atr 72_500 supplementary operations manual 2011a

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ATR72-500

SUPPLEMENTARY

OPERATIONS MANUAL


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0 Administration and Control of the Manual

0.0 Table of Contents

Rev. No. Rev. Date Page No.

ATR72-500SUPPLEMENTARY

OPERATIONS MANUAL 1 30 Sep 2010 1

Original Date Issued: 17 March 2010


0.1 Introduction

0.1.1 Foreword

0.1.2 Rules of Construction

0.1.3 Pagination

0.1.4 Content Format

0.1.4.1 Divisions Arrangement / Hierarchial Order

0.1.4.2 Paragraph Arrangement / Hierarchial Order

0.2 System of Amendment and Control

0.2.1 Amendments to the Manual

0.2.2 Change Control0.2.3 Administration and Control of Electronic Copy

0.3 Distribution

0.4 Record of Normal Revision

0.5 List of Effective Pages

0.6 Highlight of Changes


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0.1 Introduction





0.1.1 FOREWORD

A. The contents of the ATR72-500 SUPPLEMENTARY OPERATIONS MANUAL (ATR SOM)

are prepared by the Chief Pilot - ATR Division with the approval of the Vice President-Flight

Operations and finally approved by the Civil Aviation Authority of the Philippines. It is issued

and controlled by Technical Publications.

B. The ATR SOM supplements the operational policies and procedures of the Operations

Manual Part A, the flight crew operating procedures of the ATR Flight Crew Operating

Manual (FCOM), ATR Flight Crew Training Manual (FCTM) and the Flight Operations

Training Manual (FOTM).

C. ATR operational/training policies and procedures issued as Flight Deck Crew Information

(FDCI) by the Chief Pilot-ATR Division that are permanent in nature, unless otherwise

rescinded, and shall be incorporated in this manual.

D. This manual shall be constantly updated by the Office of the Chief Pilot – ATR Division in

accordance with current regulations and standard practices. Every holder of this manual is

advised to keep his own copy current. Revisions shall be studied immediately upon receipt,

and updated at first opportunity.

E. If any operational procedure contained in this manual is in conflict with other Company

manuals, the manual with the latest revision date shall apply.

F. Discrepancies, errors, or any difficulties arising from or connected with the interpretation of

the text, and comments or inquiries concerning this manual should be addressed to:

Chief Pilot – ATR DivisionFlight Operations Department

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

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

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

J. Al l references in this manual to Cebu Pacif ic Air shal l be deemed and construed as areference to Cebu Air, Inc., an airline company incorporated under and by virtue ofPhilippine law under Securities and Exchange Commission Registration No. 154675.


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0.1 Introduction





K. The manual is organized in the following manner:

Chapter 0 – Administration and Control of the Manual contains general information

regarding the manual’s purpose, structure and content.

Chapter 1 – General

Chapter 2 – Introduction to Operating Procedures

Chapter 3 – Standard Operating Procedures

Chapter 4 – Operating Procedures

Chapter 5 – Jet Indoctrination

Chapter 6 – Rules of the Air

Chapter 7 – Emergency Procedures

Chapter 8 – ATR Flight Deck Crew Training and Evaluation Appendices

0.1.2 RULES OF CONSTRUCTION

[CAR 1.1.1.1] Rules of Construction

(a) Throughout these regulations the following word usage applies:

(1) Shall indicates a mandatory requirement.

(2) The words "no person may..." or "a person may not..." mean that no person isrequired, authorized, or permitted to do an act described in a regulation.

(3) May indicates that discretion can be used when performing an act described in aregulation.

(4) Will indicates an action incumbent upon the Authority.

(5) Includes means "includes but is not limited to."

(6) Approved means the Authority has reviewed the method, procedure, or policy inquestion and issued a formal written approval.

(7) Acceptable means the Authority has reviewed the method, procedure, or policy andhas neither objected to nor approved its proposed use or implementation.

(8) Prescribed means the Authority has issued written policy or methodology whichimposes either a mandatory requirement; if the written policy or methodology states"shall." or a discretionary requirement if the written policy or methodology states"may."

(9) Should indicates a recommended practice.

(10) Civil Aviation Act means Republic Act No. 9497, otherwise known as Civil Aviation Authority Act of 2008.


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0.1 Introduction





0.1.3 PAGINATION

A. The header of each page contains:

Cebu Pacific Logo

The name of the manual Chapter Control Number and Title Sub-Chapter Control Number and Title Revision Number Revision Date of the last revision [CAR 9.2.2.4 (a)(2)(3)]

The date of the revision is mentioned on the record of normal revision sheet.

