCENT

11 HOLDING

12 APPROACH

13 MISSED APPROACH

14 LANDING


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Table of Contents Edition 6 Rev 00

December 03, 2018

NORMAL OPERATIONS

Serial# Chapters

15 AFTER LANDING

16 PARKING

17 LEAVING THE AIRCRAFT

18 STANDARD CALL OUTS

19 SUPPLEMENTARY INFORMATION (CDO)

NON-NORMAL OPERATIONS

Serial# Chapters

20 FAILURE TREATMENT

21 APM FAULT ON GROUND

22 ENGINE RESTART IN AIR

23 ABORTED TAKEOFF

24 TAKEOFF ENGINE FLAMEOUT PROCEDURE

25 CRUISE ENGINE FLAMEOUT PROCEDURE

26 APPROACH & LANDING ENG FAILURE /FIRE

27 GALLEY OVERHEAT/BURN

28 EMERGENCY DESCENT


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Introduction Edition 6 Rev 00

December 03, 2018

Serial# INTRODUCTION Page

0 SCOPE 7

0.1 DISTRIBUTION LIST 8

0.2 HOW TO FILE REVISIONS 8

0.3 RECORD OF REVISION 11

0.4 LIST OF EFFECTIVE PAGES 13

0.5 ABBREVIATION 15


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0. Scope

PIA Standard Operating Procedures (SOP) for ATR 42/72-500 pertains to specific procedures related to ATR 42/72-500 aeroplane only. This Manual establishes sequence, designate individual and collective crew duties and furnish brief explanations in simple form for understanding. It is an elaboration and an extension of the ATR recommended normal & non-normal procedures which for all intent and purposes refer to ATR’s latest AFM, FCOM and FCTM.

Any question about the content or suggestions can be directed to:

Chief Pilot Standards & Inspection

Flight Operations Dept. Head Office,

Karachi, Airport.

E-Mail: [email protected]

mailto:[email protected]


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0.1 DISTRIBUTION LIST

Master Copy of ATR 42/72 Standards Operating Procedures is retained and controlled by the office of Chief Pilot Standards Inspection. Distribution list of ATR 42/72 SOP is as under:

1. Director Flight Operations 2. All Chief Pilots 3. All Equipment Chief 4. All Flight Crew (ATR 42/72) on IPAD/Softcopy 5. DCP QA (Flight Ops)

The distribution list will be maintained and updated by Chief Pilot Technical according to operational needs and requirements.

0.2 HOW TO FILE REVISIONS

How to file revisions in this manual:

This Manual is a controlled document and is audited to ensure

that it is properly maintained. When a revision is issued for this

manual, following instructions shall be followed as a guideline for

the manual update process:

STEP 1:

Upon receipt of a revision packet, ensure that the revision you

received is the continuation of the last revision record.

STEP 2:

Before updating this manual with the new revision, make sure the

manual has the previous revisions inserted.

a) Revision records for this manual are shown on the following page.

b) Compare the last revision signed off in the manual to the new revision.

c) The new revision will be the next number in sequence. d) Insert the new revision and remove the old pages.


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STEP 3:

When new revision is inserted, turn to the Revision Records page.

Insert date and sign on the appropriate revision line.

0.2.1 ELECTRONIC COPIES

Electronic copies shall be uploaded on the iPAD. Refer to EFB SOP

for the updating/amendment procedure of Electronic Copies.

NOTE: As revisions are received and entered into this manual,

complete the Revision Record boxes. To maintain an accurate

history of revisions, keep Revision Records sheet in this manual. If

a new Revision Records page is received, place the new page on

top of the previous page.


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0.3 RECORD OF REVISIONS

No. Revision

Date Date Filed No

Revision

Date Date Filed

0 Dec 03, 2018 1

2 3

4 5

6 7

8 9

10 11

12 13

14 15

16 17

18 19

20 21

22 23


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0.4 LIST OF EFFECTIVE PAGES

CHAP DESCRIPTION EFFECTIVE

PAGES REVISION#

REVISION DATE

0 INTRODUCTION 1-20 00 Dec 03, 2018

1 GENERAL 1-18 00 Dec 03, 2018

2 PRE FLIGHT

DUTIES 1-6 00 Dec 03, 2018

3 FLIGHT

PREPARATION 1-20 00 Dec 03, 2018

4 ENGINE START 1-12 00 Dec 03, 2018

5 TAXI 1-6 00 Dec 03, 2018

6 BEFORE TAKEOFF 1-4 00 Dec 03, 2018

7 TAKEOFF 1-6 00 Dec 03, 2018

8 DEPARTURE AND

CLIMB 1-4 00 Dec 03, 2018

9 CRUISE 1-4 00 Dec 03, 2018

10 DESCENT 1-8 00 Dec 03, 2018

11 HOLDING 1-4 00 Dec 03, 2018

12 APPROACH 1-14 00 Dec 03, 2018

13 MISSED

APPROACH 1-4 00 Dec 03, 2018

14 LANDING 1-6 00 Dec 03, 2018

15 AFTER LANDING 1-4 00 Dec 03, 2018

16 PARKING 1-6 00 Dec 03, 2018

17 LEAVING THE

AIRCRAFT 1-4 00 Dec 03, 2018


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18 STANDARD CALL

OUTS 1-18 00 Dec 03, 2018

19 SUPPLEMENTARY

INFORMATION 1-12 00 Dec 03, 2018

20 FAILURE

TREATMENT 1-6 00 Dec 03, 2018

21 APM FAULT ON

GROUND 1-2 00 Dec 03, 2018

22 ENGINE RESTART

IN AIR 1-2 00 Dec 03, 2018

23 ABORTED

TAKEOFF 1-6 00 Dec 03, 2018

24

TAKEOFF ENGINE

FLAMEOUT

PROCEDURE

1-2 00 Dec 03, 2018

25 CRUISE ENGINE

FLAMEOUT PROCEDURE

1-4 00 Dec 03, 2018

26 APPROACH &

LANDING ENG FAILURE /FIRE

1-2 00 Dec 03, 2018

27 GALLEY

OVERHEAT/BURN 1-2 00 Dec 03, 2018

28 EMERGENCY

DESCENT 1-6 00 Dec 03, 2018


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0.5 ABBREVIATIONS

ABBREVIATION

A/C Aircraft

A/P Auto Pilot

AAL Above Aerodrome level

AC Air-Conditioning

ACW Alternating Current Wild

ADC Air Data Computer

ADU Advisory Display Unit

AFCS Automatic Flight Control System

AFM Airplane Flight Manual

AGL Above Ground Level

Airep Air Report

ALT Altitude

APM Aircraft Performance Monitoring

APV Approach Procedures with Vertical guidance

ASI Air Speed Indicator

ATC Air Traffic Control

ATIS Automatic Terminal Information System

ATPCS Automatic Takeoff Power Control System

AWO All Weather operation

BETA RANGE PL range between GI & MAX reverse

BTC Bus Tie Contactor

BRNAV Basic Area Navigation

C of A Certificate of Airworthiness

CDA Continuous Descent Approach

CDFA Continuous Descent Final Approach


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CDO Continuous Descent Operations

C of R Certificate of Registration

CL Condition lever

C/L Check List

CAP Crew Alerting Panel

CAT-I Category –I

CCAS Centralized Crew Alerting System

CFIT Controlled Flight Into Terrain

CFP Computerized Flight Plan

CG Centre of Gravity

CL Condition Lever

CM Cockpit Manager

DC Direct Current

DEST Destination

DH Decision Height

DIR TO Direct To

EGPWS Enhanced Ground Proximity Warning System

EHSI Electronic Horizontal Situation Indicator

EMER Emergency

ENG Engine

ETA Estimated Time of Arrival

FCOM Flight Crew Operational Manual

FD Flight Director

FDAU Flight Data Acquisition Unit

FI Flight Idle

FIF Flight Information File

FMA Flight Mode Annunciator

FOD Foreign Object Damage

FOS Flight Operations Software


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FTR Feather

FU Fuel Used

Fuel SO Fuel Shut Off

GA Go Around

GEN Generator

GI Ground Idle

GNSS Global Navigation Satellite System

GPU Ground Power Unit

GS Glide Slope

HDG Heading

HYD Hydraulic

IAF Initial Approach Fix

IAS Indicated Air Speed

ICAO International Civil Aviation Organization

ILS Instrument Landing System

IMC Instrument Metrological Conditions

INBD In Bound

ITT Inter Turbine Temperature

KTS Knots

LNAV Lateral Navigation

LO Low

LOC Localizer

LVP Low Visibility Procedure

LVTO Low Visibility Takeoff

MAP Missed Approach Point

MDA Minimum Descend Altitude

MEA Minimum En-route Altitude

MEL Minimum Equipment List

MFC Multi Function Computer


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MORA Minimum Off Route Altitude

MSA Minimum Safe Altitude / Minimum Sector altitude

NAC Nacelle

NAV Navigation

NDB NON Directional Beacon

NH High Pressure Turbine RPM

NL Non Limiting / Low Pressure Turbine RPM

NPA Non-precision Approach

NOTAMS Notices to Airmen

OBJ TQ Objective Torque

OEIB Operational Engineering Information Bulletin

OETB Operational Engineering Technical Bulletin

OVHT Over Heat

PA Public Address

PAPI Precision Approach Path Indicator

PAX Passenger

PB Push Button

PF Pilot Flying

PL Power Lever

PM Pilot Monitoring

PROG Progress

PROP Propeller

PSI Pressure per Square Inch

PW MGT Power Management

POC Power On Counts (WX Radar)

QRH Quick reference Handbook

RAIM Receiver Autonomous Integrity Monitoring

R/L Right / Left

RCL Recall


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RMI Radio Magnetic Indicator

RNAV Area Navigation

RTO Rejected Take Off

RVR Runway Visual Range

RWY Runway

SEC Second

SEP Safety Equipment Procedure

SID Standard Instrument Departure

SO Shut Off

SOP Standard Operating Procedure

STAR Standard Terminal Arrival Route

STBY Stand By

SW Switch

TCS Touch Control Steering

TLB Technical Log Book

T/O Takeoff

TO INHIB Take Off Inhibit

TOC Top of Climb

TOGW Take Off Gross weight

TOW Take Off Weight

TQ Torque

VDA vertical descent angle

V/S Vertical Speed

VAPP Approach Speed

VASI Visual Approach Slope Indicator

VGA Go Around Speed

VHF Very High Frequency

VMC Visual Meteorological Conditions

VmLB Minimum Low Bank Speed


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VmHB Minimum High Bank Speed

VNAV Vertical Navigation

VOR VHF Omni-Directional Range

WB White Bug (VmLB)

RB Red Bug (VmLB) in icing

WX Weather

XPDR Transponder


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General Edition 6 Rev 00

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Serial# GENERAL Page

1.1 CAPTAIN’S AUTHORITY 3

1.2 STERILE COCKPIT 3

1.3 CRM 4

1.4 USE OF AUTOMATION 4

1.5 CREW DEFINITION AND TASK SHARING 5

1.5.1 CONTROL HANDOVER (TRANSFER) 5

1.6 PROCEDURES METHODOLOGY 6

1.6.1 CHECKLIST METHODOLOGY 6

1.7 SAFETY RECOMMENDATIONS 7

1.8 ITEMS TO CARRY 8

1.9 SEAT BELTS AND SHOULDER HARNESSES 8

1.10 HEADSET AND LOUD SPEAKER 8

1.11 COMMUNICATION RADIO SETTINGS 9

1.12 CONFIGURATION CHANGES 9

1.13 FMA CHANGE 9

1.14 USE OF AUTOPILOT 9

1.15 USE OF LIGHTS 10

1.16 USE OF HOTEL MODE 10

1.16.1 UPON ARRIVAL 11

1.17 WIND COMPONENT LIMITATIONS TO & LDG 11


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1.18 BRAKING 12

1.19 GNSS POLICY 13

1.20 SWITCH POSITION 14

1.21 TERRAIN MODE 14

1.22 SPEED BUG 14

1.23 ICING 15

1.24 LVP/LVTO 16

1.25 SHORT SECTORS 16

1.26 GOLDEN RULES 16

1.27 DGR 17


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1 GENERAL

PIA Standard Operating Procedures (SOP) for ATR 42/72-500 pertains to specific procedures related to ATR 42/72-500 aeroplane only. This Manual establishes sequence, designate individual and collective crew duties and furnish brief explanations.

The SOP is supplement to the procedures given in the FCOM and the OM (Part-A). Any variation between SOP and FCOM are for standardization.

All the information in FCOM/FCTM is not repeated in this SOP it only contains the procedures which requires further elaboration or the procedures which are customized for PIA Line operations. There may be some repetition of items mentioned in the SOP; this is to maintain continuity within chapters.

SOP has precedence over FCOM and FCTM procedures. Where any PIA ATR procedures in this document contradict with FCOM or FCTM, circulars will be issued from time to time. SOP/circulars shall have precedence to clear the conflicts.

1.1 CAPTAINS AUTHORITY

Captain has the authority to override these procedures under unusual circumstances. Where required, the captain shall announce intentions when doing so. Refer to OM (part-a) chapter 1 regarding authority, duties and responsibilities of the captain.

1.2 STERILE COCKPIT

The pilot in command shall not permit any nonessential activities during Critical Phases of flight; such distractions may interfere with performance of the concerned crew member. Activities such as eating meals, reading (publications not related to conduct of flight) and engaging in nonessential conversation within the cockpit or with the cabin crew are prohibited.


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CRITICAL PHASES are from engine start till 10,000 AGL and from top of decent till engine shut down, including ground operation, checklist reading and briefings.

1.3 CRM

Crew resource management is a set of training procedures for use

in reducing effects of human errors in a given environment. These

set of procedures are used primarily for improving flight safety. It

focuses on interpersonal communication, leadership & decision

making in the cockpit. CRM makes optimum use of available

resources, equipment, procedures and people to promote safety

and enhance efficiency of operations. These resources should be

fully utilized and managed to its optimum.

1.4 USE OF AUTOMATION

Aircraft must be properly trimmed in all axes before engagement

of Autopilot. FCOM Limitations 22.1 AFCS must be respected in

engagement and disengagement of AP. Pilots shall make

maximum use of all avionics, and automation to reduce work load

and ensure optimum crew co-ordination both in normal and non

normal conditions.

Use of autopilot and FD is recommended for all phases of flight

including precision and non precision approaches. AP must be

monitored carefully for normal and desired function and shall be

assisted with TCS if required.


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1.5 CREW DEFINITION AND TASK SHARING

CM 1: the crew member occupying left seat, normally captain of the flight or under training captain

CM 2: the crew member occupying right seat, the nominated first officer of the flight or training captain.

When it comes to procedures, general task sharing as stated below is applicable.

PF: the crew member flying the aircraft and responsible for

Flight path Navigation Aircraft configuration Procedure initiation

PM: the crew member responsible for

Flight path, navigation &systems monitoring Checklist reading Communication

Note: - during emergency or abnormal C/L PF is in charge of communication.

1.5.1 CONTROL HANDOVER ( TRANSFER )

CM1 shall be PF from engine start till 70/90 kts during take-off and after landing from 70 kts till engine shut down checklist (on narrow runway as soon as N/W touches down).

PF duties will be transferred by announcing “YOUR CONTROLS”.

The CM, who receives the PF functions, announces “MY CONTROLS”.

Coupling shall be selected to PF side at the time of briefing.

After PF/PM function change, crew has to check that coupling


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is set to the PF side, but for momentary handing/taking over

of controls, coupling will not be changed

PF requiring head down work shall handover the control

before doing so.

The decision to reject take off is made by CM1, hence will keep control of PLs till V1.

The Captain must positively take over the controls in Emergency or during training/line flights when deem necessary by announcing “MY CONTROLS”

1.6 PROCEDURES METHODOLOGY

A procedure precedes a check-list.

Procedure is initiated by PF and performed by PM however;

both crew members must know the other pilots’ procedure

items.

After completing the procedure, PM shall announce “……..

Procedure complete”.

1.6.1 CHECKLIST METHODOLOGY

Normal check list:

On ground, C/L is requested by CM1 and read by CM2. In flight C/L is requested by PF and read by PM

PM should remind PF of the checklist if not called at the appropriate time, by calling “standing by for ______ checklist”.

Before reading any checklist PM shall announce the title of the checklist.

While the checklist is being read, both pilots shall verify each item being read has been preformed.


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If checklist is interrupted, reading must be resumed one step before the last read item.

Checklists shall be carried out using the challenge and response method, except for after landing checklist which is performed as a do list, CM2 reads out the checklist and acts without CM1 confirmation.

The response must be adapted with the present situation. e.g. “landing lights on/ flaps 15”.

Upon completion of a particular checklist, PM shall announce “……..….checklist complete”.

Emergency/ Abnormal C/L:

Abnormal and emergency checklists are to be done by read and do method, except for the memory/box items.

In case of any start malfunction, CM1 shall ask for the relevant checklist after completion of memory items and CM2 shall read and do the relevant procedure.

1.7 SAFETY RECOMMENDATIONS

COCKPIT DOOR shall remain locked and OM-A, Chapter 14) procedure for admission to the flight deck shall be followed strictly.

CM1 and CM2 must inform each other of any task performed. Any actions, which modify GNSS or Flight parameters (flight path, speed, ADU or System Status), shall be announced and cross checked by the other crew member.

Crew shall avoid paper work till 10,000 Ft AGL

Crew shall refrain from unnecessary conversation and calls must

be limited to the minimum during critical phases of the flight.


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1.8 ITEMS TO CARRY

Crew members shall carry the following:

Pair of glasses (if required due to medical restriction)

Flashlight ………………………………...……..all

iPad ………………………………………….……..all

Personal documents…………………………all

Valid license.

Valid medical and health certificate (if required).

Valid passport with valid visas as per requirement.

Certificate of competency for RNAV approaches and landings.

Certificate of training (with all valid endorsements)

1.9 SEAT BELT AND SHOULDER HARNESSES

Flight crew members occupying pilot seats shall always have their

seat belts fastened unless duty requirements prevent this

temporarily. The shoulder harness and crotch strap where fitted,

must be worn for taxi, takeoff, landing, up to or below 10000ft

and in turbulent conditions.

Any additional authorized personnel who are on the flight deck

during takeoff and landing must have their seat belts and

shoulder harness (where fitted) fastened for takeoff and landing.

1.10 HEADSET AND LOUD SPEAKER

Headsets and boom microphones are to be used for all flight

phases with the exception of cruise, subject to the following:

1. Whenever a headset is in use, the corresponding loud speaker

should be turned off.


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2. Whenever a headset is removed, ensure the speaker is on and

interphone switch is off.

3. During cruise when HF is in use, the headset should be used.

1.11 COMMUNICATION RADIO SETTINGS

The CM1 shall communicate with ground personnel and CM2 with the ATC during ground operations/taxi. After takeoff, till landing, PM shall perform all ATC communication. VHF1 will be used for ATC. VHF2 for Emergency guard frequency (121.5), 121.5 must be set & monitored on VHF2 during all phases of flight. VHF2 shall be momentarily used for WX / Company / 123.45 or any specific frequency required in special airspace but must be switched back to 121.5 when other usage is complete. Radio frequencies shall be changed and announced by PM.

1.12 CONFIGURATION CHANGES Configuration changes shall be called by PF. The PM after checking speed shall call “speed check” and select the new configuration or announce "check speed" if higher than required configuration speed. PM shall announce the new configuration once indicated.

1.13 FMA CHANGES

All FMA changes shall be announced by PF, if missed then by PM.

1.14 USE OF AUTOPILOT

PF may engage Autopilot or command PM to engage autopilot.

Autopilot engaged: All changes on AFCS and/or ADU shall be performed by PF except setting of missed approach altitude and runway heading (on capture of localizer) and minima (for NPA) which shall be set by PM, when advised by PF. After completion of any action, PF shall announce “___set”. PM shall cross check and announce “checked”.


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Autopilot off: All action/changes on AFCS and/or ADU shall be performed by PM on PF command.

1.15 USE OF LIGHTS

The following lights shall be turned on as follows; Navigation lights whenever the aircraft is electrically powered Beacon shall remain on while propeller is rotating Taxi & T/O lights when aircraft is taxiing Landing lights from entering active runway till 10,000’ AGL, and

10,000’ AGL till vacating the runway Strobes from entering runway till vacating runway Wing light when engine 2 is running in hotel mode.

Off – after LDG gear retraction. On _ after LDG gear extension.

Logo lights at night for company advertisement and illuminating cabin door/stairs.

All lights shall be operated by the CM as mentioned in FCOM.

1.16 USE OF HOTEL MODE

When using hotel mode, NAC OVER HEAT & ABNORMAL PROP BRAKE checklist shall be kept open for ready reference. If NAC OVER HEAT is triggered, crew shall switch Bleed # 2 off, before proceeding to the relevant checklist.

Before starting Hotel Mode ensure:

Refueling completed

Catering/loading completed service door closed

Tailwind / Gust < 10 Kts

Area Clear

PROP BRK on


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Hotel Mode usage time for each sector is to be mentioned in the comments section of electronic flightlog. The total time for usage on departure and arrival accumulative to be written in following format:

HM 0:20

Hotel mode shall be started whenever required or at least 5-10 minutes before departure if it does not hamper baggage loading through the service door. Hotel mode shall be used in moderation considering fuel, and engine life.

Caution: Do not use Hotel Mode:

Without a qualified person (flight crew or maintenance) in the cockpit.

When wind direction is such that it may cause engine exhaust to wash over passenger door/stairs.

1.16.1 UPON ARRIVAL

After parking, hotel mode may be used, till external power is connected.

Where GPU/AC van is/are not available for air-conditioning and ground servicing, hotel mode shall be used, provided, it does not hamper refueling or baggage loading through service door. The captain shall take in to account the wind factor and fuel requirements while operating hotel mode. If external power is not available, engine 2 shall be shut down after cargo door has been opened and at night, after passenger disembarkation.