Page Number (within Sub-Chapter)

Page numbers run in sequence starting with each change in Sub-Chapter .

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


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0.1 Introduction





0.1.4 CONTENT FORMAT

Note: In this manual, [CAR XXX] is mentioned whenever the paragraph refers to the associated

requirement. [CAR 9.2.2.4 (a)(5)]

A. International standard ISO 2145 defines a typographic convention for the "numbering ofdivisions and subdivisions in written documents". International standard ISO 2145 has beenadopted in formatting this manual for user’s convenience in identifying and referring thecontents of the manual.

0.2.4.1 Divisions Arrangement / Hierarchial Order

Header: 1 Chapter1.1 Sub-Chapter

Body: 1.1.1 Section

1.1.1.1 Sub-Section

1.1.1.1.1 Item

0.2.4.2 Paragraph Arrangement / Hierarchial Order

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

A.

B.C.1.2.3.

a.b.c.

i.ii.iii

http://en.wikipedia.org/wiki/International_Organization_for_Standardizationhttp://en.wikipedia.org/wiki/International_Organization_for_Standardization


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ATR72-500

SUPPLEMENTARY



0.2.1. AMENDMENTS TO THE MANUAL

[CAR 9.3.1.2] Operations Manual

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

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

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

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

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

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

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

amendments have been incorporated.

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

H. If a policy and/or procedure in the ATR SOM need to be revised, or a new policy or procedure

needs to be included in the manual, Flight Deck Crew Information (FDCI) will be issued by

the Chief Pilot-ATR Division or the VP, Flight Operations. These FDCIs will be compiled and

posted in a folder at Flight Dispatch, read, acknowledged and signed accordingly by ATR

pilots.

I. The Technical Publication shall be responsible for distributing all revisions of the manual and

uploading to the eKP when changes are approved.


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ATR72-500

SUPPLEMENTARY



0.2.2 CHANGE CONTROL

A. All revisions and issues of the manual shall be approved by the Vice President for Flight

Operations and CAAP prior to release. [CAR 9.3.1.2 (a)]

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

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

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

0.2.3 ADMINISTRATION AND CONTROL OF ELECTRONIC COPY

A. Each ATR division pilot will be issued a CD copy of the manual. Each manual shall have a

controlling mark (“UNCONTROLLED COPY – CD COPY”) when printed.

1. The manual CD copy is Cebu Pacific Air’s property and is restricted for the use of CebuPacific Air ATR Flight Deck Crew. Upon separation from the department/company saiddocument must be returned to the Technical Publications.

2. A new CD copy shall be issued for revisions made in the manual.

3. A “Records of Revisions” page in the CD copy shall be electronically filled out by theTechnical Librarian.

4. When the revised CD copy has been reproduced, the manual holders shall return theobsolete CD copy. Receipt of said document shall be documented on the DocumentReceipt Retrieval Form.

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

and July).

C. The electronic version of the ATR SOM shall shall be available in the Cebu Pacific EnterpriseKnowledge Portal (eKP) [https://ekp.cebupacificair.com] under the Technical Library. Theyshall have a controlling mark (“UNCONTROLLED – EKP COPY”) when printed.

1. As a security precaution, each personnel shall be assigned a username and password toaccess the eKP, however the manuals are available only to those who haveaccess/viewer rights to the manual in the Technical Library portal.

2. To ensure the efficient and effective implementation of the electronic manual in eKP,indoctrination on the familiarization and use of both mediums shall be conducted to allmanual holders. Automatic notification will be issued once new version of the manual hasbeen uploaded.

3. In case of eKP system failure, the hard copy and CD copy of the manual that areavailable in the Technical Library may be consulted.


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0.3 Distribution


ATR72-500

SUPPLEMENTARY



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

B. Due to the huge number of persons and offices to whom the manual is issued, the distribution list isnot listed in the ATR SOM. However, it is maintained and controlled in the Master List of theTechnical Publications.

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

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

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


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0.4 Record of Normal Revision


ATR72-500

SUPPLEMENTARY



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

Revision Number Revision Date Date Entered Entered By

0

1 30 Sep 2010 21 Oct 2010 ACM


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0.6 Highlight of Changes


ATR72-500

SUPPLEMENTARY



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

Aviation Authority of the Philippines.


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1 General







1.1 General Policy

1.1.1 Definition

1.1.1.1 Crew Definition

1.1.1.2 Flight Phase Definition

1.1.1.3 Procedure Definition

1.1.1.4 Checklist (C/L) Definition

1.1.2 Crew Coordination

1.1.2.1 Crew Function

1.1.2.2 Safety Recommendations

1.1.2.3 Mutual Control

1.1.2.4 Procedure Methodology

1.1.2.5 Checklist Methodology / Challenge and Reply

1.1.2.6 Task Sharing


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1 General

1.1 General Policy





1.1.1 DEFINITION

1.1.1.1 Crew Definition

A. CM1 (Crew Member 1) is the captain of the flight. He assumes the responsibility ofthe flight and is nominated by the operator. The CM1 refers to the crew member inthe left hand seat.

B. CM2 (Crew Member 2) is the crew member who assumes the first officer function.The CM2 refers to the crew member in the right hand seat.

C. Captain has always the final decision.

D. PF (Pilot Flying) is the crew member who flies the aircraft and performs thenavigational tasks.

E. PNF (Pilot Not Flying) is the crew member who assumes radio communication andperforms the mechanical tasks, and monitor flight path.

F. CABIN CREW has to take care of passengers and to ensure the communicationbetween the cabin and the cockpit. Cabin crew is in charge of passengers safety.

1.1.1.2 Flight Phase Definition

A. The flight is divided in several flight phases.

B. Each flight phase is associated with a procedure and eventually followed by acheck-list.

C. Procedure allows crew members to do all correct actions. Check-list permits tocheck they have been done

1.1.1.3 Procedure Definition

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

NOTE:

1. A procedure is performed before the check list reading.

2. Triggered by the word “…procedure”. (e.g. “Before takeoff procedure”).

3. Procedures of this manual are in compliance with FCOM & QRH.

1.1.1.4 Checklis t (C/L) Definition

A. Normal check lists are used to verify that main procedures with impact on flightmanagement have been correctly performed and checked.

B. To be efficient, check-list reading has to be preceded by actions performed bymemory.

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


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1 General

1.1 General Policy





1.1.2 CREW COORDINATION

1.1.2.1 Crew Function

FLIGHT PHASES CM1 CM2

ON GROUND < 70 kt PF PNF

ON GROUND > 70kt or 1st situation* PF PNF

IN FLIGHT 2nd

situation* PNF PF

* Function: decided during the briefing by the captain.

A. Task Sharing

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

a. PF is in charge of:

i. Flight path and power levers

ii. Navigation

iii. Aircraft configuration

iv. Procedure initiation

b. PNF is in charge of:

i. Checklist reading

ii. Communication

iii. Mechanic and condition levers

iv. Monitoring PF

B. Pilot Flying Transfer

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

a. “your control” orb. “you have control”

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

a. “my control” or

b. “I have control”

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

4. Prior to Auto Pilot coupling transfer, the PF must brief the PNF of any changesin flight path, navigation/communication settings, or aircraftstatus/configuration.


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1 General

1.1 General Policy





1.1.2.2 Safety Recommendations

A. Execution of given orders

1. Crewmembers must inform each other of any task done

2. PF orders and PNF executes and announces when complete.

B. Anti collision monitoring

1. Crew should avoid paper work (flight log, technical log,…) between the groundand flight 10,000 feet (except for ATC clearance).

2. Anti-collision monitoring (outside by visual check and inside by ATC frequencylistening and TCAS) has to be done by both crew members.

C. Communication in the cockpit

1. Talks, requests and call outs must be limited to the minimum during the criticalphases of the flight (take-off, approach, landing or missed approach).

2. Technical communications between both pilots have to comply with thestandard announcements and call outs explained in this manual.

D. Headset

1. Crew must wear headset:

i. Before engine start and up to 10,000 feet on climb.

ii. From 10,000 feet descent to engine shut down.

iii. On Captain’s decision.

E. Cabin crew

1. Pilots have to inform cabin crew of all significant flight phase changes.

i. Take-off

ii. Turbulence

iii. Descent

iv. Before landing

v. Technical problem that impacts cabin procedure.

2. Following the announcement, cabin crew must:

i. Secure servicing materials, and stay at service seat.

ii. Start a technical or commercial action.

iii. Apply a specific procedure.


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1 General

1.1 General Policy





1.1.2.3 Mutual Contro l

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

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

C. To allow an efficient cross check:

1. Each pilot should know the other crew member procedures.

2. The procedure should be entirely and accurately followed.

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

E. Any pilot action, which modifies the flight parameters (flight path, speed or a

system status), should be announced by a pilot and cross-checked by the otherone (efficiency of cross check is necessary for the flight safety).