1.17 WIND COMPONENT LIMITATIONS FOR TAKEOFF & LANDING

Crosswind……………….30 knots Tailwind………………….15 knots


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Narrow runway (width < 30m, but > 14m) Crosswind……………….25 knots Tailwind……….…………15 knots

1.18 BRAKING

Recommendations: 1. Taxi with Power Levers in Ground Idle or Slightly below (Beta

Range) when required.

2. Appropriate use of Brakes:

Carbon brakes on ATR 72: Single firm brake application; ATR72s are equipped with carbon brakes. Carbon brakes wear occurs with number of brake application and not with energy applied therefore it is recommended to allow the speed to build up to 25kts and then reduce it to 10kts with continuous brake application. Maintaining speed with multiple very light brake applications wear carbon brake the most.

Similarly on landing, consider letting the carbon brakes heat up by getting on the binders early in the ground roll and then stay on them with continuous application until taxi speed.

Carbon Brakes ATR 72


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Steel brakes on ATR 42: Large number of small light brake applications

3. If braking action is reported to be poor, takeoff and landing

shall not be attempted.

4. Pivoting (sharp turns) with wheel fully braked are not allowed, except in an emergency.

1.19 GNSS POLICY

GNSS shall be programmed on ground by crew member who will be flying the subsequent sector and cross check with CFP by both pilots. When essentially required, CM2 shall manage GNSS during Taxi. During all phases of flight PM shall conform from PF before executing a modification on GNSS, for this PM shall announce “CONFIRM EXECUTE” and PF shall respond “OK TO EXECUTE after verifying the changes. Caution: Both pilots shall not be involved in GNSS management during critical phases of flight. Below 10,000Ft AGL PF must not

Steel Brakes ATR 42


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indulge in GNSS programming, required action shall be taken by PM. Track and Distance shall we verified on Legs page for SID/STAR and Approach.

(All Operations and Procedures of GNSS shall be done in accordance with HT1000 GNSS PILOTS GUIDE and it shall be referred to decode Alerting messages and relevant Pilot action)

1.20 SWITCH POSITION

When appropriate SW positions may be set on:

SW odd days even days

ADC 1 2

XPDR ATC1

ENG Start Rotary selector A B

ENG start rotary selector shall always be at Start A&B when starting on Battery Power or when aircraft’s first flight of the day.

ATC 1 for mode S availability.

1.21 TERRAIN MODE

It is recommended that at least one crew member shall select

Terrain mode on their respective side EHSI, Especially when at

airfields with high terrain in surroundings departure and approach

path.

1.22 SPEED BUG

The PF and PM internal speed bug settings must be identical.

Any setting change must be performed with specific call.

PF "speed bug .......” & PM ".......set".


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■ Internal speed bug manages fast/slow EADI speed scale and

must be considered as a crosscheck tool.

1.23 ICING

When taking off in icing conditions use icing speeds from QRH,

switch on “ANTI ICE” before Takeoff and “DE ICING” after climb

sequence, it is recommended not to retract flaps until ten knots

above icing bug (Red).

When landing in icing conditions use icing speeds from QRH and it

is recommended to extend flaps 15 at icing bug (Red) + 10.

Note: Due to HORNS ANTI ICE, icing AOA Lt will be on and stall

threshold will be lowered, hence icing speeds must be observed.

Icing Conditions prevail when:

I C I N G C O N D I T I O N S

ICING OAT ON GND TAT IN FLT

GROUND (Surface snow, standing water or slush is present on the ramp, taxiways or runways)

+5 ᵒ C OR BELOW N/A

ATMOSPHERIC (Visible moisture in any form is present such as clouds, fog with visibility less than one mile, rain, snow, sleet or ice crystals)

FOR TAKEOFF +5ᵒ C OR BELOW

+7ᵒC OR BELOW


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In flight whenever A/C is in icing conditions QRH “PROCEDURE

FOR OPERATING IN ATMOSPHERIC ICING CONDITIONS” to be

performed, before switching ON the HORNS ANTI ICE ensure

Speed is at least 10 Kts above Icing Bug if in clean configuration.

When entering icing conditions, readjust white bug speeds from

QRH i.e.

White bug --- Obstacle Drift down Speed with flaps 15 in icing

conditions.

1.24 LVP/LVTO

On ATR Low Visibility Procedure and Low visibility Takeoff can be

carried out down till a visibility of 400 meters and/or a cloud base

of 200 Ft but not when visibility or ceiling falls below this.

1.25 SHORT SECTORS

For short sectors with a Cruise time of less than One hour,

dispatch shall be based on actual METAR.

For ultra short sectors when flying times are less than 30 minutes

Arrival, Approach and Runway insertion in GNSS, Landing Data

card computation and approach briefing shall be done before

departure.

1.26 GOLDEN RULES

1 - Fly, Navigate, Communicate - In That Order 2 - One Head Up At All Times 3 - Know and understand your FMA at all times 4 - When Things Don’t Go As Expected: Take Over 5 - Use the Proper Level of Automation


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1.27 DGR

ATR possesses class “A” cargo compartment and due to the absence of lower hold, Dangerous Goods are not permissible to be carried on ATR. References: IATA DGR manual edition 60

th 9.3.1.

PIA Cargo Handling Manual 6.1/e & 6.9.6.1 A) i. ERG ICAO Doc 9481 Cargo compartment classification & Location 1.1 & 1.2.


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Chapter 2 Page - 1

Pre-Flight Duties Edition 6 Rev 00

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Serial# PRE FLIGHT DUTIES Page

2.1 AIRCRAFT TECHNICAL STATUS 3

2.2 ENROUTE NAV/COM FACILITIES 3

2.3 WEATHER BRIEFING 3

2.4 FLIGHT PLAN AND OPS REQUIREMENTS 4

2.5 DOCUMENTS 4

2.6 CLASS 1 EFB PROCEDURE(iPAD) 6

2.7 CABIN CREW BRIEFING 6


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2 PRE FLIGHT DUTIES

Crew shall consider the following, ensuring they arrive on the aircraft at least 40 minutes prior to departure.

2.1 AIRCRAFT TECHNICAL STATUS

Crew shall verify aircraft status, with regard to airworthiness, any

MEL waivers and their effect on aircraft performance.

2.2 EN-ROUTE NAV / COM FACILITIES

Crew shall examine the relevant NOTAMS and confirm that all required facilities at departure, destination and alternates are operational and fulfill the requirements.

2.3 WEATHER BRIEFING Weather briefing shall be done at Flight Dispatch or by appropriate means (Telephone, internet, email etc) and following shall be reviewed as applicable.

■ Actual and expected weather conditions for takeoff and climb out including runway condition.

■ En-route significant weather, winds and temperature, Review relevant prognostic chart, determine freezing and icing levels.

■ Terminal forecast for destination and alternate airports, including the designated en route alternates.

■ Takeoff alternate weather briefing (if applicable).

■ Actual weather for destination and alternate for short-range flights (less than one hour cruise flight time) and recent weather if available.

■ Survey of Met conditions at airports along the planned route

■ Sunset time limitation if applicable.


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2.4 FLIGHT PLAN AND OPERATIONAL REQUIREMENTS

Crew shall check the following:

■ Company flight plan

■ Routing, altitude, flight time, and trip fuel.

■ Estimated load figures and maximum allowed Take off and Landing weights.

■ In case operating to any high elevation airfield, its approach climb limit weight based on expected temperature must always be checked and accordingly limiting TOGW must be calculated from departure airfield station by Calculating:

Box D: Approach Climb Limited TOGW = Expected Approach Climb Limit WT + Trip fuel + Taxi fuel

Note: Limiting TOGW shall be the lowest of Box A, B, C and D.

■ Crew shall decide the required fuel for safe conduct of flight, subject to the fuel policy and a denotation shall be made in FPL of any extra fuel carried and its reason.

■ Crew shall Sign the company flight plan and ensure the ATC flight plan is filed.

2.5 DOCUMENTS

The crew will check the following document upon arrival at the aircraft

CM1/CM2 shall check:

■ Technical status of the aircraft. ■ Reported snags on the previous flights and their

rectification.


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■ Snags carried forward under MEL and any related penalties, maintenance /operational procedures as applicable.

■ Periodic checks due. ■ If any discrepancy is observed during pre-flight, it will be

reported to Engineering and logged in the tech log along with the time. The duty controller shall also be informed on the company channel.

CM2 shall ensure that the following documents are on board:

■ Airline Operating Certificate. ■ Certificate of airworthiness(C of A). ■ Certificate of registration(C of R). ■ Weight Schedule. ■ Wireless License. ■ Official Flight Log & Captains Debrief (iPAD) ■ Technical Logbook.

CM2 shall also check the following items:

QRH Hard copy (Latest Revision) Jeppesen Manuals (Captain and F/O). MEL. File containing following blank forms: -

AIREP form

Air Miss form

Bird strike form

Aircraft occurrence initial report

Lightning strike report

Birth and Death on board form

Post Flight information report

Note 1: All above-stated forms are available on TOOLBOX/FORM Tab in PIA IPAD App.


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Note 2: PIA is authorized to carry Technical Library on iPAD. CM1 & CM2 shall cross check with each other the validity of the document by ensuring that all documents on PIA Crew APP Manual Tab show VIEW. In case any document is showing DOWNLOAD, it must be downloaded before flight. All flight crew must keep their iPads updated with latest revisions to meet regulatory requirements.

2.6 CLASS 1 EFB NORMAL PROCEDURES (iPAD)

Refer EFB SOP chapter 4.

2.7 CABIN CREW BRIEFING Captain is required to give a preflight briefing to the entire cabin crew on every flight, preferably on ground or on board the aero plane. The suggested contents of the briefing are: i) Introduction of crew. ii) Estimate taxi time. iii) Flight time. iv) Cruising altitude. v) En route weather. vi) Anticipated turbulence. vii) Routing. viii) Destination weather. ix) Emergency procedures. x) Security code. xi) Special instructions for ATR72: CARGO LOADING/UNLOADING &

PAX EMBARKATION/DISEMBARKATION sequence, procedures regarding tail prop and passengers boarding, importance of zone wise distribution of passengers as mentioned in trim.

NOTE: Security code must be established between flight and cabin crew during briefing, prior to first flight of the day. This code shall always be used by the cabin in the event of intruder forcing the cabin crew to get the door opened.


Chapter 3 Page - 1

Flight Preparation Edition 6 Rev 00

December 03, 2018


Serial# FLIGHT PREPARATION Page

3.1 INITIAL COCKPIT PREPARATION (STEP 1) 3

3.2 EXTERNAL INSPECTION 3

3.3 COCKPIT PREPARATION (STEP 2) 4

3.3.1 AREA OF RESPONSIBILITY COCKPIT CHECKS 4

3.3.2 FREQUENCY OF COCKPIT CHECKS 5

3.3.3 WEATHER RADAR TEST 6

3.3.4 FUEL QUANTITY 6

3.4 LOADING/UNLOADING & BOARDING/DISEMBARKATION (ATR72)

6

3.5 BOARDING CLEARANCE 7

3.6 SHORT TRANSIT 8

3.7 FINAL COKPIT PREPARATION (STEP 3) 10

3.7.1 ATIS/TAKEOFF DATA 10

3.7.2 DESIGNATION OF DUTIES 11

3.7.3 GNSS PREPARATION 11

3.7.4 BRIEFING 12

3.7.4.1 TAKEOFF BRIEFING 12

3.7.4.2 ABORT LIST ITEMS 13

3.7.4.3 DEPARTURE BRIEFING 14


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3.8 BEFORE PROPELLER ROTATION 16

3.8.1 TRIM SHEET CHECK 17

3.8.2 TAKEOFF DATA CARD 18

3.8.3 TQ, SPEED AND TRIM SETTING 18

3.8.4 BEFORE PROP ROTATION PRO/CL 19

3.8.5 PUSH BACK 20


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3.1 INITIAL COCKPIT PREPARATION (STEP 1)

Initial Cockpit Preparation to be performed by the Captain, he may

delegate it to the FO. The sequence and steps must be performed as

per FCOM (PRO.NOP 4). This procedure basically involves checking the

availability, serviceability and settings of Emergency Equipment.

Furthermore ensuring the Aircraft Levers, Switches and Controls are in

proper position for Power up. Thereafter prepare the cockpit for

External inspection, once external inspection is complete normalize

the external lights as required.

3.2 EXTERNAL INSPECTION

External Inspection shall be performed by the FO on every sector. Procedure as per FCOM must be followed.

Special emphasis to be given on: - Wear ramp jacket for pre and post flight exterior inspection. - Pitot covers removed - Gear Pins Removed - Visually check Pitot and AOA probe clear and intact (Burn Hazard;

don’t check by touching)

- Tail Skid unit (ATR72) check for condition no paint scrapped - Wheels check not worn out (Treads not flattened) not punctured - All cowlings and panels closed - Engine intake clear - Propellers Condition

Note: Any anomaly found during inspection must be timely reported and logged.

.


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3.3 COCKPIT PREPARATION (STEP 2)

Step 2 involves system preparation and checking. Both Crew members to prepare the cockpit as per FCOM panel scan flow. Refer 3.3.1 for Area of responsibility and 3.3.2 for Frequency of Cockpit checks.

3.3.1 AREA OF RESPONSIBILITY FOR COCKPIT CHECKS

CM1 CM2

SCAN ON LEFT LATERAL PANEL SCAN ON LEFT SWITCHING PANEL

SCAN ON OVERHEAD PANEL SCAN ON PEDESTAL SCAN ON CENTRAL PANEL SCAN ON GLARESHIELD SCAN ON RIGHT LATERAL PANEL SCAN ON RIGHT SWITCHING PANEL

Instruments shall be cross checked together, CM2 shall announce: “I am ready for Instrument Cross check”

SCAN ON LEFT INSTRUMENT PANEL

CLOCK TIME .......................CHECK XX:XX (Confirm & Adjust as on POS REF Page) IAS ……………………………………CHECK

NO FLAGS, AIRSPEED POINTER AT ZERO, VMO POINTER AT 250 KT, STBY AT ZERO

RMI/EHSI/STBY ...................HDG XXX

X CHECK HDG & NO FLAG

EADI / STBY HORIZON...............CHECK ATTITUDE NO FLAG

ALTIMETER ……..QNH XXXX READING XXXX VSI ...............................................CHECK

SCAN ON RIGHT INSTRUMENT PANEL

CLOCK TIME .......................CHECK XX:XX IAS ……………………………………CHECK

NO FLAGS, AIRSPEED POINTER AT ZERO, VMO POINTER AT 250 KT

RMI/EHSI ...................HDG XXX

X CHECK HDG & NO FLAG

EADI............................. CHECK ATTITUDE ALTIMETER ……..QNH XXXX READING XXXX VSI ...............................................CHECK


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3.3.2 FREQUENCY OF COCKPIT CHECKS

DAILY CHECKS

ATPCS Dynamic Test A/C Last Flight of the Day

Stick Pusher-Shaker Test A/C First Flight of the Day

Trims Full Travel A/C First Flight of the Day

Cockpit Door Security System A/C First Flight of the Day

APM A/C First Flight of the Day

EACH FLIGHT CHECKS

Engine Fire Protection Every Sector

Trims Every Sector

CVR - DFDR Every Sector

ATPCS Static Test Every Sector

SUPPLEMENTARY CHECKS

Fuel Pump and X Feed Test Crew Change

Fuel Quantity Crew Change

Doors Test Crew Change

COMPT SMOKE Crew Change

XPDR – TCAS Crew Change

Radar Crew Change / Power Up

EFCP – EFIS Test Crew Change

AUTO PRESS Crew Change

Oxygen Mask Crew Change

EGPWS Crew Change

Antiskid Test Crew Change

Note: Above checks shall also be performed after Major Maintenance work on specific item.


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3.3.3 WEATHER RADAR TEST

Weather Radar Test shall be performed at Parking Stand. Adjust the Weather display brightness knob on EFCP and rotate the knob from STBY to TEST, check RADAR OK and XMIT OFF is displayed on the EHSI, rotate back the knob to WX and check STBY in Green is displayed on EHSI. If RADAR FAIL is displayed during Test, TLB entry shall be made along with Fault code and POC. Forced STBY feature in ATR Weather Radar inhibits it to emit X Band waves on ground until STAB is pressed 4 times.

Warning: For WX RDR TEST Ensure FORCED STANDBY is not overridden and weight on wheels CB is in.

Ask ground crew to vacate radar sweep range radius 3.2 m to cater for accidental emission.

3.3.4 FUEL QUANTITY

CM1 shall check fuel on board from the fuel gauges and verify uplift Quantity, if there is a significant difference between PLAN UPLIFT and ACTUAL UPLIFT then crew should ask for a maintenance check of actual fuel quantity. CM2 shall fill the Fuel Indent according to the actual fuel distribution. FQI Imprint on each tank 2250 Kg on ATR42 and 2500 Kg on ATR72 may also be verified to avoid misfit.

3.4 CARGO LOADING/UNLOADING AND PAX

EMBARKATION/DISEMBARKATION (FOR ATR 72 ONLY)

CARGO & BAGGAGE LOADING: Cargo & Baggage shall be loaded first in the forward cargo hold and once the place is full or limited by C.G calculation, AFT hold shall be loaded.


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CARGO & BAGGAGE UNLOADING: Once Aircraft is parked, chocks placed, No. 1 ENG shut with prop stationary and tail prop has been installed, forward cargo door shall be opened. Cargo and baggage shall first be off loaded from AFT cargo hold. Once all the passengers have disembarked, only then forward cargo shall be off loaded. In no case shall forward cargo be off loaded before AFT hold. PAX EMBARKATION/DISEMBARKATION:

While embarking passengers, it is to be ensured that forward section rows 1 to 10 are allowed first and only then passengers for AFT section are allowed on board. Embarkation and Disembarkation must be done in a way that no more than 05 PAX are gathered at the rear cabin as this can result in aircraft tail to touch the ground.

Note: Tail Prop should always be installed when Aircraft is parked. Captains are to ensure that Tail Prop is installed before Embarkation/Disembarkation and Loading/Offloading at departure and destination airports.

3.5 BOARDING CLEARANCE

Captain or his representative shall issue the boarding clearance after ensuring:

Serviceability of Aircraft.

Weather at Departure & Destination aerodromes within limits.

At least one Cockpit Crew on board

Clearance from Cabin Crew that Cabin is ready for boarding and presence minimum two Cabin Crew on board for boarding and flight.

NOTE: Boarding clearance shall only be obtained and granted once the safety cones are in place.


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3.6 SHORT TRANSIT

STANDARD GROUND TIMES

AIRCRAFT VARIANT WITH REFULING WITHOUT REFULLING

ATR 72 00:50 00:40

ATR 42 00:40 00:30

When GPU Is Available:

1. ENG fire test 1

2. ENG Fire Test 2

3. ATPCS static test --- Perform.

4. Transponder FLT I.D --- Set

5. COM/ADF frequencies --- Set.

6. Fuel Quantity --- Check as per CFP

7. Eng Fuel used --- Reset

8. Auto press --- Test

9. Landing Elevation--- Set

10. CRS/NAV frequencies --- Set

11. HDG --- Set to expected R/W HDG

12. ALT--- Set as REQD

13. Seat belts --- On (After refueling is complete)

14. GNSS preparation --- Perform (PF of the sector)

15. ATIS INFO --- Obtain

16. Take off Data card --- 1st part Fill

17. Parking Brake --- On/Press check.

Note: CM 2 shall perform above mentioned items and CM 1

shall cross check.


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When GPU Is Not Available

If Hotel Mode is kept running:

Apply the same Transit checks as “When GPU is available”,

except ENG 2 fire test.

If Hotel Mode is shutdown:

Before Shutting ENG No#2

1) FWD Cargo Door Open

2) BAT Voltage --- Check

3) Bleeds 1 & 2 --- Off

4) EMG light --- Disarm

5) Fuel Pump 1 --- Off

6) Fuel Pump 2 --- Off

7) VOR/ILS 1 & 2 --- Off

8) Both EADI & EHSI --- Off

9) Radar --- OFF

10) ADF 1 & 2 --- Off

11) VHF 1 & 2 --- Off

12) Internal/External Lights --- Off

13) EMER EXIT Lights --- Disarm

14) CL2 --- SO

15) BAT --- OFF

When ready to start:

1) Select BAT switch --- On

2) No. 2 Eng fire Test --- Perform

3) ATPCS Static Test --- Perform

4) Communicate with ground for clearance.

5) Ensure PROP BRK --- ON

6) Start no. 2 ENG in hotel mode as per FCOM


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7) When electric power is available, switch on all the items

which were switched off earlier.

8) Perform transit checks as mentioned above in “ When GPU

is available” except:

I. Eng No. 2 fire test.

II. ATPCS static test.

3.7 FINAL COKPIT PREPARATION (STEP 3)

Final cockpit preparation is to be done in accordance with FCOM followed by Briefings and then Final Cockpit Preparation Checklist.

3.7.1 ATIS/TAKEOFF DATA CARD

VHF 2 shall be used to acquire ATIS broadcast, after receipt of ATIS VHF 2 shall be set to company frequency where available and to monitor it till before TO procedure. CM2 shall fill 1st Part of takeoff data card as per FCOM with flight and ATIS information. Engine out plan and path to be depicted on the Takeoff Data Card and shall be included in briefing. Limiting TOW shall be computed from FOS TOGW tables according to existing atmospheric conditions and written on RTOW Box in the T/O data card. CM2 will make sure that this figure is passed on to traffic staff for trim sheet preparation, especially when the conditions are limiting. Acceleration Altitude for relevant runway will be taken from FOS TOGW Minimum Acceleration Altitude (QNH). Note: In case of ENG 1(2) FIRE AT TAKEOFF Captain may decide to shut down affected engine before reaching acceleration Altitude, but not before 400 ft AGL


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3.7.2 DESIGNATION OF DUTIES

Captain shall designate the Pilot Flying (PF) by switching the coupling on AFCS to the relevant side and announcing. However Captain shall perform PF duties if any of the following conditions exist:

RVR/Visibility less than 2 KM.

Cross wind component exceeds 20 KTS.

Runway is slippery/contaminated

Braking action is reported as less than good

3.7.3 GNSS PREPARATION

Pilot Flying the subsequent sector shall fill the GNSS. Interface with the MPC is done through MCDU. For each flight Power-Up, MPC shall be initialized for Date, Time & FLT ID which is accessed by pressing menu.

On IDENT page Confirm Active NAV DATA validity, activate the valid database if it has expired or if valid one is not available make entry in TLB and inform the company. Also check and confirm MODEL & ENGINES.

Proceed to POS REF page and verify the displayed data. Proceed to ROUTE page. RTE 1 shall be filled according to the primary flight plan along with expected runway/SID. RTE 2 may be programmed for: another Runway/SID, another Route, planning a land back in case of Engine out or Emergency, Takeoff Alternate or may have RTE 1 copied on it. Once the GNSS preparation is complete, the crew shall cross check the inserted route with the CFP. CM2 shall read the way points from CFP and CM1 shall cross check them on legs page.

CM2 shall announce total distance from CFP and CM1 shall crosscheck it on PROG page. Once this is verified the RTE is to be activated and ensure first active waypoint has turned Magenta, Thereafter Active RTE integrity prediction for BRNAV (Airspace RNP


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= 5nm) shall be checked and DEST RAIM predictions is to be obtained specially if planning to carry out a Standalone approach at destination. Note: When destination airfield is non-refueling transit station, then FOD (Fuel on Destination) shall be inserted in Reserve VNAV page of the GNSS. (All Operations and Procedures of GNSS shall be done in accordance with HT1000 GNSS PILOTS GUIDE and it shall be referred to decode Alerting messages and relevant Pilot action)

3.7.4 BRIEFING Takeoff briefing shall be done by the Captain and Departure briefing by PF

3.7.4.1 TAKEOFF BRIEFING For each originating flight or change of any crewmember, CM1 shall

conduct the takeoff briefing as given below:

1. This will be a left/right seat take off.

2. Ensure P/L in the NOTCH and torque corresponds to the manual bugs on the torque indicator to announce POWER SET

3. Standard calls, 70/90 Kts, V1 and Rotate. 4. If any malfunction occurs Before V1, you will announce the

malfunction, I will call “STOP MY CONTROLS” or “GO” 5. If the call is “STOP MY CONTROLS”, I will select Ground-

Idle/Reverse & Brakes as required to bring the aircraft to a complete stop.

6. You will monitor deceleration, check and announce LO PITCH and advise ATC.

7. When the aircraft has stopped and parking brakes are set, I will carry out the memory items and you will advice the Cabin Crew.

8. If the malfunction occurs After V1, take off shall be continued. No actions shall be taken until 400’ AGL and stabilization of aircraft flight path, except:


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Flying and controlling the aircraft Silencing aural warnings Retracting the landing gear Advancing PLs if required Manual feathering of the failed ENG if required

In case of Engine Flame out at Takeoff and No “AUTO-FEATHER”

DO NOT retard the effected PL before Feathering the Failed

Engine.

Move CL of affected Engine to FTR after confirming (Swift

action will be required)

Above 400’ AGL once established in stabilized climb

PL affected Engine move to FI after confirming

CL affected Engine move to FUEL SO after confirming

Note: Engine Out Plan, clean up procedures, memory items, checklist procedure and intention, in case of engine failure or engine fire shall also be discussed during briefing.

3.7.4.2 ABORT ITEM LIST

The Captain should consider discontinuing the takeoff, if any of the following conditions occur:

0 to 60 Kts:

1. ASI malfunction

2. NP exceeding 101%

3. Takeoff configuration warning

0 to V1:

1. Master warning / caution

2. ATPCS not armed or intermittent

3. Engine Failure / fire / stall

4. Abnormal or significant fluctuations in engine parameters(Respecting all

owable over TQ limit FCOM LIM.5.70.1.1)


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5. ITT exceeding (765) Red Mark (OAT 15 deg C or Higher)

6. Dual DC GEN Fault

7. Smoke / fire

8. Unusual noise or vibration

9. Abnormal acceleration

10. Tire failure

11. Unsafe / unable to fly

12. Wind shield failure

13. Significant Bird/ Animal strike

14. Wind Shear

The list is not exhaustive.

3.7.4.3 DEPARTURE BRIEFING

Prior to each departure, PF shall carry out Departure Briefing as follows:

Status of the Aircraft: Variant Type, FOB, MEL dispatch restrictions and OPS procedure for CF items if any.

NOTAMS. Departure field, FIR or any closed airspace, Chart NOTAM and AIP supplements for permanent NOTAMS

Weather: At Airfield, Departure track, en-route, expected freezing level and expected icing levels.

Frequencies: Relevant departure frequencies; Clearance delivery, Ground and Tower (Communication Must be on VHF 1)

Push Back and Start Up Procedure:


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Discuss pushback procedure, nose facing relay to ground switching OFF and ON the NWS and preferably starting when not in Tailwind to avoid HOT START.

Anticipated Taxi Routing & Runway condition: Discuss expected Taxi route to the runway in use and Hot Spots if any. Lineup point, runway width and length available, intersection lineup only when performance permits & FOS for intersection available, runway condition dry/wet etc and applicable performance penalties if applicable.

Flap Configuration: Flap settings for Takeoff and retraction Speed; White bug for normal conditions or Red bug for icing conditions.

BLEED OFF and use of ANTI ICE: Takeoff shall be with Both BLEEDs OFF, Bleeds to be selected off when cleared for takeoff and lining up. Use of ANTI-ICE and icing speeds when required. (Horns ANTI-ICE is inhibited on Ground)

TAIL STRIKE RISK BRIEFING (While pointing 8 degrees on EADI) AT Takeoff or Landing if pitch near ground reaches 8 degrees, Announce “PITCH, PITCH”

Takeoff: After Takeoff initial turning Altitude, direction, heading and first course to intercept or Anticipated SID, PM cross check track distance and constraints from GNSS legs page. NAV frequencies, EFIS and ADU selections. Area Chart as applicable, restricted and prohibited areas nearby shall be discussed.


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Altitudes: Initial climb Altitude, Minimum Acceleration Altitude from TOGW and applicable MSA shall be reviewed.

Communication Failure Procedure: As applicable VMC, IMC, or specific procedure

Specific: Any other pertinent procedure affecting departure e.g. Takeoff Alternate, requirements for VMC due terrain or daylight/ operating hrs restrictions at destination

CM1 shall call “FINAL COCKPIT PREPARATION CHECKLIST” on completion of Final Cockpit preparation procedure and relevant briefings, CM2 shall read the Final Cockpit Preparation Checklist and on completion shall announce “FINAL COCKPIT PREPARATION CHECKLIST COMPLETE”

3.8 BEFORE PROPELLER ROTATION

Before Propeller Rotation procedure is initiated upon receipt of Trim

sheet.


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3.8.1 TRIM SHEET CHECK

CAPT FO

Check and verify the Trim sheet Block Fuel ……. Announce ZFW ……………… Announce TO WT from Trim sheet ………….. Announce GNSS Vs Trim sheet TO WT Verify ………….. Announce check TO CG …………….. Announce SOB ………………… Announce

ZFW …………… Insert in GNSS Resulting GR WT From GNSS .......….. Announce Note on TO Data card Note on TO Data card Pitch Trim ……… Compute & Set TO Data Card Part 2 ……… Fill

Note:

At this point, the GW on GNSS will indicate TOW + taxi fuel and will not correspond with the trim sheet TOW.

GNSS GW may be used as a conservative figure to calculate speeds for takeoff data card, as actual taxi fuel may be less than trim sheet taxi fuel.

If AZFW in GNSS is heavier than EZFW on FPL by 1000 Kg the operational flight plan may be recalculated.


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3.8.2 TAKEOFF DATA CARD

CM2 shall consult FOS TOGW tables to determine whether the conditions are limiting or not in conformation with the Captain. If the conditions are limiting, then T/O speeds shall be computed from FOS TOGW tables.

Note: Use relevant TOGW when dispatching with CF items affecting performance.

FOS TOGW table shall be seen for ambient temperature and its

corresponding limiting weight in the appropriate wind column. Note: Incase of tailwind gust disadvantage shall be taken in full, In

case of headwind gust advantage shall not be taken

Ensure actual Wt is not more than Regulated TOGW limit from FOS. Deviation in limiting Wt and speeds must be calculated for non STD QNH. Extrapolation is not allowed

Speeds corresponding to Limiting TOW will be taken regardless of

lower actual wt.

If conditions are Non-limiting (NL) then T/O speeds shall be computed from QRH for normal or icing conditions as applicable.

CM2 shall complete T/O data card part 2 and hand over to CM1. While displaying GNSS VNAV PERF INIT page1. CM1 shall check the T/O data card and verify Speed and trim calculations.

3.8.3 SPEED BUGS, TRIM, AND TQ BUGS SETTING

Captain shall announce QNH, TQ, speeds and Trim from the Data card and both pilots shall set as following:

Green bug for V1 if different from VR, otherwise set at 12’o clock position.


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Yellow bug for VR (if V1&VR are same then only yellow bug shall be set for both)

Internal bug for V2

White bug for VmLB zero flaps, normal condition

Red bug for VmLB zero flaps, icing condition

Captain shall check the pitch trim set by the FO.

Captain shall also announce and set OBJ TQ and CM2 shall check the OBJ TQ on both indicators.

3.8.4 BEFORE PROPELLER ROTATION PROCEDURE/CHECKLIST

Rest of the before Propeller Rotation procedure to be completed as per FCOM. It must always be encouraged to obtain ATC clearance before start/pushback, both pilots must be wearing headset while listening to the ATC clearance, GNSS RTE page 2 shall be displayed and CM2 shall write the clearance on the Flight Plan and read back the full clearance. After cabin secured confirmation has been received, i.e. “DOORS CLOSED, TAIL PROP ON BOARD (ATR-72 Only), PASSENGERS AS PER TRIM SHEET”, CM2 obtains start up clearance, CM1 shall call for “BEFORE PROPELLER ROTATION CHECKLIST”, which shall be read by CM2 and on completion CM2 shall announce “BEFORE PROPELLER ROTATION CHECKLIST COMPLETE”.

NOTE: PLs shall be at Ground idle; fully retarded while releasing PROP Brake and while advancing CLs to AUTO.


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3.8.5 PUSH BACK

NWS shall be switched off before Tow bar is connected or push back/pull forward is anticipated. The calls “Parking Brake Released” and “Parking Brake Set” shall be used to communicate Parking Brake position. During push back both crew must put feet on the floor and do not use brakes. During push back, ENG 2 shall be running in Hotel Mode. While pushing back/pulling forward, PROP brake may be released and ENG 1 may be started (preferably in head wind) however CLs shall only be set to Auto once the push back is complete, parking brake is set and Tow bar is removed. Un-feathering of propellers during pushback can damage nose wheel and/or Tug master vehicle. NWS shall be switched on once the Tow bar has been removed.


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Engine Start Edition 6 Rev 00

December 03, 2018


Serial# ENGINE START Page

4 ENGINE START 3

4.1 COCKPIT GROUND COMMUNICATION 3

4.2 HOTEL MODE START UP 4

4.3 RELEASING PROP BRAKE 9

4.4 BEFORE TAXI PROCEDURE 10

4.5 ENGINE #1 START UP 11

4.6 START UP COMPLETED ON BOTH ENGINES 12


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4 ENGINE START

Engine start sequence shall normally be 2 and 1. Start engine # 2 in Hotel Mode. Release the PROP brake and then start engine # 1.

Note: Hotel mode limitations dictate that Engine 2 be started with PROP brake released in tailwind conditions.

Each crew member shall visually check respective Prop area and announce “LEFT/RIGHT PROP AREA CLEAR before starting ENG 1 or releasing ENG 2 prop brake.

Before starting Engine 2 in hotel mode, CM1 shall advise ground crew to remove AC Van and check that the service door is closed. Engine shall always be started with Bleeds Off.

Crew may consider the fuel opening (CL FTR) between NH 20-23% if residual ITT is high or/and ambient conditions are hot and high.

4.1 COCKPIT / GROUND COMMUNICATION

CM1 shall establish communication with Ground Crew and advice: Start sequence. ATC pushback procedure.

Ground Crew shall: Confirm doors closed and area clear for starting. Confirm Tail Prop removed (ATR-72) Call Prop rotation. Call in case of any abnormality


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4.2 HOTEL MODE START UP

EVENT CM1 CM2

Ready to Start Hotel Mode

Note: In case of tailwind over 10 kt, NAC Overheat alarm can occur. Inform ground staff before starting ENG 2 in Hotel Mode

Bleed 2 Check OFF

Check SERVICE DOOR

CLOSED

FUEL PUMP 2 ON Check

RUN light on and FEED

LO PR light off.

Note: If fuel tanks

unbalance or long

scheduled Hotel mode

use, Fuel X FEED must

be used. Refer to FUEL

CROSSFEED CL

WING lights ON

PROP BRAKE ON When

PROP BRAKE sw is OFF,

press HYD AUX PUMP

pb on pedestal in order

to get the READY green

light, then set PROP

BRAKE sw ON and

check PROP BRAKE on

memo panel.

RIGHT SIDE AREA

CHECK CLEAR


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Start clearance received from GND crew

Order: Start ENG 2

Timing Start

Residual ITT announce

ENG START selector AS

RQRD

Start 2 PB Depress

Announce “Starter On”

NH =10% or 20% if residual ITT > 200ᵒ C

Engine Parameters Monitor and check limitations are not exceeded

CL 2 Feather

Announce “FUEL

OPEN”

Timing Start

Note: Light up should be within 10s.

BAT start ATR72 Take time on wrist watch.

LIGHT UP

Announce “Light Up”

Time Reset

If ITT shows an abnormal trend

Announce ITT

If ITT crosses 800

Timing Start 20s

CAUTION Set CL FUEL S.O. if ITT may exceed limitation.

Oil Pressure increasing

Announce “Check”

Announce “Oil

Pressure 2”

(No Oil Pressure

Indication if battery

start)


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December 03, 2018


NH=45%

If Starter remains ON

Check & Announce

“Starter Cut Out ”

Timing Stop

Start Selector rotate to

OFF & START/ABORT

Announce Starter Off

Start Time Announce

Announce “NH 45%”

Max ITT Announce

Parameters Stabilized at idle NH= 66 % (+/- 2%)

Announce Check

DC GEN 2 voltage check Order GND crew to Remove EXT PWR

Announce “Parameters

Stabilized”

Start Selector rotate to

OFF & START/ABORT

Check & Announce

“Discharge Arrows Off”

EXT PWR Off

DC GEN 2 FAULT light

Check Off

DC BTC Check closed (after first eng start) Bleed 2 ON check fault Lt Off Air X valve open Lt check On Packs 1+2 fault Lt check Off


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December 03, 2018


PL 2 Adjust as Required Note: Advance PL 2 Up To GUST LOCK Stop can be useful to avoid NAC OVHT in case tailwind and to increase cooling after selecting Hi Flow.

Caution: In case of ENG #2 Prop unexpected rotation during Hotel mode shut down CL2 as per “Abnormal Prop Brake” CL

HOTEL MODE START FLOW


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December 03, 2018


AFTER HOTEL MODE START FLOW


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December 03, 2018


4.3 RELEASING PROP BRAKE

EVENT CM1 CM2

Start clearance received from ATC

Ground crew Advise

HYD AUX Pump Press

Right side area Check

clear

Retard PL 2 to GI before PROP BRK is released, if advanced before.

PROP BRAKE READY light ON NP 2 stabilized around 15 % (TQ indications unreliable when CL in FTR Position)

PROP BRAKE OFF PROP BRK blue light CHECK OFF (Check on overhead panel UNLOCK flashes and turns off)

Check PROP BRK turns off on MEMO PNL Call “CL2 AUTO”

Call “ROTATION” Call “NP STABILIZED” Call “NP2 …. %” (To avoid Auto with PRBK on) CL2 AUTO PEC SGL CH check Call “SINGLE CHANNEL” (Comes on for a few seconds then off)

LO PITCH DISPLAYED Call “LOW PITCH”

NP 2 stabilized around 71% Call “IDLE PARAMETERS”

ACW GEN 2 FAULT Check off ACW BTC Closed HYD PRESS Check (HYD 3x3000 psi)


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December 03, 2018


Note: CM2 shall not remove his hand from the CL until engine

parameters have stabilized.

4.4 BEFORE TAXI PROCEDURE

EVENT CM1 CM2

Engine 2 Started

Announce before Taxi

Procedure

Probes Heating On Anti-Icing As Required (icing performance figures and speeds must be used and anti-icing switched on for take-off if icing conditions are expected before 1500’agl Or 10mins whichever occurs first)

Antiskid Test Flaps Lever 15° Ice detector Test Flaps Monitor Extension

Note: As per standard procedure Taxi out on both Engines.

Single Engine Taxi is not allowed reference circular:

FLT OPS / ATR / 4 / Thu Jun 14 2018


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December 03, 2018


4.5 ENGINE #1 START UP

EVENT CM1 CM2

READY TO START ENGINE 1

GROUND CREW ADVISE

Left side area Check

clear

ENG 1 START PROCEDURE IS THE SAME AS ENG 2

DC GEN #1

online

Bleed #1 On

ACW GEN #1

online

Cockpit Com Hatch Close

CCAS Recall

DC BTC Open

GRD X FEED Check Off

ACW BTC Check Open Overhead Panel No Light (Except Exhaust Mode Fault

Light For 2 Min)

Note: For better cockpit temperature Cockpit Com hatch may be closed after Hotel mode start, provided GND electric is removed, both PACKS functioning normally and no Fault on Avionics vent.


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4.6 START UP COMPLETED ON BOTH ENGINES

EVENT CM1 CM2

BOTH ENGINES STARTED When GND signal insight Check CCAS Black Out (Air on CCAS will extinguish after2 min if because of Avionics Vent Exhaust Mode)

Order GND CREW to remove all connection and show hand signal on L/R Side. Show Thumbs Up to GND Crew

APM selector SET (Both ENGs must be started before setting the APM)

AFCS SET (HDG, LO BANK, IAS V2 +5)

Rest of the procedures shall be followed in accordance with FCOM

Note: APM ROTARY SELECTOR

CM2 shall set APM rotary selector to TOW, once both Engines are running.

Even if the correct value is already selected, the rotator must be reset by moving to minimum weight (12 o’ clock position), then to T/O weight nearest position, selection must be done before the IAS reaches 30 KTS.

Any Change of rotary selector in flight will have no effect. Caution: AFCS shall be set as per FCOM; LNAV engagement shall be after

speed is increased to WB+10 (RB+10 icing). Arming LNAV for RNAV SIDs from ground shall not be practiced as V2+5 with flaps 15 do not cater for high bank. Example: ATR 72-500 22t Normal Condition (NL): V2+5 = 119 Kt & reduced flaps landing in the QRH VmHB15 = 123 Kt


Chapter 5 Page - 1

Taxi Edition 6 Rev 00

December 03, 2018


Serial# TAXI Page

5 TAXI 3

5.1 POWERBACK 3

5.2 BRAKES CHECK 4

5.3 USE OF BRAKES 5

5.4 INSTRUMENT CHECK 5

5.5 WEATHER RADAR 5

5.6 ATC CLEARANCE 5

5.7 TAXI PROCEDURES 6


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5 TAXI

Taxi Procedures shall be performed in accordance with FCOM.

On completion of push back and/or startup, CM1 shall ensure removal

of all ground connections, and request hand signal on appropriate side.

CM2 shall request TAXI/POWERBACK clearance from ATC.

After receiving hand signal from ground crew, and taxi clearance from ATC, both pilots shall check respective sides and announce “LEFT/RIGHT CLEAR”. CM1 shall ensure nose wheel steering is switched ON before commencing taxi.

CM1 will select TAXI/TO light ON.

CM1 will use cockpit clock to time block-off/block-on by starting

elapsed time (digital clock) or revolving bezel to minute’s pointer

(analog clock).

CM1 will announce “OFF BLOCKS TIME” CM2 shall record time.

Note: As per standard procedure Taxi out on both Engines.

Single Engine Taxi is not allowed reference circular:

FLT OPS / ATR / 4 / Thu Jun 14 2018

5.1 POWER BACK

Power back is an allowed but unfavorable maneuver because it can affect engine health and safety as debris and soil projection is eminent. Power back use shall be minimized and only performed in dire situation when pushback is not available. Power back using reverse power on both engines shall be carried out at slow speed using the following precautionary measures:

ATC clearance obtained, specifically requesting POWERBACK.

Ground staff briefed to check area clear before and during POWERBACK, communicating with cockpit through use of thumbs up


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December 03, 2018


to signal area clear, and thumbs down to signal an obstruction or any reason to stop the aircraft.

To limit forward move apply slowly reverse power just after brake release.

CM1 and CM2 to keep their feet off the brake pedals and on the floor.

Never use brakes during POWERBACK to avoid possible tail strike.

Nose wheel steering to remain on.

Use ground idle or positive power to decrease speed or stop.

CAUTION NAC OVHT and eng fire can be triggered, if a prolonged power back is maintained with a tail wind greater than 10 KTS. Avoid Orientating aircraft in tail wind direction.

5.2 BRAKES CHECK

Parking and Emergency Brakes shall be checked prior commencing taxi:

Ensure parking brake is set with accumulator pressure in green, CM1 sets TORQUE (7-10 %) and check no aircraft movement.

CM1 sets parking brake handles from ON to EMER position and check no aircraft movement.

Normal brakes left & right shall be checked while taxing individually from each station for correct and symmetrical response. The aircraft must slowdown when pressing the brake pedals.

CM1 calls “YOUR BRAKES”. CM2 checks LH & RH BRAKES while

announcing: “MY LEFT BRAKE, MY RIGHT BRAKE”

And then call “YOUR BRAKES”


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December 03, 2018


CM1 checks LH & RH BRAKES while announcing:

“MY LEFT BRAKE, MY RIGHT BRAKE”

5.3 USE OF BRAKES

Brake application during taxi shall be minimized by systematic use of reverse in Beta range. Maximum taxi speed is:

straight taxiway 25kts

turns 15kts

sharp turns 10kts

Note:

During taxi in tail wind conditions, use of reverse requires special care and it is recommended not to hold PL’s in reverse for more than 10 seconds.

5.4 INSTRUMENT CHECK

CM1 and CM2 shall scan their instruments to check for any failure

flags.

5.5 WEATHER RADAR

During taxi Weather radar control knob will be on WX and the radar will be in forced standby mode. When departing at night or when active weather is expected in the vicinity crew shall press STAB button 4 times in 3 seconds to take WX radar out of forced standby mode, if weather scanning is required before takeoff. In other case radar will turn from STBY to WX automatically upon lift off.

5.6 ATC CLEARANCE

CM2 shall select the Active RTE page 2 on GNSS and receive the ATC clearance if not received earlier, record it on the flight plan and also cross check the ATC clearance for being in conformity with the CFP and GNSS. CM2 shall also ensure that GNSS (RWY/SID), ADU (Altitude/FL) and transponder are set accordingly.


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December 03, 2018


5.7 TAXI PROCEDURES

CM2 shall perform T/O config test. CM1 shall read the icing AOA Lt & ADU and brief in case of any changes in runway, R/W intersection or SID, if no changes to the briefing done earlier only the term:

“AS BRIEFIED” shall be announced by the Captain and “Taxi Check List” to be called.

Note: Intersection takeoff shall only be accepted if TOGW charts for that intersection is available regardless of NL or LIM situation, and/or upon Captain’s discretion.

.


Chapter 6 Page - 1

Before Take-off Edition 6 Rev 00

December 03, 2018


Serial# BEFORE TAKEOFF Page

6 BEFORE TAKEOFF 3

6.1 FLIGHT CONTROLS CHECK 4

6.2 GNSS PAGE SELECTION 4

6.3 ENTERING RUNWAY 4


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Chapter 6 Page - 3


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6 BEFORE TAKEOFF

While Cabin report has been obtained and no delay is expected for T/O, CM1 shall announce “BEFORE TAKEOFF PROCEDURE TO THE LINE”

CM2: 1. TCAS --- AUTO 2. TRANSPONDER --- ALT 3. PA “CABIN CREW TAKE YOUR STATIONS FOR TAKEOFF” 4. VHF --- 121.5 5. Gust lock off --- Controls check 6. Air Flow --- Normal

CM1: 7. Rudders --- Check (CM2 to follow) 8. CCAS --- RCL then TO INHI (ensure there are no degraded

systems for T/O) 9. EXT/strobe LT --- ON (Entering the RW)

Upon completion of above CM2 shall announce “BEFORE TAKE OFF PROCEDURE COMPLETE TO THE LINE” CM1 shall call “BEFORE TAKEOFF CHECKLIST TO THE LINE” which shall be read by CM2 and on completion shall announce “BEFORE TAKEOFF CHECKLIST COMPLETE TO THE LINE”

Approaching Takeoff point below the line procedure shall be performed as under, followed by “BEFORE TAKEOFF CHECK LIST” below the Line.

10. CM2: Lateral FD Bars --- Center (When lined up on the RW) 11. CM1: Rudder CAM --- Center (Both pedals centered and one click

of the rudder trim on either side when lined up on the RW) 12. CM2: Bleed Valves --- Off (When cleared for Takeoff) 13. CM2: Overhead panel --- Scan


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6.1 FLIGHT CONTROLS CHECK

CM1 and CM2 shall perform controls check as mentioned below while ensuring full free movement and visual conformation of spoiler blue light and aileron surface: CM1 shall check full travel of rudders by announcing “follow me on rudders, rudders full left, full right and neutral” CM2 announces full left and full right. CM2 shall release the gust lock and check full travel and freedom of movement in pitch and roll by announcing “controls coming back, full back, full forward, full right, right aileron check, CM1 announces Spoiler blue light, CM2 announces full left, spoiler blue light, CM1 announces left aileron check. After gust lock is released, CM2 shall hold the control column to avoid flutter. Aileron lock light shall be checked extinguished.

6.2 GNSS PAGE SELECTION

LEGS page shall be selected from take-off till completion of SID/ or joining the route. Thereafter PROG page shall be selected till TOD.

6.3 ENTERING RUNWAY

Once cleared by ATC to enter the runway, both CM1 and CM2 shall check and announce “Approach/DEP End/runway clear” Runway heading must be crossed check and announced by both pilots to ensure correct runway. (This mitigate the chance of takeoff in the wrong direction/intersection in disorienting situations; poor visibility, poor light, high workload or expediting departure). HDG bug shall be set to RWY HDG ensuring lateral FD BAR is centered, reset if required.


Chapter 7 Page - 1

Take-off Edition 6 Rev 00

December 03, 2018


Serial# TAKEOFF Page

7 TAKEOFF 3

7.1 TAKEOFF PROCEDURE 3

7.2 POWER SETTING 3

7.3 70/90 KTS 4

7.4 V1/VR 4

7.5 AFTER LIFT OFF 5

7.6 ACCELERATION ALTITUDE 5

7.7 WHITE/RED BUG 5

7.8 TRANSITION ALTITUDE 6

7.9 AFTER TAKEOFF CHECKLIST 6

7.10 HANDS ON CONTROLS 6


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7 TAKE OFF

It is recommended to perform rolling takeoff wherever possible. Power must be set gradually during T/O roll.

7.1 TAKEOFF PROCEDURE

Once parking brake is released, CM1 shall read the ADU then announce “Control wheel into the wind, Time ____ and TAKE-OFF” advancing PLs smoothly to the notch.

CM2 shall start elapsed time (Digital clock) or rotate the Bezel on minute needle (Analog clock) to note takeoff time. CM1 and CM2 shall start time on the stopwatch (5 min for T/O power, 10min for RTO power in case of single eng operation)

CM1 shall keep left hand on the nose wheel steering and right hand on PLs and announce “NOTCH” when PLs in the notch

CM2 shall hold control column with right hand In Pitch: Full forward, slowly ease forward pressure as speed increases to 70Kts. In Roll: Neutral or deflected into the wind, slowly decreasing roll as speed increases. CM2 will keep left hand on left knee.

7.2 POWER SETTING

CM2 shall also check the following before Speed reaches 60 knots:

Both PLs in the NOTCH

ATPCS arm light illuminated.

CM2 shall announce “ATPCS ARMED”

Actual TQ corresponds to manual TQ bugs set.

FDAU target bug displays RTO value.

NP --- 100% (+0.8%, - 0.6%)

ITT--- Check within Takeoff limit

CM2 shall then announce “POWER SET” CM1 reply “CHECK”


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December 03, 2018


7.3 70/90 KTS

CM2 shall announce “70kts” (90kts on narrow runway), cross checking CM2 ASI with STBY ASI, while CM1 shall check speed on CM1 ASI and announce check.

When CM1 is PF

CM1 shall announce “MY CONTROLS” removing hand from the NWS to Control column and maintaining PL control till V1. Once CM1 holds the control column CM2 removes his hand from the control column and announces “YOUR CONTROLS”

When CM2 is PF

CM1 shall announce “YOUR CONTROLS” removing hand from the NWS maintaining PL control till V1

CM2 shall continue to hold the control column in to the wind with right hand and announce “MY CONTROLS”. At V1 CM2 moves his/her left hand to the control column.

PF maintaining directional control with rudders

PM shall continue to monitor engine instruments for limitations and malfunctions.

7.4 V1/VR

PM shall call “V1, CM1 shall remove his hand from the PL.

At VR, PM shall call “ROTATE”.

PF shall rotate the aircraft smoothly (3deg. /sec till approx 8 degrees) and then follow FD (pitch bar).

Note: The ATR-72 aircraft is prone to tail strike at takeoff and landing phase, crew should be cautious during these phases. The rotation during takeoff shall be slow and progressive and initially pitch shall not be more than 8 degrees.


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7.5 AFTER LIFT OFF

PM shall announce “POSITIVE RATE” when indicated and confirmed on pressure altimeter/VSI.

PF shall cross check and call “GEAR UP”. PM shall Confirm GEAR UP & shall perform after Takeoff procedure as per FCOM.

The autopilot may be engaged after properly trimming the aircraft and when at least above 100 feet AGL with flight path stabilized.

7.6 ACCELERATION ALTITUDE

PM shall announce “ACCELERATION ALTITUDE”

PF confirms PL 1+2 in the Notch

PF shall announce “CLIMB PROCEDURE”, “SPEED BUG 150*/160”

PM shall perform climb procedure as per FCOM and announce “Climb Procedure Complete” PF shall glance at NP and bleed valves then reply check.

Excessive use of Takeoff power (beyond FCOM Limits) must be avoided as this can have deteriorating effects on engine life. Note: *It is recommended to select speed 150 Kts or WB+10 (whichever is higher) for initial climb up to 5000’ AAL for ATR 72.

7.7 WHITE/RED BUG

PM shall call “WHITE BUG” /(“RED BUG” icing conditions), PF shall cross check and announce “FLAPS ZERO”

PM shall select flaps zero, and when indicated zero shall announce “FLAPS ZERO”.

PM shall call “WHITE/ (RED BUG) + 10”, PF shall cross check and call “SET HIGH BANK”

PM shall set and announce “HIGH BANK SET”

If NAV mode departure set LNAV. X track error shall be reduced to zero before engaging LNAV by HGD adjustment, Direct-To or by Course Intercept.


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7.8 TRANSITION ALTITUDE

PM shall announce “Transition Altitude”.

Both PF and PM shall set altimeters to Standard.

PF shall announce “STANDARD SET, PASSING FL___ NOW”. PM shall announce “CHECKED” or call the difference if more than +/- 50 feet.

CM1 shall also set standard setting on STBY altimeter.

7.9 AFTER TAKEOFF CHECKLIST

Once flaps are retracted PF shall announce “AFTER TAKEOFF CHECKLIST TO THE LINE” which shall be read by the PM and on completion shall call “AFTER TAKEOFF CHECKLIST COMPLETE TO THE LINE” After Takeoff checklist below the line shall be done in the same manner when crossing transition altitude and setting altimeters to standard.

7.10 HANDS ON CONTROL

PF should fly the Aeroplane in a hands on manner, irrespective of AP usage up to 3000 ft AAL during climb and below 5000ft AAL during descent. Use TCS to assist autopilot momentarily to acquire desired attitude or for temporary/abrupt changes.


Chapter 8 Page - 1

Departure and Climb Edition 6 Rev 00

December 03, 2018


Serial# DEPARTURE AND CLIMB Page

8 DEPARTURE AND CLIMB 3

8.1 CLIMB SCHEDULE 3

8.2 10,000 FT AAL CHECKS 3

8.3 DEPARTURE MESSAGE 4

8.4 REACHING ASSIGNED ALTITUDE 4


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Chapter 8 Page - 3


December 03, 2018


8 DEPARTURE AND CLIMB

8.1 CLIMB SCHEDULE

The following speed schedule shall be followed:

ATR42: Climb at 160 Kts till TOC

ATR72: Climb at 150kts or WB+10 (whichever is higher) up to 5000 ft. After 5000 ft AAL A/C shall be accelerated to 170 Kts to maintain till TOC

White Bug+10 for best rate of climb.

White Bug with LO BANK for best angle of climb.

190 Kts for high speed climb (conditions permitting/ long sectors).

Acceleration may be performed in basic pitch mode by using pitch wheel or in V/S mode as it ensures that A/C maintains positive rate of climb but speed must not drop below wb+10 If excessive pitch oscillations are experienced due to turbulence during climb or required due to insufficient climb rate, VS/pitch mode may be used. In this case, it is recommended to adjust attitude to maintain desired climb speed but the speed should not drop below WB+10 and speed should be closely monitored. If speed drops to WB+10 kts then select IAS and climb at WB+10. When climbing in VS/pitch mode and high rate required set SPD bug WB+10 / RB+10.

8.2 10,000 FT CHECKS

“TEN THOUSAND FEET” shall be announced by the PM when passing 10,000 feet PA. PM shall switch OFF landing lights and set Seat Belt signs as required. Weather/turbulence permitting, Seat Belts signs


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may be switched off passing 5000ft on short sectors. Seat belts signs shall be switched off after confirmation from CM1.

PM shall check pressurization and announce the cabin altitude “CABIN AT _ _ _ _ Ft”

PM shall scan all systems and parameters.

NOTE: No smoking sign shall remain “ON” as per company policy.

8.3 DEPARTURE MESSAGE

During climb whenever time permits, PM shall relay the departure message on company frequency, comprising the following:

Blocks off time.

Airborne time.

Any message/ reason of delay. Thereafter VHF 2 shall be used to monitor guard frequency 121.5

8.4 REACHING ASSIGNED ALTITUDE

PM will call “ONE THOUSAND FOR FLIGHT LEVEL …..” before reaching each assigned altitude cleared by the ATC e.g. “ONE THOUSHAND for SEVEN THOUSAND”/ “ONE THOUSAND FOR FLIGHT LEVEL ONE FIVE ZERO”.


Chapter 9 Page - 1

Cruise Edition 6 Rev 00

December 03, 2018


Serial# CRUISE Page

9.1 CRUISE PROCEDURE 3

9.2 ENROUTE 3

9.3 TURBULENCE 4


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Chapter 9 Page - 3


December 03, 2018


9.1 CRUISE PROCEDURE

Level off shall be verified by FMA annunciations and PF shall announce “ALT*” and then “ALT GREEN”, PM says check. PF shall announce Cruise procedure which shall be carried out as under:

1. Speed bug to approx cruise speed --- Both 2. TOC time & fuel burn off note --- PM 3. Radar tilt readjust --- PM 4. PWR MGT to CRZ (for ATR72 at cruise speed) --- PM 5. GNSS update for actual winds, temperature and IAS --- PM 6. Rudder Trim readjust --- PF 7. Announce compute Cruise parameters --- PF 8. Check SAT, Wt and compute Delta ISA, CRZ parameters & SEC --- PM 9. Cruise parameters record on CFP and announce --- PM 10. Cruise parameters set --- Both (compare actual with computed)

9.2 ENROUTE

When time permits CM2 shall handover the controls to CM1 and fill the Flightlog/ Paperwork.

PM shall maintain the CFP and fuel score on the CFP as per OM

part A. Conventional method of navigation shall be used anytime GNSS

displays “UNABLE RNP” En-route Navigational aids such as NDBs and VORs shall be tuned

and monitored.

Flight shall be verified on Jeppesen Avigation chart/FD Map and

company flight plan shall be updated accordingly.


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December 03, 2018


PM shall obtain en-route airfield WX for in-flight

contingencies/emergencies and write it on the CFP

Aircraft systems shall be scanned periodically

Note: All changes in frequencies, modes or switch positions shall be

announced and acknowledged.

9.3 TURBULENCE

In turbulent condition, maintain turbulence speed 180 Kts.

Seat belts signs must be switched “ON” and both PF and PM should

fasten shoulder harnesses.

If moderate to severe turbulence expected or entered Captain shall

announce on PA “Crew and Passengers be seated”


Chapter 10 Page - 1

Descent Edition 6 Rev 00

December 03, 2018


Serial# DESCENT Page

10.1 CONTINUOUS DESCENT OPERATION (CDO) 3

10.2 DESCENT PREPARATION 15

10.3 LANDING RESTRICTIONS 17

10.4 APPROACH BRIEFING 17

10.5 DESCENT CLEARANCE 18

10.6 DESCENT INITIATION 18

10.7 SPEED SCHEDULE 18

10.8 10,000 FT AAL CHECKS 19

10.9 REACHING ASSIGNED ALTITUDE/LEVEL 19

10.10 GNSS UPDATE DURING APPROACH 19

10.11 ARRIVAL MESSAGE 19

10.12 HOLD TIME CALCULATION 19

10.13 MINIMUM FUEL ADVISORY 20


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Chapter 10 Page - 3


December 03, 2018


10.1 CONTINUOUS DESCENT OPERATION (CDO)

See Chapter 19 “Supplementary Information” for CDO preparation and execution.

10.2 DESCENT PREPARATION

GNSS: Expected/ cleared STAR, Approach and Landing runway should be inserted in the GNSS. Altitude constraints, track and distance shall be cross checked on LEGS page from JEPPESEN charts for STAR, Approach and Missed approach procedure. Destination RAIM prediction and ETA should be verified. Correct cruise altitude, descent speed and descent angle on VNAV page are inserted, If the approach is not contained in data base, end of descent altitude on the LEGS page, normally Runway Elevation+50 feet shall be inserted against runway threshold as end of descent Alt. It is important to insert these values, since Top of descent point is determined by these inputs with optimized profile information. Route 2 can be used to plan alternative approach or landing runway at destination or to plan diversion to Alternate airfield. Landing Weight: Landing weight should be calculated by adding actual ZFW and calculated FOD.

LDG WT= ZFW + FOD FOD = FOB – (FF/GS x Track Miles)

NAV Aids: Required VOR/NDB/ILS frequencies shall be set for the approach as per applicable Jeppesen approach charts. Also check ADF/VOR selectors set to the required position on RMI & EFIS control panels.


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Minima: Decision height for approach category B minima shall be set as reference for radio altimeter “MINIMUMS” callout. Course: ILS - Applicable final inbound course shall be set. VOR/NDB - Initially outbound course of the letdown procedure shall be set. Approaching end of outbound leg, final inbound course shall be set. RNAV/GNSS straight in visual approach - Final inbound course of applicable VOR/NDB approach shall be set for ready reference in case of a GNSS system failure or RNP performance deterioration and downgrade to conventional is needed. Note: To set the course when flying in LNAV, following steps shall be followed:- Deselect NAV on AFCS (Be cautious not to deselect during a turn)

Select V/L mode on EFIS panel. Set the desired course. Select RNAV mode on EFIS panel. Select NAV on AFCS. LDG Data Card: PM shall note ATIS on landing data card and fill the card as per FCOM, thereafter handover the card and QRH to PF with VNAV page 1 displayed, PF shall verify the calculation and announce the values of QNH (Set STBY ALT), GA TQ and Speeds both crew members shall set the bugs accordingly. TCAS: TCAS shall be selected to below with desired range. TOD calculation: GNSS profile information shall be referred to for descent provided proper programming and altitude constraints in LEGS page are


Chapter 10 Page - 5


December 03, 2018


inserted however to cross check, manual calculation shall also be done.

Method for calculating approximate TOD track miles distance from destination is as follows:

TOD = (FL - Field elevation) x 3 Adjust TOD for average wind effect through the descent, initiate descent late for headwind and initiate descent early for tailwind by;

TOD - (1/3 of average HW component)

TOD + (1/3 of average TW component) In order to maintain a proper descent profile and to preclude the possibility of arriving high, fast and close, or otherwise low and far out (which consumes time and fuel), continuous cross check of track distance, altitude passing and wind is required.

10.3 LANDING RESTRICTIONS Line Captain shall perform the Approach and Landing whenever any of the following conditions exist:

Visibility less than 2 Km

Crosswind exceeds 20 Kts

Contaminated or slippery runway

Any abnormality/Emergency

10.4 APPROACH BRIEFING

PF shall carry out the approach briefing and review:

TOD time/distance.

Technical status of the aircraft by pressing RCL

NOTAMS/Chart NOTAMS/AIP supplements

The weather and runway conditions at destination.

MEA/MORA/MSA.


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December 03, 2018


The relevant arrival and approach procedures, related GNSS profile and NAV selections.

Terrain condition and restricted/ prohibited areas around the descent and approach path.

Complete chart briefing employing briefing strip concept for approach and expected taxi.

Intention to perform standard decelerated approach or speed schedule approach. Mention and note down deceleration point.

Go-around procedure.

Note: Callouts during the instrument approach shall be announced with reference to pressure altimeter, except the heights below 100ft shall be called with reference to Radio Altimeter.

Note: Descent preparation and briefing must be completed at least 5 minutes before top of descent (TOD)

10.5 DESCENT CLEARANCE

After completion of descent preparation and briefing, PM shall obtain descent clearance and PF shall set assigned altitude on ADU and announce “___ ALT/FL SET”. PM shall cross check. PF shall call “DESCENT CHECKLIST”, which shall be read by PM, on completion announcing “DESCENT CHECKLIST COMPLETE”

10.6 DESCENT INITIATION

At TOD, PM shall twice recycle the seat belt signs to notify start of descent, requiring LCC (Leading Cabin Crew) to give “Cabin secure” report to the Captain within 10 minutes. Normally Descent shall be done in V/S mode.


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10.7 SPEED SCHEDULE The following speed schedule shall be maintained during descent in V/S mode:

200, 220 or 240 Kts

180 Kts (in turbulence) 20 Track miles from runway threshold --- Speed reduce to 170 Kts

(In icing condition select Flaps 15 when reducing below Red bug)

4 nm from FIF --- Flaps 15 speed reduce 140 Kts

2 nm from FIF --- Gear down ( and Flaps 25 ATR42)

Starting descent/crossing FIF --- Flaps 30 Speed reduce to VAPP

Otherwise deceleration from any descent speed as per standard approach procedure 12.1

10.8 10,000 FT AAL CHECKS Passing 10,000ft AAL, PM shall announce “TEN THOUSAND FEET”. The PM shall select landing lights and Seat Belt signs ON and check the pressurization (cabin altitude, rate and delta pressure). PF shall crosscheck. For short sectors, weather permitting, switching seat belt signs ON may be delayed until 5000ft AAL.

10.9 REACHING ASSIGNED ALTITUDE/LEVEL PM shall call “1000 for FL-----/-----” before reaching ATC cleared level/altitude. Level off shall be verified by FMA annunciations and PM shall announce “ALT *” and “ALT GREEN”, PF shall adjust power accordingly.

10.10 GNSS UPDATE DURING APPROACH When being radar vectored, PM shall set “DIR TO” in order to revise the GNSS LEGS page, to update the track miles and obtain an accurate descent profile.

Descent page shall be selected during descent to monitor correct descent profile.

Revisions to GNSS below FL100/10,000’ AAL should be limited to:


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December 03, 2018


DIRECT TO

Change of a database STAR and runway

Holding

Activation of “ROUTE 2”.

10.11 ARRIVAL MESSAGE Where company frequency is available PM shall advice PF to monitor VHF1 and contact the company on VHF2 to pass ETA, aircraft serviceability and any special handling requirements.

10.12 HOLD TIME CALCULATION PM shall calculate extra fuel/holding time available over destination only in case of any expected delays and/or marginal weather conditions at the time of arrival. Destination Extra Holding = FOD - Reserve

10.13 MINIMUM FUEL ADVISORY

Pilots may experience situations where delays, caused by traffic, weather or any other reason results in concern about fuel remaining upon reaching destination.

In such cases, crew shall inform ATC as soon as possible that a MINIMUM FUEL (Alternate + Holding) condition exists. Following an ATC communications transfer crew must advise the next ATC unit that a MINIMUM FUEL condition exists.

It is not an emergency situation but merely an advisory, which indicates an emergency, is possible, should any undue delay occur. It does not imply an ATC traffic priority, although ATC special flight handling shall be implemented.

If at any time, it is estimated that the aircraft shall land with less than 30 minutes of fuel, an emergency must be declared by announcing “MAYDAY MAYDAY MAYDAY FUEL” to ATC. This shall ensure ATC traffic priority and a safe landing.


Chapter 11 Page - 1

Holding Edition 6 Rev 00

December 03, 2018


Serial# HOLDING Page

11.1 APPROACHING HOLDING 3

11.2 HOLDING SPEED & CONFIGURATION 3

11.3 HOLD TIME LIMIT 3

11.4 GNSS HOLD PAGE 3


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11.1 APPROACHING HOLDING To reduce number of race track patterns and loose time en-route it is recommended to maintain 160 Kts (respect icing speeds) before joining the hold and ATC shall be informed accordingly.

11.2 HOLDING SPEED & CONFIGURATION

For maximum holding speeds in normal conditions, refer to the Table below:

Levels Max Holding Speed

Up to 6000 ft 170 kts

Above 6000 ft to 14000 ft 170 kts

Above 14000 ft 175 kts

For icing conditions aircraft may need to hold at higher speeds . Holding shall be executed in clean configuration.

Holding with any flaps extended is prohibited in icing conditions, except for single engine operations.

11.3 HOLD TIME LIMIT

Holding time limit shall be calculated to keep within normal fuel requirements.

Where undetermined delays are expected, a decision to divert must be taken in light of company fuel monitoring and low fuel procedures given in OM-A chapter 7.

If at any time, it is estimated that the aircraft will land with less than 30 minutes of fuel, an emergency must be declared.

11.4 GNSS HOLD PAGE

Hold function of GNSS shall be used while holding. If not using LNAV apply wind corrections for heading and time.

PM shall select required holding fix and enter inbound course and direction of holding pattern (left/right), Holding leg time/distance shall be modified as required; above 14000 Ft leg


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time 1.5 minutes, below 14000 Ft leg time 1 minute or as advised by ATC. After programming hold PM shall announce “INBD CRS____SET, R/L patter SET, LEG TIME____/DISTANCE____ SET”.

PM shall cross check the holding pattern against Jeppesen en-route/approach chart or ATC instructions. PM shall then activate the HOLD, after confirmation from PF.

Hold page shall be selected during holding in LNAV mode till

commencing the approach.

Once cleared to leave the holding fix, EXIT HOLD must be armed

and executed before leaving the holding fix.


Chapter 12 Page - 1

Approach Edition 6 Rev 00

December 03, 2018


Serial# APPROACH Page

12 APPROACH GENERAL 3

12.1 STD APPROACH ENHANCED PROCEDURE 3

12.2 SPEED SCHEDULE 5

12.3 APPROACH CHANGES 6

12.4 RATE OF DESCENT 6

12.5 TRANSITION LEVEL 6

12.6 APPROACH CHECKLIST 6

12.7 GNSS PAGE SELECTION 6

12.8 STABILIZED APPROACH 7

12.9 RADIO ALTIMETER HEIGHTS 7

12.10 LANDING LIGHTS 7

12.11 ILS APPROACH --- CAT-1 CONDITIONS 7

12.12 CREW COORDINATION (ILS APPROACH) 7

12.13 ILS PROCEDURE 8

12.14 STANDARD CALLS 9

12.15 VOR/NDB(LETDOWN) 9

12.16 CIRCLING APPROACH 10

12.17 LNAV/ RNAV APPROACH 11

12.18 SHORT FIELD LENGTH TECHNIQUE 12


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12 APPROACH GENERAL During approach both pilots shall make maximum use of automation ensuring optimum crew co-ordination and discipline. FCOM limitations on use of autopilot (A/P) shall be followed. Standard decelerated approach shall be carried out whenever possible otherwise speed schedule in table 12.2 shall be followed. NOTE: Also see Chapter 19 “Supplementary Information” for CDO preparation and execution.

12.1 STANDARD APPROACH ENHANCED PROCEDURE A transition from descent speed to final approach speed with

continuous deceleration is defined as Standard Approach on ATR. This

Standard Decelerated Approach has following benefits:

1. Reduce the noise

2. Minimize time and fuel burn

3. Enable better integration in big airports

ATR exhibit an average deceleration rate of 10 Kts per NM in clean

configuration & 20-27 Kts per NM with Flaps.

Due to the rate of deceleration being different in clean configuration

and with flaps, the FCOM (ANOR.1.2 Page 4) formula is only valid for

descend speeds less than 200 Kts. To adapt with company standard

stabilization criteria and to correct the Deceleration Altitude formula

for various descend speeds an additional 1000ft will be included in the

Deceleration Altitude formula as a Company Policy, hence following

method should be used to calculate Deceleration Altitude:

Deceleration Altitude = Descend IAS x 10 + Elevation + 1000


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Although adding 1000 ft is only mandatory for descend speeds more

than 200 Kts but to maintain procedure consistency the above formula

shall also be used for descend speeds less than 200 Kts.

This enhanced procedure will give following operational benefits:

1. Continuous decelerated approach is possible from speeds up to

240 Kts.

2. This shall ensure early stabilization, landing configuration achieved,

landing torque set and before landing checklist complete by 1000

AGL.

3. Moving CL to 100% OVRD will not be required on the final stage of

the approach in case of insufficient deceleration.

4. Increased safety by employing the concepts of stabilized approach criteria and procedure standardization.

5. Improved Pilot situational awareness and reduced Pilot workload. 6. Advancing PLs out of Flight Idle early will eliminate any chance of

spurious fire warning on approach which can trigger due to

hampered nacelle ventilation caused by PLs at FI in LDG

configuration as mentioned in FCOM bulletin OEB 44 1/32 Page 9.

7. Cater for small tail wind components; < 5 Kts

Standard Decelerated Approach shall be flown while carrying out

Precision Approaches (PA) and as well as Non Precision Approaches

(NPA) combined with Continuous Descent Final Approach (CDFA)

technique for optimal operations.

Note: Decelerated approach is not allowed if Glide Slope or Vertical Descent Angle (VDA) is steeper than 3 degrees or Tailwind component > 5 Kts in approach or landing.


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Procedure Execution:

During Approach briefing crew shall mention the intention to do a

Standard Decelerated Approach and calculate Deceleration Altitude.

Approaching Deceleration Altitude PM shall announce:

“APPROACHING DECEL POINT”

Upon this PF will announce speed bug to VAPP and gradually retard PLs

to flight idle, configuration shall be selected as speed is reduced 5Kts

below the limitation (VFE, VLO) for specific configuration. PLs shall be

adjusted to maintain VAPP.

Example:

Descent IAS 230 Kts

Elevation 700 Ft

230 x 10 + 700 + 1000 = 4000

Deceleration Altitude = 4000 Ft


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12.2 SPEED SCHEDULE

ATR 42/72-500 BOTH ENGINE OR SINGLE ENGINE

ILS NON PRECISION

DME/GNSS Distance

NON PRECISION Time Based

Letdown SPD & CONFIG

20 Track miles

Short from R/W threshold

20 Track miles

Short from R/W threshold

20 Track miles

Short from IAF SPD 170

GS Alive or 10 Track miles from R/W threshold

4 NM from FIF Crossing

overhead/IAF FLAPS 15 SPD 140

GS 1 Dot 2 NM from FIF +/-50 of

Inbound course GEAR DOWN

(FLAPS 25 ATR42)

GS* Final descent

initiated/ Crossing FIF

Established inbound &

Descending to MDA

FLAPS 30 (FLAPS 35 ATR42)

Note: In icing condition select Flaps 15 when reducing below Red bug.

12.3 APPROACH CHANGES ATC requirements may result in STAR/Approach or runway change during later stage of the approach. In such circumstances PM shall perform a swift revised briefing and set the following after confirmation by PF:

GNSS Arrival/Approach/runway LOC, VOR/ADF frequencies DH/MDA Final approach course

12.4 RATE OF DESCENT Minimum rate of descent for an altitude change shall be 500 feet/min. When descending below 5000 feet AAL, rate of descent shall be limited to a maximum of 2000 feet/min. below 2000 feet AAL, the rate of descent shall be limited to a maximum of 1000 feet/min.


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12.5 TRANSITION LEVEL

Crossing Transition Level PM shall call “TRANSITION LEVEL”.

Both PF and PM shall set airfield QNH and verify on all three Altimeters

PF shall announce “QNH __ SET, PASSING ALT___ NOW”.

PM shall announce “CHECKED” or call the difference if more than +/- 50 feet.

When cleared to an Altitude with approach clearance issued and descent to land has begun, QNH may by set above the transition level provided that level flight above the transition level is not indicated or anticipated.

12.6 APPROACH CHECKLIST PF shall call “APPROACH CHECKLIST” after setting QNH and below 10,000 ft AAL. PM shall read approach checklist and announce “APPROACH CHECKLIST COMPLETE”.

12.7 GNSS PAGE SELECTION Progress page 2 shall be selected during final phase of approach for wind information and vertical track.

12.8 STABILIZED APPROACH Aircraft speed and configuration on glide path shall be stabilized, at least at 1000 feet in VMV or IMC. (Northern Area at least at 500 feet AAL in VMC)

Approach is also considered destabilized if deviation at decision height exceeds 1/3 dot on localizer and 1/2 dot on glide slope, visual references are lost, rate of descent increases to more than 1000ft/min. and speed is -5/+10kts from target speed.

If approach is destabilized go-around shall be initiated.

12.9 RADIO ALTIMETER HEIGHTS PM shall announce “RADIO ALTIMETER ALIVE” when RA is activated on EADI. Heights below 100ft shall be called with reference to radio altimeter.


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12.10 LANDING LIGHTS Landing lights during low visibility approach conditions can reflect light from fog particles, water or snow and may impair visibility. Therefore judicious use of landing lights is advised.

12.11 ILS APPROACH --- CAT-1 CONDITIONS It is recommended that CAT-1 ILS approach may be conducted with A/P and F/D down to minimums. Refer to FCOM AFCS limitations to determine mode and minimum height for use of either A/P or F/D. CAT-1 minimums shall be called with reference to pressure altimeter for determination of altitude during the entire approach.

12.12 CREW COORDINATION (ILS APPROACH) PF shall closely monitor the flight path and FMA annunciations during ILS approach. PF shall maintain one hand on control column and the other on PL. PF shall monitor heads down till minimums. PM shall monitor heads up and heads down after PM calls “HUNDRED ABOVE”. PM shall start looking for visual references like strobe lights, approach lights, runway edge lights, runway centre line lights etc. PM shall announce each reference as it becomes visible. At the first announcement of any visual reference, PF shall lookout to determine if a safe landing can be performed. The approach shall be continued till PM calls “MINIMUMS”, if sufficient visual references are available and the aircraft is in a position to land, PF shall announce “CONTINUE”. If no visual references can be determined at “MINIMUMS”, PF shall advance PLs to ramp and announce “GO AROUND, SET POWER, FLAPS ONE NOTCH”, and apply go around procedure.

12.13 ILS PROCEDURE

When approaching intercept heading PF shall select ILS frequency.

When cleared for ILS approach by ATC, PF shall select HDG, V/L mode and arm APP mode.


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If cleared to intercept localizer only PF shall arm LOC by pressing NAV with ILS frequency set and EFIS in V/L mode

If above the glide slope PF shall arm LOC mode by pressing NAV, with ILS frequency set and EFIS in V/L mode, arm APP mode once below glide slope.

PF shall check FMA and announce “LOC/GS WHITE”. PM monitors radial/bearing on RMI, whilst maintaining MAP mode on EHSI.

At localizer capture, PF shall announce “LOC*, Rwy HDG, DUAL ILS”. PM selects runway HDG, ILS frequency, V/L with ARC mode and announce “Rwy HDG, dual ILS set”. At glide slope capture, PF announces “GS*, Set missed approach altitude”. PM sets the missed approach altitude and announces “Missed approach altitude set”.

PF shall call for landing gear and flap configuration as per configuration management table described in SOP. PM shall announce “SPEED CHECK” and after configuration change is indicated shall announce “GEAR DOWN, THREE GREENS” or “FLAPS ___”.

PF shall call “BEFORE LANDING CHECKLIST” after landing flaps have been set, which shall be read by PM. When the checklist is complete, PM shall announce “BEFORE LANDING CHECKLIST COMPLETE”.

12.14 STANDARD CALLS

PM shall announce the following height calls with reference to pressure altimeter: “1000 ft” (when 1000 ft AAL) “100 ABOVE” ” “MINIMUMS” ”

PM shall announce speed, ILS lateral and ILS vertical deviations as follows:

“SPEED” if Speed -5/+10Kts from target speed “SINK” if Sink rate increases to more than 1000 ft/min


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“LOCALIZER” if 1/3 dot on localizer “GLIDESLOPE” if 1/2 dot on glide slope

12.15 VOR/NDB(LETDOWN) Special care must be taken during non precision approach to avoid a CFIT (controlled flight into terrain) situation when descending to MDA. PM shall announce the following calls: “1000 ft” (when 1000ft AAL) With reference to pressure altimeter “100 ABOVE” - ” “MINIMUMS” - ”

PM may keep MAP mode on EHSI for reference, while monitoring NDB on RMI, while PF keeps V/L mode.

Approach IAF (initial approach fix) in clean configuration maintaining 170kts. Maneuvering shall be carried out with HI bank during initial approach.

Crossing overhead IAF Flaps 15 and speed 140 Kts shall be maintained proceeding outbound. Inbound course shall be set before completion of the outbound leg. Start turn with LO or HI bank as required.

While maneuvering to intercept final approach track, within 5 degrees of inbound course or half scale deflection on CDI for VOR or before final approach fix, select gear down, flaps 25(ATR42), maintain speed 140 Kts. Established inbound crossing FIF take final flaps and initiate descent to reach MDA before MAP. Speed to Vapp Maximum allowed V/S is 1000ft/min.

PF shall announce “BEFORE LANDING CHECKLIST”. PM shall read the before landing checklist and on completion announce “BEFORE LANDING CHECKLIST COMPLETE”.

Note: At MDA when ALT GREEN is displayed, PF shall request PM to “set missed approach altitude”. PM sets the missed approach altitude and announces “Missed approach altitude set”.




December 03, 2018


At 100 FT above minima, PM shall announce “100 above”. Upon reaching PF shall maintain MDA or until PM calls visual cues or field in sight.

When adequate visual references are acquired and confirmed by both pilots, PF shall announce “CONTINUE”. At VDP, AP may be switched OFF and PM shall set ADU standby.

If no visual references are acquired at MDA, approach shall be continued till MAP while go around altitude set on ADU. If still no visual references are acquired then PF shall announce “GO-AROUND, SET POWER, FLAPS ONE NOTCH” and follow missed approach procedure.

It is recommended to discuss the visual descent segment during the approach briefing.

12.16 CIRCLING APPROACH Circling Approach is a visual flight maneuver after an instrument approach to MDA, to position and land while maintaining sufficient visual references. Circling approach shall be avoided in the hours of insufficient day light and straight in RNAV approach shall be given preference over circling.

Low visibility circling approach shall be executed in flaps 15, landing gear down configuration till MDA (2 ENGs). And in case of S.E, L/G to be selected down at the end of downwind leg.

“Before Ldg checklist” shall be called by PF after L/G is selected down. PM shall read the before Ldg checklist and announce “Before Ldg checklist complete standby for flaps”.

PF shall monitor head down during approach till MDA or until PM calls visual cues or field in sight. When ALT GREEN is displayed at MDA (circling), PF shall announce “Set missed approach altitude”. PM shall set and announce “Missed approach altitude set”.

When adequate visual references are acquired and confirmed, PF shall maneuver for downwind, turning 45 degrees and after 30 sec turn downwind.




December 03, 2018


Abeam threshold start timing (in sec) = Height/20 +/-1 sec/ 1kt head/tailwind. While maneuvering for final turn, select flaps 30/35 and set speed Vapp. When flaps 30/35 are indicated PM shall now announce “BEFORE LANDING CHECKLIST COMPLETE”.

During circling approach wings should be level on final when aircraft reaches 300 feet AAL. Rate of descent during final turn should be controlled in such a manner so as to cross the threshold at 50 feet.

Note: If any time during circling approaches, visual cues or airfield environment is lost. PF shall execute missed approach while climbing turn towards the landing runway and follow missed approach of the instrument procedure carried out earlier.

12.17 LNAV/ RNAV APPROACH ATR A/C is authorized to fly GNSS/ GPS/ RNAV approach, provided.

a. GNSS is serviceable.

b. RAIM is not degraded

c. Procedure is contained in database.

d. LNAV minima are used as MDA.

e. Crew has received training on flying RNAV approach during simulator or line training.

Before commencing approach RAIM predictions must be obtained and ANP shall be checked versus RNP, all track distances in approach shall be verified from legs page against Jeppesen chart. On finals Approach Blue annunciation shall be announced by PF. It is recommended that when flying in LNAV, approach shall be monitored and crosschecked on RMI (VOR /ADF) by PM and PF. If the system degrades or malfunctions above 1000 Ft AGL crew shall revert to conventional navigation by selecting HDG and V/L mode on EHSI with VOR/NDB minima. If this happens below 1000 Ft AGL and visual continue to land visually if in not visual initiate a missed approach.




December 03, 2018


Note: Pilots should not attempt to fly RNAV approach unless the procedure is contained in the current navigation database. Flying from one approach waypoint to another waypoint that has not been loaded from a database does not ensure compliance with the published approach procedure.

12.18 SHORT FIELD LENGTH APPROACH & LANDING TECHNIQUE When flying to short field length airports this subchapter shall be reviewed in approach briefing. A field length is considered short on ATR when:

ATR Short fields

Airport at MSL Runway length 5000 Ft and less

Airport 2000 Ft and above MSL Runway length 6000 Ft and less

1. Emphasis on correct loading and CG.

2. Stabilize early to maintain proper approach speed throughout.

3. Aim to land at the beginning of the runway.

4. Cross threshold not above 50 Ft.

5. Retard PLs to idle minimum at 10 Ft.

6. Ensure no long flare or floating by “Help it land’ technique.

7. If the aircraft balloons or touchdown occurs beyond the aiming point execute a Go Around.

8. Go around after touchdown is called “Rejected Landing”, be cautious triggering of CRC in rejected landing will be a normal feature due to T.O CONFIG warning (Flaps not 15). Do not change decision once decided to Go Around.

9. After Landing do not delay GI and REV, at touchdown CM2 calls “My Yoke” and push control column forward, in to the wind therefore CM1 can take full reverse if required. Delayed braking is not allowed on short fields.




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Chapter 13 Page - 1

Missed Approach Edition 6 Rev 00

December 03, 2018


Serial# MISSED APPROACH Page

13.1 DECISION TO DISCONTINUE 3

13.2 PROCEDURE 3


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13.1 DECISION TO DISCONTINUE

Pilots must discontinue the approach/landing if:

1. No visual references are established at MAP/DH, 2. Runway transgressed by a vehicle, animal or another airplane 3. Lights/power breakdown at the aerodrome during Night Landing 4. Approach destabilized 5. Insufficient stopping distance remaining after late touchdown 6. Any other reason when deemed necessary by the Captain.

13.2 PROCEDURE

Note: When marginal visibility/ceiling is reported, Go-around actions below shall also be reviewed in approach briefing while discussing Go-around procedure.

If Go-around is initiated in IMC/night, PF must ensure to fly on EADI and refrain from looking outside to avoid somatogravic sensory illusion.

PF shall announce “GO-AROUND SET POWER FLAPS ONE NOTCH” and execute missed approach procedure.

PF shall simultaneously advance PL to RAMP and press go-around push button on PL (this will disengage AP), checking FMA for HDG HOLD/GA and manually rotate till 8 degrees and then follow FD.

PM shall retract one notch flaps, check FMA, Np 100% and go-around TQ 100% (Manual TQ bugs), adjusting if required. Announce “GO-AROUND POWER SET, FLAPS___” when indicated.

PM shall announce “POSITIVE RATE”, when indicated on VSI and pressure altimeter. PF shall cross check and call “GEAR UP, HDG, LO BANK, IAS TO VGA”. PM shall select landing gear up, set and announce “HDG, LO BANK, IAS (VGA) SET” after confirming FMA and announce “GEAR UP” when indicated.

PF shall announce “Tune radios for missed approach”. PM shall set and announce “Radios set”.

In case of ATR 42, FCOM procedure for cleaning up shall be followed.


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PM shall inform ATC and monitor, attitude, airspeed, flight path and engine parameters.

PM shall announce acceleration altitude at 1000’AAL, PF shall bring the PLs back to notch and call “Climb Procedure” (two engines) or “ALT” (single engine).

PM shall carry out normal climb procedure as per FCOM in case of 2 Engine go around and announce “Climb Procedure complete”.

In case of single engine, PM shall select “ALT” and carry out single engine go around procedure as per FCOM.

In case if required to follow missed approach procedure in LNAV, first ensure that missed approach procedure is selected in GNSS as it is automatically selected when any instrument/RNAV approach is selected. This procedure will be automatically activated when go around PB on PL is pressed. Follow same procedure as normal go around with following changes:- At “Positive rate” call by PM, PF calls “Gears up, RNAV, NAV, IAS to VGA”. PM shall select gears up, select RNAV on PF side EFIS then select NAV on AFCS and select and set IAS to VGA.

Note: If missed approach procedure is not automatically selected somehow then it can be manually selected by pressing a prompt on MCDU “Execute missed approach”.

Caution: LO bank protection will not be available when NAV mode is selected. If missed approach procedure requires turn at or below acceleration altitude then it should be done in HDG SEL mode.

PF shall call “AFTER TAKEOFF CHECKLIST” which shall be read by PM and after completion shall announce “AFTER TAKEOFF CHECKLIST COMPLETE”.

If decision is made to attempt another approach and landing, flaps 15 configuration may be retained with speed at white bug + 10/red bug (in icing conditions).


Chapter 14 Page - 1

Landing Edition 6 Rev 00

December 03, 2018


Serial# LANDING Page

14 LANDING 3

14.1 LANDING CALLOUTS 3

14.2 LANDING TECHNIQUE 3

14.3 EMERGENCY BRAKE 5

14.4 CROSS WIND LANDING 5

14.5 NARROW RUNWAYS 6


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14 LANDING

Early alignment with runway centre line, correct speed and trajectory are vital for stabilized approach and landing. When approaching to land PM shall call deviation with respect to PAPI/VASI and announce “LOW” or “HIGH”.

If Radio Altimeter is observed approaching 50 feet or less with aircraft not crossing runway threshold, immediate corrective action should be taken to establish on profile.

14.1 LANDING CALLOUTS It is recommended that cabin crew is advised to be seated between 5000 to 3000 Ft AGL. The PM shall announce on PA “CABIN CREW TAKE YOUR STATIONS FOR LANDING”

As soon as flaps 30/35 are selected, PF shall call for “BEFORE LANDING CHECKLIST”.

PM shall ANNOUNCE height calls with reference to radio altimeter as follows:

“80”, “50”, “40”, “30”, “20” and “10”.

Note: ATR 72 has auto height call outs when no fault on GPWS.

14.2 LANDING TECHNIQUE The following procedure is recommended as a basic guide line, landing technique must be improvised as the situation demands.

Maintain standard 3 degree final approach slope and Vapp till 20 ft on the radio altimeter. Aim the touchdown point to ensure landing within touchdown zone.

PM shall call “20”, PF shall flare visually. PM shall call “10”, PF shall reduce PLs to FI.

Note: During landing phase, Pitch should never cross 8 degrees, PM is to monitor the Pitch and call “PITCH, PITCH” whenever pitch reaches 7 degrees threshold.


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When the main wheels are on ground, fly down the nose wheel without delay, place feet with heels on rudders and toes on brakes from early part of the approach, despite ATR possess touchdown protection; ensuring brakes are not pressed till all wheels are on ground.

Maintain R/W center line with the help of rudders.

Both PLs: GI (once A/C is established on R/W Centerline)

Both LO PITCH lights check illuminated.

PM check auto retraction of Idle Gate upon touchdown, if no auto retraction pull idle gate manually.

Caution: On ground if the Idle Gate is in Flight position PLs will not move below Fl. Upon landing if PF feels PLs are not moving towards GI he shall announce “IDLE GATE” and PM must respond by pulling the idle gate manually.

Calls regarding Lo Pitch Lts:

2 ENGs --- 2 lo pitch Lts illuminated --- PM announces “Two Lo Pitch”

2 ENGs --- 1 lo pitch Lt illuminated --- PM announces “No reverse”

1 ENG --- 1 lo pitch Lt illuminated --- PM announces “One Lo Pitch”

Caution: If thrust asymmetry occurs or if one “LO PITCH light is not illuminated, the use of reverse is prohibited.

Use reverse at high speeds and prefer the use of brakes at low speeds. As reversers are more efficient at high speed, it is recommended to use reversers just after landing and un-reverse the PLs to GI before 40 Kts to avoid soil ingestion and pitch disconnect.

Apply brakes as required. Runway permitting avoid unnecessary harsh braking to avoiding overheat condition. It may take up to 10 min for brake temperatures to peak at sensor location.

Once landed CM2 shall maintain control column in to the wind during entire landing roll. PM calls “70/ (90 narrow RW) Kts”. CM1 shall announce, “MY CONTROLS” and put his/her hand on nose wheel


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steering for directional control. CM2 shall hold control column forward, and into the wind.

14.3 EMERGENCY BRAKE EMER brakes are supplied by blue HYD system and operate without antiskid protection. If normal brakes, are inoperative or failed to respond pilots should be ready to apply emergency brake by bringing the emergency brake handle in the notch. This position provides smooth deceleration whilst minimizing the risk of blown tires.

Use of EMER BRAKE beyond the notch above 60kts shall be avoided to prevent damage to wheels and tires due wheel lock.

Below 60kts, a small further travel (1cm) is available without risk of damage when maximum stopping performance is required.

As a deflated tire is not easily noticeable from the cockpit, NO TAKEOFF

shall be attempted after EMER BRAKE has been used at speed in excess

of 20 knots without prior inspection of the main landing gear.

14.4 CROSS WIND LANDING Special care must be exercised while landing in strong cross wind conditions due narrow main wheel track and high wing design of the aircraft. Cross wind landing technique Document SAFETTY NOTE#1 “BE PREPARED FOR CROSSWIND LANDING” shall be strictly followed with special emphasis on maintaining directional control. During approach in crab ensure flight path is aligned with the runway as nose will be in to the wind, at 20 Ft simultaneously:

1. De-crab using leeward side rudder. 2. Aileron in to the wind 3. Flare 4. PLs gradually retard to idle.

During landing roll also significant aileron deflection into the wind and positive application of the leeward rudder are required to counteract wind cocking due large keel surface.


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In cross wind conditions Nose Wheel shall touchdown promptly and CM1 shall be ready to use Nose Wheel steering judiciously for directional control when speed is lowered. The landing flap configuration is the same as the standard flap setting even with strong cross wind.

14.5 NARROW RUNWAYS

FCOM procedure shall be followed for narrow runway operation. When

the aircraft is operated on narrow runways irrespective whether CM1 or

CM2 is PF CM1 shall be ready to use Nose Wheel steering as soon as

NW is on the ground. Use rudders and differential braking to maintain

centerline.

Caution: Nose wheel steering is extremely sensitive at high speeds.


Chapter 15 Page - 1

After Landing Edition 6 Rev 00

December 03, 2018


Serial# AFTER LANDING Page

15 AFTER LANDING 3

15.1 TAXI IN 4


Chapter 15 Page - 2


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Chapter 15 Page - 3


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15 AFTER LANDING Taxiing should be done at GI power. During taxi, braking while PLs are in FI may induce BRK TEMP HOT alarm and early brakes wear. While backtracking or after vacating the runway, CM1 shall announce “After Landing Procedure”.

Gust lock must only be engaged at slow taxi speed when CM1 announces “After landing procedure”. CM2 shall engage the gust lock, switch off the bleed of eng 1 and punch clock.

CM2 shall carry out after landing procedure as per FCOM and on completion announce “AFTER LANDING PROCEDURE COMPLETE”. CM2 shall also switch off windshield heating.

CM1 shall call “AFTER LANDING CHECKLIST”. After landing checklist is performed as a do list. CM2 reads loudly and acts without CM1’s confirmation. After completion CM2 will announce “AFTER LANDING CHECKLIST COMPLETE”.

CM2 shall select position reference page on GNSS for ready reference of ground speed during taxi in.

Engine cooling time of 2 minutes shall be observed with PLs between GI and FI, Taxi in shall be performed on both engines, taking final turn towards parking position or approaching parking position, CM2 moves CL 1 to FTR on Captains command and check ACW BTC inline. CM2 shall check HYD SYS pressure. After 45 seconds move CL1 to fuel Shut Off and check DC BTC.

PM shall perform ATPCS dynamic test on last flight of the day, when aircraft is stationary.

Caution: Dynamic test should not be performed while taxiing. ACW GEN goes off line and hydraulic pressure may drop momentarily causing loss of normal braking.


Chapter 15 Page - 4


December 03, 2018


15.1 TAXI IN

CM2 shall assist and guide CM1 during taxi while referring to relevant taxi charts.

Entering the apron, taxi speed shall not exceed 10kts, and shall be reduced further approaching the parking area.


Chapter 16 Page - 1

Parking Edition 6 Rev 00

December 03, 2018


Serial# PARKING Page

16 PARKING 3

16.1 PARKING CHECKLIST 5


Chapter 16 Page - 2


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Chapter 16 Page - 3


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16 PARKING

Where practical, First Officer will request the ATC for nose in to

the wind parking. CM1 shall keep in mind following consideration

while planning parking.

Consideration 1 Aircraft to be parked with wind relative to the nose at 10 o clock, to minimize noise and exhaust gas inconvenience when in hotel mode. To approximate this: park in a way that wind is blowing on Ice Evidence Probe. Consideration 3 Hotel mode exhaust shall not blow over passengers walking between aircraft and terminal for embarking/disembark.

In case of non-availability of parking as above with unfavorable

wind conditions, consideration should be given to shut down

engine 2 to avoid the risk of avoid NAC OVHT warning, this will

also minimize noise and exhaust gas interference during Hotel

Mode operation.

Note: Maximum tail wind for Hotel Mode operation is 10 Kts

(Gust Included).

When Marshaller in sight or approaching the parking stand, CM1

shall call “Taxi/TO LT OFF”. CM2 shall switch off the taxi and TO lt

and CM2 shall check pressure 3x3000 psi and announce

“HYDRAULIC CHECK”.

CM1 shall set parking brake and announce “ON BLOCKS TIME ….”

CM1 shall announce “CL 2 FTR”. CM2 shall FTR, CL 2”. (For ATR72,

CM2 shall announce “A2 take your position” on PA).

CM1 shall check NP stabilized and ready light on then engage Prop

Brake. Confirm PROP BRK blue Lt ON.


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December 03, 2018


(If Engine 1 was not shut during taxi, CM2 shall first shut Engine 1

in consultation with CM1)

CM1 shall announce “CHECK PROP STATIONARY”. CM2 shall

confirm and announce “PROP STATIONARY”.

CM1 after confirming that both propellers are stationary shall

switch off beacon Lt.

CM1 shall establish communication with ground.

ATR42:

After confirmation from ground personnel that chocks are in

place, safety cones have been installed and passenger buses

arrived (where applicable) only then CM1 shall advice CM2 to

make the announcement.

CM2 shall switch off the seat belts & announce on PA:

“OK FOR THE DOORS”

ATR72:

Once both prop stationary CM2 shall announce on PA:

“CABIN CREW HAND OVER THE TAIL PROP”

After confirmation from ground personnel that chocks are in

place, safety cones have been installed, passenger buses arrived

(where applicable) and Tail Prop is installed, CM1 shall advice

cabin crew on the intercom:

“OK TO DISEMBARK”

CM2 shall switch off the seat belts

Switching the beacon light off is an indication to the ground

personnel that it is now safe to approach the aircraft.

Where GPU is not available,


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Before shutting HM ensure cargo door open and BAT Voltage is

not low, if GEN 2 is CF/FAULT cargo door must be open/closed

with manual hand crank with the help of ground crew to avoid

unnecessary battery load.

Bleed#2 must be switched off for few seconds before shutting

Engine 2, after shutting down Engine 2 switch off the wing light.

CM2 shall note fuel used and reset FU indicator.

CM1 shall release the parking brake after ensuring chocks are in

place and aircraft is stationary. Refueling is not allowed with

Engine 2 running in Hotel Mode.

Note: Tail Prop shall always be installed when aircraft is parked. Captains are to ensure that Tail Prop is installed before Boarding and disembarkation of PAX at departure and destination airports. In case, if only 05 PAX move to the rear of the aircraft, aircraft tail can touch the ground.

16.1 PARKING CHECKLIST

CM1 shall call “PARKING CHECKLIST”, PM shall read the parking checklist and on completion announce “PARKING CHECKLIST COMPLETE”.


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Chapter 17 Page - 1

Leaving the Aircraft Edition 6 Rev 00

December 03, 2018


Serial# LEAVING THE AIRCRAFT Page

17 LEAVING THE AIRCRAFT 3


Chapter 17 Page - 2


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Chapter 17 Page - 3


December 03, 2018


17 LEAVING THE AIRCRAFT

Leaving the aircraft procedures shall be completed as per FCOM

by CM2. CM1 shall announce “LEAVING THE AIRCRAFT

CHECKLIST”. CM2 shall read the checklist and on completion call

“LEAVING THE AIRCRAFT CHECKLIST COMPLETE”

CM2 shall complete the Flight Log and Captain’s Debrief. CM1 shall review and insert PW. Flight Log shall be uploaded at the earliest, preferably within 12 hrs of flight completion.

CM1 shall ensure that all defects are recorded in the technical logbook, and verbally brief engineering as appropriate.

CM2 shall secure all flight related documents placing them in the flight plan packet. CM2 shall rearrange the documents in the prescribed stowage area.

Cockpit window blinds must be put up to protect the aircraft interior from light and heat.

Stow properly the JMP seat if used, with seatbelt folded inside the seat.

CM2 shall carry out post flight exterior inspection wearing high visibility ramp jacket.

Any unsafe observation or unusual occurrence shall be immediately reported through an ASR and debrief.

Crew shall leave a clean cockpit and ensure any personal belongings are not forgotten.


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Chapter 18 Page - 1

Standard Calls Edition 6 Rev 00

December 03, 2018


Serial# STANDARD CALLS Page

18.1 ENGINE START 3

18.2 BEFORE TAXI 4

18.3 TAXI 5

18.4 BEFORE TAKE OFF 6

18.5 TAKE OFF 7

18.6 CLIMB 9

18.7 CRUISE 9

18.8 DESCENT 10

18.9 APPROACH 10

18.10 STANDARD APPROACH 11

18.11 MISSED APPROACH 13

18.12 LANDING 14

18.13 AFTER LANDING 15

18.14 PARKING 16

18.15 LEAVING AIRCRAFT 17

18.16 AFCS MODES SELECTION & FMA CALL OUTS 17


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Chapter 18 Page - 3


December 03, 2018


18.1 ENGINE START

EVENT CM1 CM2

Ready to Start Start #2HM/2/1 Residual ITT ….

Push button depressed

Starter on

CL to feather Fuel Open

ITT Increases Light Up

Oil Pressure Increases

Oil Pressure

NH 45% NH 45 %

Starter auto cut Starter Cut Out

Starter not auto cut Manually off start

abort Starter Off

If ITT shows an abnormal trend

ITT

ITT peak off Max ITT ….

NH>61.5% Parameter Stabilized

When ready to release propeller

Right prop area clear

PROP moves Rotation

NP stabilized 15% a NP stabilized

To un-feather CL 1/2 Auto NP1/2 …. % (To avoid Auto with PRBK on)

SGL CH Lt illuminated Single Channel

LO PITCH Lt illuminated

Low Pitch

When NP stabilized at 71%

Idle Parameters


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18.2 BEFORE TAXI

EVENT CM1 CM2

Before taxi procedure

When ready to start Engine 1

Left prop area clear

Engine 1 shall be started in sequence. Call outs for engine 1 start are same as for engine start above

After checking ACW gen 1 fault LT

extinguished & BTC open (off line)

Before taxi procedure

complete.

Before taxi checklist

Before taxi checklist complete


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December 03, 2018


18.3 TAXI

EVENT CM1 CM2

After hand signal and

taxi clearance Left clear Right clear

Off Blocks Time ….

PRK & EMER BRK check

Parking brake check Emer brake check

CM2 BRKs check Your Brakes My Right Brake, My Left Brake

Your Brakes

CM1 BRKs check My Right Brake, My Left Brake

If ATC same as

discussed As Briefed

Taxi procedure

Read AOA and FMA “Icing AOA off/on, HDG SEL LO, IAS, CPL

Left/Right, ALT SEL XXXX”

When complete Taxi procedure

complete

Taxi checklist

Taxi checklist

complete


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18.4 BEFORE TAKE OFF

EVENT CM1 CM2

Approaching Holding

Point

Before Takeoff

Procedure

When Cabin Ready Cabin Crew Take Your Stations For

Takeoff

Controls Check Follow Me On

Rudders

Rudder Full Left, Full

Right And Neutral Full Left

Full Right

Gust Lock Off Controls Coming

Back, Full Back

Full Forward

Spoiler Blue Light Full Right

Right Aileron Check

Full Left

Left Aileron Check Spoiler Blue Light

Before Takeoff

Procedure Complete

Before Takeoff Check

List

Before Takeoff Check List Complete


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December 03, 2018


18.5 TAKE OFF

EVENT CM1 CM2

Entering RWY Approach/Runway

clear RW HDG ……

Approach/Runway clear

X checked

Ready to roll Ailerons in to the

wind, Time …., Takeoff

ATPCS illuminated ATPCS Arm

Both PLs in the notch Notch

After ensuring PLs in the notch and TO

PWR achieved(TQ, NP)

Power set

Check

Reaching 70 Kts (90 Kts on Narrow)

70 Knots

(90 Knots)

My controls

Or Your controls

Your Controls

Or My Controls

EVENT PM PF

Reaching V1 V1

Reaching VR Rotate

Positive rate Positive rate Gear Up


Chapter 18 Page - 8


December 03, 2018


EVENT PM PF

Passing Acceleration

Altitude Acceleration Altitude

Climb Procedure, Set Speed Bug ….

Climb Procedure

Complete Check

(Normal conditions) Reaching white Bug White Bug Flaps 0

(Icing Conditions) Reaching white Bug Reaching icing Bug

White Bug Icing Bug

Maintain Flaps 15

Flaps 0

When Flaps indicated zero

Flaps zero

After Takeoff

checklist to the Line

After takeoff

checklist Complete to the Line

(Normal conditions) Reaching WB+10 White Bug +10 Set High Bank

(Icing Conditions) Reaching RB+10 Icing Bug +10 Set High Bank

High Bank Set

Passing Transition Altitude

Transition Altitude Set Standard

Standard Set Passing FL ….. Now

Check or

Plus/ Minus ….. Ft”

When High Transition Altitude

After Takeoff Checklist Below the

Line

After Takeoff

Checklist Complete Below the Line


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18.6 CLIMB

EVENT PM PF

Passing FL100 10,000 feet

Pressurization check

Cabin at ……. Ft

Approaching Cruise

Level/Altitude

One Thousand For Flight Level ……

Check

18.7 CRUISE

EVENT PM PF

Level off ALT *

Check

ALT Green

Check

Top Of Climb Cruise Procedure

ATR72 at CRZ Speed PWR MGT Selector

CRZ Check

Compute Cruise

Parameters

CRZ Parameters

Computed

Announce CRZ

Parameters

Cruise Procedure

Complete




December 03, 2018


18.8 DESCENT

EVENT PM PF

DSC Preparation and

Briefing Complete Decent Checklist

Descent Checklist

Complete

Setting Assigned

Altitude On ADU Alt ……/FL ….. Set

Check

Passing 10,000 feet AAL

10,000 feet

Check

18.9 APPROACH

EVENT PM PF

Passing Transition Level

Transition Level Set QNH …….

QNH ……. Set Passing ……. Ft Now

Check or

Plus/ Minus ….. Ft”

Approach Checklist

Approach Checklist

Complete

5000 - 3000 Ft AGL Cabin Crew Take

Your Station for LDG

When RA is Activated on EADI

Radio Altimeter Alive




December 03, 2018


18.10 STANDARD APPROACH

EVENT PM PF

APP Mode Armed LOC GS white

Check

LOC Capture LOC*

Check

Set Runway Heading

Dual ILS

Runway Heading

Dual ILS Set

LOC GREEN

Check

G/S Alive Glide Slope Alive

Approaching Deceleration Altitude

Approaching DECEL Point

Speed Bug Vapp

GS Capture GS*

Check Set Missed Approach

Altitude

Missed Approach

Altitude Set

Speed VFE - 5 Flaps 15

Speed Check

When indicated 15 Flaps 15

Speed VLO - 5 Gear Down

Speed Check

When Indicated Down

Gear Down Three Greens




December 03, 2018


EVENT PM PF

(ATR42) Speed VFE(25) - 5 Speed check

Flaps 25

Speed VFE(30/35) -5

Speed Check

Flaps 30/35

When Indicated 30/35

Flaps 30/35

Before Landing

Checklist

Before Landing

Checklist Complete

GS Green Check

Glide Slope Green

(For RNAV APP) ANP=RNP or better

APP Blue on EHSI Check

Approach Blue

1000 Ft AGL 1000 Ft

Stabilized/ Not Stabilized

Continue/ Go-Around

If Deviation 1/3 dot

on localizer Localizer Correcting

If Deviation 1/2 dot

on GS Glide slope Correcting

speed -5/+10 Kts Speed Correcting

DH+100 100 Above Check

At DH Minimum Continue/Go-around




December 03, 2018


18.11 MISSED APPROACH

EVENT PM PF

Whenever GA is

required

Go Around, Set Power , Flaps One

Notch

After confirming ENG

parameters & flaps

indication

Go Around Power Set, Flaps.…

Positive Rate

indication Positive Rate

Gear Up, Heading,

Low Bank, IAS to VGA

OR

Gear Up, RNAV, LNAV, IAS To VGA

Heading, Low Bank,

IAS to VGA Set

OR

Gear Up, RNAV,

LNAV, IAS To VGA Set

Gear indicated up Gear up

At 1000 feet AAL Acceleration Altitude

Climb Procedure, Speed Bug

150/160/WB (as applicable)

Climb Procedure

Complete

ATR42-500 Reaching WB or VGA +15 whichever lower

White Bug/VGA + 15 Flaps 15

Refer to After Takeoff Procedure




December 03, 2018


18.12 LANDING

EVENT PM PF

Switching AP off Autopilot Off

Set Yaw Damper Off

Non Precision APP AFCS STBY

ATR42

or ATR72 GPWS Fault

80 50 20

On Ground (Refer table below)

ENG LO PITCH PM ANNOUNCE REVERSE

2 ENG

2 2 LOW PITCH NORMAL USE

1 NO REVERSE NO REVERSE

0**

1 ENG 1 1 LOW PITCH USE WITH CARE*

Note **If no LO PITCH ensure GI by pulling on the triggers & Pull idle gate. *The effect of asymmetrical reverse thrust is not predictable with a sufficient accuracy on contaminated runways, it is therefore not recommended to use single engine reverse thrust.

EVENT PM PF

Passing 70 Kts 70

EVENT CM1 CM2

My Controls My Yoke




December 03, 2018


18.13 AFTER LANDING

EVENT CM1 CM2

While Back Tracking Or Vacating The R/W

After Landing Procedure

When Procedure complete

After Landing

Procedure Complete

After Landing

Checklist After Landing

Checklist Complete

After 2 mins between GI and FI

Thermal Stabilization

complete

Final Turn Towards Parking

CL 1 FTR CL 1 FTR, time taken

45 sec

ACW BTC inline

Hydraulic Pressure

Check

45 sec after feathering #1

45 Seconds

CL 1 Fuel Shut off 1 Shut off

DC BTC check




December 03, 2018


18.14 PARKING

EVENT CM1 CM2

Aircraft Stopped at Parking Position

Parking Brake Set

CL 2 FTR CL 2 FTR

On Blocks Time ….

( ATR 72) A2 Take Your Position

NP 2 stabilized NP stabilized

PROP BRK On

Both PROP stationary

Number 1 stationary Number 2 stationary

ATR 72 PA: Cabin crew

handover the Tail Prop

After confirmation that chocks, safety cones & Tail PROP (ATR72) installed

ATR72 Cabin crew Intercom:

Ok to Disembark

ATR 42 PA: OK for the Doors

Parking Checklist

Parking Checklist

Complete




December 03, 2018


18.15 LEAVING THE AIRCRAFT

EVENT CM1 CM2

All Documentation Filled

Leaving The Aircraft Procedure

Leaving The Aircraft Procedure Complete”

Before Switching Off Battery

Leaving The Aircraft Checklist

Leaving The Aircraft Checklist Complete

18.16 AFCS MODES SELECTION & FMA CALL OUTS

Note: For AFCS, modes arming Sequence and their call outs refer

to the FCTM.




December 03, 2018




Chapter 19 Page - 1

Supplementary Information Edition 6 Rev 00

December 03, 2018


19 SUPPLEMENTARY INFORMATION

This chapter provides Supplementary information to chapter 10 & 12 for the purpose of CDO.

CONTINUOUS DESCENT OPERATION (CDO)

GENERAL CDFA is Continuous Descent Final Approach which implies to the final segment of the approach and CDA is a Continuous Descent Approach which starts from early part of the descent both are a vital part of CDO (Continuous Descent Operations). CDO is highly encouraged globally in modern Aviation airspace design due to its many benefits which includes reduced level flight segments, reduction in noise, fuel burn and emissions, while increasing the predictability of flight path to controllers and pilots and increasing flight stability. An optimum CDO starts from the top-of-descent (TOD), i.e. at cruise altitude, and allows the aircraft flying its individual optimal vertical profile down to runway threshold while respecting all ATC clearances and Altitude constraints. PURPOSE This subchapter provides guidance for using the continuous descent final approach (CDFA) technique while conducting a Non-precision Approach (NPA) procedure. It describes the rationale for using the CDFA technique, as well as recommended general procedures and training guidelines for implementing CDFA as a standard operating procedure (SOP).

BACKGROUND Controlled flight into terrain (CFIT) is a primary cause of worldwide commercial aviation fatal accidents. Un-stabilized approaches are a key contributor to CFIT events. Present NPAs are designed with and without step-down fixes in the final approach segment. Step-downs flown without a constant descent will require multiple thrust, pitch, and altitude adjustments inside the final approach fix (FAF). These


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adjustments increase pilot workload and potential errors during a critical phase of flight. NPAs designed without step-down fixes in the final segment allow pilots to immediately descend to the MDA after crossing the FAF. In both cases, the aircraft remains at the MDA until descending for the runway or reaching the missed approach point (MAP). This practice commonly referred to as “dive and drive,” can result in extended level flight as low as 250 feet above the ground in instrument meteorological conditions (IMC) and shallow or steep final approaches a) Stabilized Approaches. A stabilized approach is a key feature to a safe approach and landing. Crew are encouraged to use the stabilized approach concept to help eliminate CFIT. The stabilized approach concept is characterized by maintaining a stable approach speed, descent rate, vertical flight path, and configuration to the landing touchdown point. Depart the FAF configured for landing and on the proper approach speed, power setting, and flight path before descending below the minimum stabilized approach height; e.g., 1,000 feet above the airport elevation and at a rate of descent no greater than 1,000 feet per minute, unless specifically briefed.

b) Approach Designs and Continuous Descent. Precision IAPs and Approach Procedures with Vertical guidance (APV) have a continuous descent approach profile in their design. NPAs were not originally designed with this vertical path, but may easily be flown using the CDFA technique. Flying NPAs with a continuous descent profile will provide a safety advantage over flying approaches using the “dive and drive” technique. Therefore, the goal of implementing CDFA is to incorporate the safety benefits derived from flying a continuous descent in a stabilized manner as a standard practice on an NPA.

c) Definition of CDFA. CDFA is a technique for flying the final approach segment of an NPA as a continuous descent. The technique is consistent with stabilized approach procedures and has no level-off. A CDFA starts from an altitude/height at or above the FAF and proceeds to an altitude/height approximately 50 feet above the


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landing runway threshold or to a point where the flare maneuver should begin. d) Advantages of CDFA. CDFA offers the following advantages:

(1) Increased safety by employing the concepts of stabilized approach criteria and procedure standardization.

(2) Improved pilot situational awareness and reduced pilot workload. (3) Improved fuel efficiency by minimizing the low-altitude level flight time. (4) Reduced noise level by minimizing the level flight time at high thrust settings. (5) Procedural similarities to APV (Approach with Vertical Guidance)

and Precision approach operations. (6) Reduced probability of infringement on required obstacle

clearance during the final approach segment.

APPLICABILITY The use of CDFA should become a standard procedure in the performance of suitable NPAs. Accordingly, crew shall be evaluated for CDFA in Standardization Check. For ATR operations Continuous descent approach (CDA) is recommended for ILS approaches and following NPAs published with a vertical descent angle (VDA) or/and with use of vertical deviation scale

RNAV

VOR (GNSS for distance information)

VOR/DME

LOC (GNSS for distance information)

LOC/DME

Note: Not recommended if straight in landing Minimums are not published or if final approach course and runway track differs more than 10 degrees.


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OPERATIONAL PROCEDURES AND FLIGHT TECHNIQUES a) Equipment Requirement. CDFA requires no specific aircraft equipment other than that specified by the title of the NPA procedure. Pilots can safely fly suitable NPAs with CDFA using basic piloting techniques, GNSS/RNAV systems. Pilots can use points defined by a DME fix, crossing radial, GPS distance from the runway, etc., on the approach plate to track their progress along both the lateral and vertical approach paths to the MAP.

b) Approach Requirement. CDFA requires the use of a published VDA or barometric vertical guidance on the IAP. RNAV approaches are published with a VDA. In rare cases, the VDA may be calculated from a step-down fix altitude. When the IAP is selected from the database a published VDA is provided. Flight Path Angle (FPA) displays the current aircraft inertial flight path angle in degrees relative to the ground. Pilots must compute a required rate of descent manually to cross check the GNSS.

c) Computing Rate of Descent. On a 3 degree VDA, Required Rate of Descent can be calculated by adding a 0 to half of Ground Speed (GS)

(GS / 2) x 10

Example: GS of 140 Kts will require a Rate of Descent 700 Ft/min

Alternatively Pilots can also determine the Required Rate of Descent for a particular approach from its approach plate. It is mentioned in

the Rate of Descent Table for the particular VDA on that approach below the Gnd Speed.

Pilots can use this table to translate the published VDA into the required rate of descent. In Figure 1 example below, RNAV (GNSS) Rwy 32 approach at OPSK, the ROD table, aircraft groundspeed, and a

published VDA are used to determine the required rate of descent needed to fly a CDFA.


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Figure 1

(1) Find the published VDA. In this example, it is 3.0 degrees. (2) Find the descent rate based on groundspeed. A groundspeed of

120 knots requires a rate of descent of 637 fpm to fly the 3.0-degree

descent angle. This shall be reviewed and discussed in approach

briefing

d) VDA Design. The VDA is calculated from the FAF/precise final approach fix (PFAF) altitude to the threshold crossing height (TCH). The optimum NPA descent angle (VDA) is 3.0 degrees. When the optimum VDA of 3.0 degree is not possible descent angles are found between 2.75º–3.77º, these kinds of approaches may have a step-down fix due to certain terrain in approach path, the goal is to publish a VDA that keeps the Vertical Path (VPATH) above the step-down fix


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altitude. However, in some cases, the VDA is calculated from the step-down fix altitude to the TCH. In most cases, the descent angle between the FAF altitude and the step-down fix altitude is slightly shallower than the published VDA for the segment between the step-down fix and the runway. To avoid a level off, Pilots may fly the approach by descending from the FAF at the shallower rate in order to cross above the step-down fix altitude and then transition to published VDA. e) Managing Rate of Descent. The required VS for a particular segment can be determine from GNSS VNAV page 2/2 on line 3R & 4R and the active Required VS on 2R in magenta color. Sometimes when hard Altitude constraints are given on Legs page, the Required VS can give exaggerated values momentarily in order to meet the constraints. The required VS for a particular segment can also be derived without GNSS to crosscheck. In Figure 2 example below RNAV (GNSS) Rwy 12 approach at OPRN find the descent angle/descent gradient from the FAF to step-down fix. Take the FAF altitude (3,600 ft) and subtract the step-down fix altitude (2730 ft). Take the difference, 870 ft, and divide by the distance between the FAF and step-down fix (2.6 NM). The descent gradient calculated is 335 ft/NM. The descent rate can be found for 140 Kts. Take 335 ft/NM and multiply by GS (140) / 60 and the rate of descent is 781 fpm. This rate can be flown, making necessary adjustments to observe the step-down fix altitude restriction.

The required Altitude at a particular fix to maintain a continuous 3 degree descent can be derived by multiplying its distance from threshold by 300 (approx) or 318 to be precise and adding TCH and Runway elevation to it.

CDFA Altitude = (Distance from Threshold x 318) + Elev + TCH

In Figure 2 example below RNAV (GNSS) Rwy12 approach at OPRN find the CDFA Altitude over waypoint RN363.

RN363 distance from threshold is 9.8 NM (4.2 + 2.6 + 3.0)


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9.8 x 318 = 3116

3116 + 1660 (Runway elevation) + 50 (TCH)

= 4,826 Ft

RN363 can be crossed while descending through an altitude of 4,826 Ft, same can be inserted on Legs page against RN363 or database value can be appended with an “A” (4500A) and actual crossing altitude can be checked from VNAV page 2/2.

NOTE: During any approach, Pilots should perform

continuous descent flight paths that meet all altitude constraints.

Figure 2


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f) Vertical Descent Planning When Descent Angle or Height (AGL) At the FAF is Unknown. Vertical descent planning is a key component of the Constant Descent Final Approach (CDFA) concept. When not otherwise included on an instrument approach chart, this reference table provides a method to easily determine a vertical descent angle with respect to a defined Height at the FAF (Above Ground Level – AGL) and the Distance to the Runway Threshold (Nautical Miles –NM). The table includes a range of angles between 2.5 and 3.8 degrees. To determine a vertical descent angle based upon a pre-defined combination of FAF Height (AGL) and Distance to Runway Threshold, match the FAF height (AGL) value in the left column to the corresponding Distance to Runway Threshold value in the top row. The value shown in the box where the two lines cross represents the vertical descent angle (in Degrees).

Figure 3A


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EXAMPLE:

Figure 3B

The table in Figure 3A may also be used to determine a Height (AGL) at the FAF that would provide an optimum descent angle of 3.0 degrees. First, determine the Distance FAF to Runway Threshold (NM) in the top row, and then move down the table to the 3.0 degree value. Finally, move to the left to determine the optimum FAF Height (AGL). (Refer to Note 4 below). IMPORTANT NOTES: NOTE 1: Angles are predicated on an assumed Threshold Crossing

Height (TCH) of 50 feet. NOTE 2: To determine the FAF Altitude as an above Mean Sea Level

value (AMSL), add the FAF Height (AGL value) and the Touchdown Zone Elevation (TDZE).

NOTE 3: Vertical descent angle information obtained from this table

is for REFERENCE USE ONLY. NOTE 4: ANY USE OF A HIGHER-THAN-PUBLISHED HEIGHT/ALTITUDE

AT THE FINAL APPROACH FIX (FAF) IS CONTINGENT UPON PRIOR APPROVAL BY AIR TRAFFIC CONTROL AND/OR




December 03, 2018


CONFORMANCE WITH APPLICABLE OPERATING PROCEDURES.

g) Decision Approaching MDA: Flying the published VDA will have the aircraft intersect the plane established by the MDA at a point before the MAP. Approaching the MDA, the pilot has two choices: continue the descent to land with required visual references, or execute a missed approach, not allowing the aircraft to descend below the MDA.

Figure 4

h. Executing a Missed Approach Prior to MAP: When executing a missed approach prior to the MAP and not cleared by an air traffic control (ATC) climb-out instruction, fly the published missed approach procedure. Proceed on track to the MAP before accomplishing a turn, comply with published altitude restrictions between the FAF and the MAP, and continue on or climb to the altitude specified in the missed approach procedure.




December 03, 2018


i. Visual Descent Point (VDP): A defined point on the final approach course of a non-precision, straight-in approach procedure from which normal descent from the MDA to the runway touchdown point may be commenced, provided the approach threshold of that runway, or approach lights, or other markings identifiable with the approach end of that runway are clearly visible to the Pilot. Flying the published VDA on an approach constructed with a VDP should have the aircraft cross the MDA at or beyond the VDP. The cloud ceiling is reported from ground and thus it is the ceiling above the aerodrome and not above the MSL, to increase Situational awareness Pilot shall discuss in approach briefing the pressure altimeter altitude (Ceiling + Elev) at which they are expected to break the cloud layer during descent whenever low ceiling is expected. For example Figure 1, RNAV (GNSS) Rwy32 approach at OPSK, if reported ceiling at OPSK is 600 Ft the airplane will break the ceiling at altitude 796 Ft (600 + 196) To calculate VDP divide Height above Touchdown (HAT) by 300

VDP = HAT / 300

For example Figure 1, RNAV (GNSS) Rwy32 approach at OPSK the MD(H) for LNAV APP is 434 Ft which will be the HAT where pilot will decide to execute a Go-Around or continue the approach and VDP for 434 Ft will be 1.4 NM (434/300) from the runway threshold where pilot will transit from pre calculated VS to visually adjust for landing provided the approach threshold of that runway, or approach lights, or other markings identifiable with the approach end of that runway are clearly visible to the pilot or if not execute a Go-around. The reality is that if a pilot reaches the missed approach point he may not be in a position to land when he sees the airport. A pilot attempting to dive at the runway can destabilize the approach, especially at night with low visibility, and non-stabilized approaches are a leading cause of accidents. The Visual Descent Point allows for a 3 degree descent to the runway, and thus a stabilized approach.




December 03, 2018


PROCEDURE EXECUTION 1. Check VNAV page 2/2 for VDEV ON

2. Check VNAV page 1/2 for Descent angle 3.0 on 4R

3. On Legs page Insert “A” in altitude constraint where applicable or

insert calculated altitude ([Dist x 318] + Elev + TCH)

4. Check Track, Distance and Altitude restrictions on each point in

the Approach

5. In approach briefing review required rate of descent for expected

Ground Speed before and beyond FAF and calculate VDP

6. During descent maintain vertical profile with the help of vertical

deviation scale and try to eliminate any VTK ERR in the early part

of descent.

7. ADU ALT selection must be according to ATC clearance and once

cleared for approach ALT selection for active waypoint/fix to be

set on ADU as depicted on the Approach plate.

8. VS shall be managed in such a way that a level off is avoided,

when certain to cross WP/FIX above the prescribed altitude and

1.5 NM from WP/FIX set the next altitude.

9. When crossing FAF order PM to set minima on the ADU

10. When visual with the field and 300 Ft below the Missed Approach

Altitude order PM to set Missed Approach Altitude on ADU

11. If Not Visual, Minima will remain on ADU. At ALT* advance Power

Accordingly, at ALT Green order PM to set Missed Approach

Altitude on ADU, when Missed Approach Altitude set on ADU

execute a Go-around.

Note: DURING FIRST PHASE OF IMPLEMENTATION CDFA

PROCEDURE IS NOT COMPULSORY, IT IS CAPTAIN’S DISCRETION.


TOC NNO

Table of Content Non-Normal Operation

Edition 6 Rev 00

December 03, 2018


NON-NORMAL OPERATIONS

Serial# Chapters



22 ENGINE RESTART IN AIR

23 ABORTED TAKEOFF



26 APPROACH & LANDING ENG FAILURE /FIRE




TOC NNO

Table of Content Non-Normal Operation

Edition 6 Rev 00

December 03, 2018




Chapter 20 Page - 1

Failure Treatment Edition 6 Rev 00

December 03, 2018



Checklist priority is as follows:

Memory Items

Emergency Checklist

Normal Checklist

Abnormal Checklist

20.1 FAILURE IDENTIFICATION

In case of CCAS or MFC notification crew must clearly and undoubtedly identify involved or failed system.

PM shall call “MASTER WARNING/CAUTION” and announce “___ on CAP”

PM shall further isolate the failure on the relevant local panel and announce “____ Fault”

20.2 FAILURE ANALYSIS “SYSTEM CHECK”

Six checks must be performed for failure confirmation. They are triggered by PF calling “System Check and executed by PM. 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 Circuit Breaker (C/B) Reset


Chapter 20 Page - 2


December 03, 2018


CAUTION Circuit Breaker (C/B) must not be RESET by the flight crew unless otherwise specified in the operational documentation by ATR.

- Flight Crew may REENGAGE a tripped circuit breaker ONLY IF

HE/SHE JUDGES IT IS NECESSARY FOR A SAFE CONTINUATION OF THE FLIGHT. Only ONE reengagement should be attempted. If the failure alert disappears, continue normal operation, if not apply the associated abnormal procedure.

- At any time, when a Circuit Breaker (C/B) is tripped maintenance action is required.

- Be advised RESET is different than RECYCLE, RESET only involves setting in an already popped out C/B, and RECYCLE is pulling and then setting back in a C/B. RECYCLE is not allowed in air.

LIGHTING Are the bulb(s), digit(s) working? RESET At flight crew discretion, one RESET of a failed system associated to an amber caution may be performed by selecting the related pb (push-button) OFF (for 3 s) then ON except for systems listed below in DO NOT RESET. If the failure alert disappears, continue normal operation and record the event in the aircraft maintenance logbook for information. If not, apply the associated abnormal procedure. For the following systems the flight crew should strictly follow the abnormal procedure and RESET only when it is called by the abnormal procedure:

- EEC - PEC - CAB PRESS MODE SEL -BAT CHG (EMER & MAIN)


Chapter 20 Page - 3


December 03, 2018


In case of BLEED LEAK, or BUS FAULT alerts, do not reset the associated systems BLEED VALVE pb or GEN pb.

DO NOT RESET 1. BLEED LEAK 2. LO LEVEL 3. EEC 4. PEC 5. BUS 6. CAB PRESS MAN 7. BAT CHG (On power shift 1 reset allowed)

After confirming the failure PM shall announce “System Checked Failure Confirmed”

Before executing the checklist the crew must confirm that it is the appropriate one.

After completing the emergency/abnormal checklist crew must clear the CAP, hence another fault on the same main system can be identified.

20.3 CHECKLIST METHODOLOGY

PM reads out the item loudly and performs the required actions after PF confirmation.

Once on the ground with aircraft stopped and parking brakes set, CM 1 performs the required actions as stated in the emergency procedure. No cross check procedure is required. Once all procedures are completed CM1 calls out checklist. In this case challenge and response methodology is used.

When checklist refers to another one, the first one is only completed when the second is all completed.

When checklists are completed, all CAP lights status is checked and then PM clears the CAP and CALLS “CAP CLEAR”.


Chapter 20 Page - 4


December 03, 2018


20.4 ASSESSMENTS / DECISION / INFORMATION

ASSESSMENT Once checklist is completed, PM reviews technical status on PF request, 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 coordination with situation room when possible. However Safety must always be the top priority. DECISION Once assessment is performed, PF is able to suggest a decision, endorsed by Captain. Crew must settle a consensus before making a decision. Safest course of action must be considered while making the decision. INFORMATION PF and PM plan together the consequences of failures encountered. Then crew shall inform the following when time and situation permits.


Chapter 20 Page - 5


December 03, 2018


• Controller: Communicate with the ATC regarding nature of problem, acquisition of diversion field weather, endurance, intentions and SOB. • Company: When possible interchange and use information with the situation room. HF (8930 common) / (6637 Night) / (13342 Day) VHF 131.6 • Cabin Crew: Brief the LCC on NITS format: Nature of problem, Intentions, Time now and for landing/ditching etc, Special instruction specific to the circumstances. • Customers: When informing the Passengers about the diversion use pacifying statement hence panic and nervousness does not spread in the cabin.


Chapter 20 Page - 6


December 03, 2018




Chapter 21 Page - 1

APM Fault on Ground Edition 6 Rev 00

December 03, 2018



Following procedure is recommended in case of APM fault

occurring on ground (gear down and flap not in 0 deg position):

After taxi and both engines stopped (Means the aircraft is at the

parking with both engines turned off).

OR

Left engine stopped and the right in hotel mode (Means the

aircraft is at the parking in hotel mode).

Reset MPC CBs D1 and A2 (on over head CB panel).If APM fault

is still present after reset; it means that a true failure occurs and

usual maintenance action is necessary. If APM fault disappears

no further action is necessary.

Note: For all other APM fault occurring in flight apply current

Check List procedure.


Chapter 21 Page - 2

APM Fault on Ground Edition 6 Rev 00

December 03, 2018




Chapter 22 Page - 1

Engine Restart in Air Edition 6 Rev 00

December 03, 2018


22 ENGINE RESTART IN AIR It is the company policy not to restart a failed engine in air but

captain may use his discretion if the flame out is due to known

reasons (e.g. severe turbulence, weather penetration,

moisture/water ingestion). However, if the engine is damaged;

failed with vibrations or low oil pressure warning was activated),

the engine shall not be restarted.


Chapter 22 Page - 2

Engine Restart in Air Edition 6 Rev 00

December 03, 2018




Chapter 23 Page - 1

Aborted Take-off Edition 6 Rev 00

December 03, 2018


23 ABORTED TAKE-OFF

This Procedure is compiled for clarity of understanding the abort

procedure execution and to keep “ATR abort procedure ANOR.6

FCOM” in line with PIA operations.

Due to the design feature of ATR PLs crew must give special

emphasis to ensure PLs are not stuck in (FI) and are reduced all

the way till (GI)/REV by confirming through LO PITCH

annunciation.

After abort crew must select RCL which will enable the system

to come out of TO inhibit therefore Master Caution/Warning

and relevant CAP message will be available for the crew.

(Instructors shall give special emphasis on these points during

training.)

General

Takeoff can be aborted for several operational or technical

reasons and it is not possible to list all of these factors. However,

in order to help the Captain with the decision, alerts that are

nonessential until landing gear retraction are inhibited by TO

INHIB engagement. The success of an aborted takeoff depends on

the Captain making timely decisions and using the proper

techniques.

In a global survey most commonly repeated occurrences and

mistakes by pilots during an abort are listed:

- Delay in performing the stopping procedure

- Keeping Flight Idle during deceleration instead of Ground Idle

- Not applying fully nose down control column during deceleration

- Damaged tires

- Worn brakes or higher than normal initial brakes temperature

- Brakes not being fully applied


Chapter 23 Page - 2


December 03, 2018


- A runway friction coefficient lower than assumed in computations

- An error in gross weight calculation.

Decision Making

The decision to abort a takeoff and to stop the aircraft should be

made by the Captain. Therefore the Captain should keep his/her

hand on the thrust levers until the aircraft reaches V1, whether the

Captain is the Pilot Flying (PF) or the Pilot Monitoring (PM). The time

available for decision making is limited. To minimize the risk, many

alerts considered non-essential are inhibited between TO INHIB

engagement and gear retraction. Therefore, any warnings triggered

during this period must be considered as significant.

Below V1

If the decision is to abort, the Captain announces "STOP MY

CONTROLS". This announcement both confirms the decision to abort

the takeoff and transfer of controls to the Captain. Assertive and

loud announcement of this call is vital to bring both crew in abort

phase and out of TO phase.

The Captain should consider discontinuing the takeoff, if any of the

following conditions occur:

0 to 60 Kts:

1. ASI malfunction

2. NP exceeding 101%

3. Takeoff configuration warning

0 to V1:

1. Master warning / caution

2. Unusual noise or vibration

3. ATPCS not armed or intermittent


Chapter 23 Page - 3


December 03, 2018


4. Windshear

5. Cabin smoke / fire

6. Abnormal acceleration

7. Tire failure

8. Unsafe / unable to fly

9. Engine failure / fire / stall

10. Significant Bird/ Animal strike

11. Wind shield failure.

12. Abnormal or significant fluctuations in engine parameters

(Respecting allowable over TQ limit FCOM LIM.5.70.1.1)

13. ITT exceeding Red Mark (OAT 15 deg C or Higher)

14. Dual DC GEN Fault

The list is not exhaustive.

Aborted Takeoff Maneuver

As soon as the decision to abort is made, the Captain announces

“STOP MY CONTROLS”, takes over control of the aircraft, and

executes an aborted takeoff. During any aborted takeoff, both PLs are

retarded down to Gl by pulling on the triggers and full braking should

be applied if needed. Simultaneously, control column must be pushed

forward to maximize controllability. As soon as the LO PITCH light(s)

comes on, full reverse(s) can be applied if needed. Reverse is available

even in single engine. At 70 Kt, control column is transferred to the

first officer and the Captain takes the nose wheel steering control. In

case of single reverse operation roll control must be applied (possibly

to full travel) in order to minimize the tendency to bank on the side of

the operating engine.

On a wet or slippery runway, or takeoff at or near maximum runway

limit weight, an aborted takeoff at or near V1 will require MAXIMUM

use of brakes until reaching a full stop and use of reverses until 40 Kt.


Chapter 23 Page - 4


December 03, 2018


On a contaminated runway, since the effect of asymmetrical reverse

thrust is not predicted with a sufficient accuracy, it is therefore not

recommended to use single engine reverse thrust. In case of fire, if

possible, position the aircraft to keep fire away from the fuselage,

taking into account wind direction.

Aborted Takeoff Procedure

CAPT F/O

▶ STOP .........................ANNOUNCE

Immediately and simultaneously

▶ PL 1+2.................................. GI (To stop the aircraft and prevent brake overheating, the power Levers should be retarded immediately to GI by using the triggers)

▶ CONTROL COLUMN .............PUSH

▶ BRAKES........................ AS RQRD

▶ REVERSE.................... AS RQRD

▶ LO PITCH..............................CHECK & ANNOUNCE

ENG LO

PITCH ANNOUNCE REVERSE

2 ENG

2 2 LOW PITCH

NORMAL USE

1 NO REVERSE

NO REVERSE 0**

1 ENG

1 1 LOW PITCH

USE WITH CARE*

Note **If no LO PITCH ensure GI by pulling on the triggers & Pull idle gate. *The effect of asymmetrical reverse thrust is not predictable with a sufficient accuracy on contaminated runways, it is therefore not recommended to use single engine reverse thrust.


Chapter 23 Page - 5


December 03, 2018


Passing 70 kt

▶ I HAVE CONTROL...... ANNOUNCE

▶ N/W STEERING...........CONTROL

▶ 70 KT ...........................ANNOUNCE

▶ CONTROL WHEEL................ HOLD INTO THE WIND

▶ ATC (VHF1)....................... NOTIFY

When aircraft stopped

▶ BRAKE HANDLE..............PARKING ▶ CCAS .........................................RCL

▶ PA....... ANNOUNCE “CABIN CREW AT STATION”

▶ SITUATION ASSESSMENT.........PERFORM The Aircraft should remain stationary while the crew evaluates the situation If evacuation is required

EMERGENCY EVACUATION (ONGROUND)..... APPLY As per OM (A) 21.2.4 Evacuation command should include additional instructions as conditions warrant i.e. EVACUATE ….EVAUATE from (LH/RH/FWD/REAR/ALL AVAILABLE) exits. If evacuation is Not required

▶ PA…………………..... ANNOUNCE “CABIN CREW AND PASSENGERS REMAIN SEATED”

If attempting a new takeoff TAKEOFF : PROHIBITED FOR 10 min (After aborted takeoff aircraft must be stopped for 10 min and the BRK TEMP HOT light must be monitored as it may take up to 10 min before brakes temperature reaches its maximum at sensor location.)

Following an aborted takeoff:


Chapter 23 Page - 6


December 03, 2018


- The flight crew makes a full assessment of the state of Aircraft including CCAS recall to Assess any inhibited alerts - Aircraft must be stopped for 10 min and the BRK TEMP HOT light must be monitored as it may take up to 10 min before brakes temperature reaches its maximum at sensor location - If triggered, the BRK TEMP HOT alert requires the flight crew to return to parking - After a complete assessment of the state of the aircraft and occupants, (company and maintenance may also be consulted if required) if the decision is to reattempt the takeoff, the flight crew should prepare the aircraft for a new departure and apply all checklists starting from BEFORE TAXI CHECKLIST. Above V1

Takeoff must be continued, because it may not be possible to stop the

aircraft on the remaining runway. If a malfunction occurs and the

Captain decision is to continue the takeoff he/she should announce

“WE CONTINUE”.

The Captain must make the decision to abort before V1.


Chapter 24 Page - 1

Takeoff Engine Flameout Procedure

Edition 6 Rev 00

December 03, 2018



24.1 ENGINE FLAME OUT < V1

An Engine flame out at takeoff roll will not trigger any master caution due TAKEOFF INHIBIT and hence could be indistinct to identify therefore PM must keep a vigilant watch on Engine parameters. Before V1 a sudden drop in Torque or any anomaly must be timely announced and upon confirming by the Captain necessary stop action must be initiated as per Takeoff Abort Procedure

24.2 ENGINE FLAME OUT > V1 NO AUTO FEATHER

In case of an Engine flame out after V1 Takeoff must be continued. To counter sudden Asymmetry significant amount of rudder application and slight aileron towards the operating Engine will be required to maintain directional control.

The Engine Flame out at Takeoff procedure remains same as per FCOM/FCTM, only the differences are mentioned below which are to be followed in case of NO AUTO FEATHER.

UPTRIM check, if no UPTRIM both PLs to be advanced to the Ramp.

AUTO FEATHER check, if no AUTOFEATHER DONOT retard the PL before Feathering the Failed Engine as it will result in fine pitch of the failed Engine propeller causing more drag.

In case of Engine flame out at Takeoff and NO AUTOFEATHER: Move CL of affected Engine to FTR after confirming (Swift action

will be required) Above 400 Ft AGL once established in stabilize climb PL affected Engine move to FI after confirming CL affected Engine move to FUEL SO after confirming


Chapter 24 Page - 2

Takeoff Engine Flameout Procedure

Edition 6 Rev 00

December 03, 2018


24.3 E/O AT TAKE OFF ABOVE ACCELERATION ALTITUDE

An Engine flame out after crossing acceleration altitude could be difficult to handle as PWR MGT is moved out of T.O after which AUTOFEATHER & UPTRIM are not available, the increased drag from the wind milling propeller could be detrimental and can cause speed depletion which is not favorable specially when in close proximity with ground. Hence manual feathering will be required in this scenario; however sequence below shall be followed:

PL affected Engine move to FI after confirming

■ If NH drops below 30 % (no immediate relight)

CL of affected Engine move to FTR THEN FUEL S.O. after confirming

Bleeds 1+2 OFF as applicable Leveled acceleration to white bug shall be considered if required keeping in view terrain constraints PWR MGT apply MCT

“ENG 1(2) FLAME OUT AT TAKEOFF” Checklist “AFTER TAKEOFF” Checklist “SINGLE ENG OPERATION” Checklist

This procedure shall be used if an Engine flame out occurs after moving PWR MGT out of T.O till final (4th) segment of Takeoff, which ends at 1500 Ft AGL or clearance of terrain whichever is later. Thereafter if an Engine flame out is incurred the procedure “ENG 1(2) FLAME OUT IN FLIGHT” shall be used.


Chapter 25 Page - 1

Cruise Engine Flameout Procedure

Edition 6 Rev 00

December 03, 2018



1. Identification:

Engine failure identification could not be obvious in cruise or

descent, crew shall restrain from going in to “GEN FAULT” or “OIL

PRESS” checklist which will be given by CCAS as a consequence of

Engine failure. ITT drops rapidly below 350 ᵒC which is a vital

indication to determine Engine flameout. As soon as crew detects

this should announce “ENGINE 1/2 FLAME OUT”.

2. Both PLs in the notch:

Ensure both PLs are advanced in the notch to avoid depletion of

Speed.

3. Rudder Trim:

It is favorable to keep autopilot engaged if available in this

situation. Sway towards the failed engine can result in to

instinctive application of rudder by the crew which will disengage

autopilot to avoid this rudder trim towards the live engine as

required.

4. Memo items:

Memory items shall be done without any delay.


Chapter 25 Page - 2


Edition 6 Rev 00

December 03, 2018


5. MCT:

PF shall order MCT as required. PWR MGT shall be moved to MCT if

necessary.

Note: Setting MCT before feathering can lead in to more drag from

failed engine.

6. Mayday call:

PF announces Radio my side and transmit to ATC:

“MAYDAY, MAYDAY, MAYDAY, (CALL SIGN) ENGINE FLAME OUT

STANDBY”

7. Drift Down action:

From level flight a shallow descent must be initiated following an

Engine failure if flying above Single Engine ceiling. (Procedure in

point 8 shall be initiated as soon aircraft is settled in to Drift Down

mode)

Set lower Altitude; (MSA or SE ceiling or 7000/8000 ft for optimum

speed) as applicable and advice ATC.


Chapter 25 Page - 3


Edition 6 Rev 00

December 03, 2018


NO OBSTACLE EXISTS

OBSTACLE EXISTS

NORMAL CONDITIONS

ICING CONDITIONS

Speed Bug 200 Kts Speed Bug to

White Bug

White Bug readjust to icing Drift Down Speed (FLAPS 15) from QRH PER3

Select IAS 200 on AFCS to start Drift Down

HDG SEL LO BANK

Speed Bug to White Bug

As Altitude is decreased performance gets better and VS will reduce, when Vs reduced to 500 Ft/min. Select VS mode

to maintain ROD 500 Ft/min

When Speed drops to White Bug Select IAS on

AFSC to maintain White Bug Speed in the Drift Down

HDG SEL LO BANK

When Speed drops to Red Bug+10

Select Flaps 15 When Speed drops to White Bug Select IAS on AFSC to

maintain White Bug Speed in the Drift Down

Select local QNH if applicable



Level off at selected Altitude



8. QRH:

Carryout ENG 1(2) FLAME OUT IN FLIGHT checklist followed

by SINGLE ENG OPERATION checklist.


Chapter 25 Page - 4


Edition 6 Rev 00

December 03, 2018


9. Assessment /Decision/ Information:

Assessment of the aircraft technical status must be made

reviewing lost systems, degraded performance and consulting

FCOM PER.4.3 and decision shall be made accordingly to Land

ASAP. Decision and Diversion information to be passed to

Controller (ATC), Company, Crew and Customers (PA) as time

and situation permits.


Chapter 26 Page - 1

Approach and Landing Engine Failure/Fire

Edition 6 Rev 00

December 03, 2018


26 APPPROACH & LANDING ENGINE FAILURE/FIRE

26.1 ENGINE FAILURE

Above 1000 feet AAL, carry out memory items and continue approach, if not destabilized. But if destabilized, then try to stabilize by 1000 ft AAL, otherwise initiate a Go around.

Below 1000 feet AAL, if external visual references are not sufficient or approach gets destabilized, a go around must be executed.

Note: In case of Eng Failure, if GA is required below 400ft AAL with no auto feathering, manual feathering shall be carried out before GA is executed

26.2 ENGINE FIRE

• Above 1000 feet AAL, carry out memory items and continue approach, if not destabilized. But if destabilized then try to stabilize by 1000 ft AAL, otherwise initiate a go around.

• Below 1000 feet AAL, approach may be continued to MDA/DH

If sufficient visual references available, continue approach and land. After coming to a full stop with parking brake set, carry out memory items and appropriate checklist.

• If insufficient visual references, execute a go around and carry out memory items.

.


Chapter 26 Page - 2

Approach and Landing Engine Failure/Fire

Edition 6 Rev 00

December 03, 2018




Chapter 27 Page - 1

Galley Overheat/Burn Edition 6 Rev 00

December 03, 2018



An Un-serviceable Auto cut out function of oven can lead to Galley Overheat/Burn hence power supply to the galley can be stopped by pulling galley power CBs in the cockpit which shall be Red collard. If need be to cut off the power supply of the Galley during the flight, the cabin crew members can ask the Captain who will direct the co-pilot to disengage (after confirming) the Circuit Breaker N19 GALLEY (150 MC) located in the 122 VU and the 28V in the galley will not be supplied anymore. To cut off the 115 V power supply in the galley, the co-pilot can disengage (after confirming) the Circuit Breaker CF6 ACW SVCE BUS & GALLEY ON EXT PWR (1XX) located in the 126 VU. Note that the disengagement of the Circuit Breaker 1XX in the 126 VU will also stop the supply of the electrical outlet 52LE in the 120 VU and two indicating lights on the cabin crew panel (7XX).


Chapter 27 Page - 2

Galley Overheat/Burn Edition 6 Rev 00

December 03, 2018




Chapter 28 Page - 1

Emergency Descent Edition 6 Rev 00

December 03, 2018



If cabin pressurization problems occur during a flight all endeavors must be made to control the pressurization manually through “AUTO PRESS FAULT” checklist, if cabin pressure is likely to go above 10,000 ft crew shall don O2 mask while doing the checklist, the position of Over Board Valve SW (guarded Auto) must also be verified during system check before the checklist. The crew may also consider executing a rapid descent to a suitable altitude in coordination with ATC to avoid loss of pressurization. However if pressurization is uncontrollable Emergency Descent procedure to be initiated:


Chapter 28 Page - 2


December 03, 2018


Flight events

PM PF

Loss Of Pressurization or Structural

Damage

CAPTAIN COMMAND

“EMERGENCY DESCENT MEMO ITEMS” Autopilot remains engaged.

DO & CALL

OXYGEN MASK.............WEAR Breathing 100% oxygen for a long period may cause Alterations of understanding. So return to Normal Setting if no smoke presence. (if necessary)

GOGGLES...................WEAR CREW COMMUNICATION……

.......ESTABLISH “OXYGEN ON”

DO

OXYGEN PAX SUPPLY.........ON SEAT BELTS........................ON XPDR ..............................7700 TCAS ………………..……..BELOW LDG Lights……………………. ON

DO & CALL

OXYGEN MASK.............WEAR Breathing 100% oxygen for a long period may cause Alterations of understanding. So return to Normal Setting if no smoke presence.

(if necessary) GOGGLES...................WEAR CREW COMMUNICATION…… .......ESTABLISH

“OXYGEN ON” ALT SEL......... MSA/ 10,000 IAS MODE ..............ENGAGE HEADING MODE......ENGAGE HEADING KNOB.....TURN ± 45° PL 1 & 2...................... FI CL 1 & 2 .............100% OVRD IAS……….. SET 180/240 According to potential structure damages

SPEED BUG…….. SET 180/240


Chapter 28 Page - 3


December 03, 2018


Flight events

PM PF

CALL on Public Address

“EMERGENCY DESCENT, REMAIN SEATED”

TRANSMIT on VH1

“MAYDAY, MAYDAY, MAYDAY, (CALLSIGN),

EMERGENCY DESCENT, CONFIRM MSA”

DO & CALL

MSA……….............. CHECK ALT SEL ......................MSA

“MEMO ITEMS COMPLETE”

CALL & READ “EMERGENCY DESCENT CHECKLIST”

Refer QRH

CALL FMA

“HDG SEL XXX, IAS, SPEED 180/240, ALT WHITE”

COMMAND

“EMERGENCY DESCENT CHECKLIST, RADIO

MY SIDE” DO

ALT & HEADING.......ADJUST According to flight path

(airway, ATC).

PASSING FL100

DO

OXYGEN MASK .........REMOVE OXYGEN HATCH ...........CLOSE OXYGEN TEST PB....... DEPRESS Enables normal headset use

CALL

“YOU CAN REMOVE OXYGEN MASK”

DO

OXYGEN MASK .........REMOVE OXYGEN HATCH ...........CLOSE OXYGEN TEST PB....... DEPRESS Enables normal headset use

Stabilized Flight Path

CAPTAIN DO

CABIN ATTENDANT REPORT .........RECEIVE

DO

SITUATION................... ASSESS


Chapter 28 Page - 4


December 03, 2018


28.1 USE OF O2

Oxygen is provided in the cockpit through Quick Donning Mask and at full bottle pressure can supply the flight crew for 120 min at demand flow if used in Normal diluted mode (Oxygen diluter selector not pressed in). The time is reduced to 15 min if used in 100% oxygen mode at demand flow; (Oxygen diluter selector pressed in).This mode is used in case of smoke/fumes. When the oxygen diluter selector is at 100% the delivery flow can be modulated from demand flow to continuous full pressure by rotation the red emergency knob selector clockwise from zero to full pressure.

Cabin crew portable oxygen provides continuous diluted flow for duration of 30 min.

There is a provision to provide oxygen to 25% of the Passengers (ATR42=12 PAX/ATR72=19 PAX) with continuous diluted flow for 30 min. The passenger will be supplied upon switching ON the PAX Supply from the cockpit. But the masks will have to be manually operated by Cabin crew as mentioned below:

1. Open PSU (Passenger Service Unit) with TMR (Tool Manual Release)key, insert this tool in the oxygen module hole and push upwards (the oxygen mask unit cover will open).

2. Once mask is accessible pull down and release the safety pin.

3. Put O2 mask on the passenger’s face.

4. Confirm oxygen flow from the indicator, green supply line.


Chapter 28 Page - 5


December 03, 2018


To Shut-Off Passenger Oxygen System: 1. Re-insert the safety pin in the O2 supply nozzle 2. Close the PSU. 3. Inform Captain that O2is not required any more. 4. Captain will shut-off supply from flight deck switch


Chapter 28 Page - 6


December 03, 2018



atr 42/72-500 standard operating...

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