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

1.1.2.4 Procedure Methodology

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

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

C. Every pilot has to know the procedure’s items of the other pilot.

D. Procedures are triggered by:

1. On ground:

a. Procedure is triggered by

i. CM1 or

ii. Specific flight event

2. In flight:

a. Procedure is triggered by

i. PF orii. Specific flight event

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

REMARKS:

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

2. It is not necessary to order the procedure because all the actions are alreadyachieved. PF will ask directly for the check-list.


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1 General

1.1 General Policy





3. Example:

a. After take-off, the procedure is triggered by the CLIMB SEQUENCE.

b. For approach phase, the procedure is triggered by the aircraft descendingthrough 10,000 feet.

c. Before landing, the procedure is triggered by the FLAPS SET FORLANDING

F. There are 2 ways to execute a procedure:

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

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

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

a. They are executed:i. By memoryii. Following a specific order

*The flow is a reminder of the task sequence.

1.1.2.5 Checklis t Methodology/ Challenge and Reply

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

B. Checklist use:

1. On ground

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

2. In flight

a. C/L is requested by PFb. C/L is read by PNF

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

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

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

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

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

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


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1 General

1.1 General Policy





REMARKS:

1. In order to have a standard documentation to comply with all ATR series, some

C/L items in QRH are given in a general way and identified by “SET”

2. Example:

a. However, to respect proper crew coordination andcommunication between, it is necessary to announce the exact/actualvalue of the setting.

i. Example:


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1 General

1.1 General Policy





1.1.2.6 Task Sharing

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

explained in the procedures hereafter.

FLIGHT EVENTS PROCEDURES CHECKLISTTRIGGERED

BY

Arrival at dispatch Flight preparation procedure CM1/ CM2

Arrival at the aircraftInternal inspectionprocedure

CM2

Internal inspectioncomplete

External inspectionprocedure

CM1

External inspectioncomplete

Preliminary cockpitpreparation procedure

CM2

GPU connection orHOTEL MODE

Readpreliminarycockpitpreparation(QRH 3.01)

CM1/ CM2

Take off dataFinal cockpit preparationprocedure

CM1

Departure briefingcomplete

Final cockpitpreparationchecklist

CM1

Start up clearancereceived + doorclosed

Before Propeller Rotation

Procedure

BeforePropeller

RotationChecklist

CM1

Engine running Before taxi procedureBefore taxichecklist

CM1

Taxi clearancereceived

Taxi procedure CM1

T/O briefing completeTaxichecklist

CM1

Approaching holdingpoint and “cabinready”

Before take off procedure CM1

Before take offprocedure complete

Before takeoff checklist

CM1

Acceleration altitude Climb sequence PF

Altimeters checkperformed

After take offchecklist

PF

Crossing 10,000FT 10,000FT procedure No C/L PF


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1 General

1.1 General Policy





Cruise FL reached

Check FLT LVL GNSSVNAV page 2/ Set SpeedBug to computed CruiseSpeed

PF

Cruise speedreached

Cruise Procedure PF

At least 5 minutesbefore T.O.D.

Approach Briefing / Beforedescent procedure

PF

Prior to T.O.D.Descentchecklist

PF

Crossing 10,000FT 10,000FT procedure Approachchecklist

PF

Intermediateapproach

Before landing procedure PF

Landingconfiguration

Beforelandingchecklist

PF

Runway vacated/180degree turncompleted

After landing procedure CM1

After landingprocedure complete

After landingchecklist/”silent” by CM2

CM1

Aircraft stopped atthe parking

Parking procedureCM1

Parking procedurecomplete

Parkingchecklist

CM1

Ready to leaveLeaving the aircraftprocedure

CM1

Leaving procedurecomplete

“Leaving the aircraft”checklist / to be read byboth crew/confirm that thebattery switch is “off”

Leaving theaircraftchecklist

CM1/CM2


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2 Introduction to OperatingProcedures







2.1 Flight Preparation

2.1.1 Ground Handling / Ramp Operations Safety Procedures

2.1.2 Arrival Procedure

2.1.2.1 Maintenance Personnel

2.1.2.2 Ground / Ramp Personnel

2.1.2.3 Flight Deck Crew / Cabin Crew

2.1.3 Airc raft Servicing

2.1.4 Departure

2.1.4.1 Ground and Ramp Personnel

2.1.4.2 Flight Deck / Cabin Crew

2.1.4.3 Maintenance

2.1.5 Positioning of Safety Cones

2.1.6 Ramp Operations with Empty Aircraft

2.1.7 Inclement Weather

2.1.8 Conservation of Airc raft Battery Power

2.19 Hotel Mode

2.1.10 Airc raft External Ligh ts on the Ramp

2.2 Flight Procedures

2.2.1 AFCS

2.2.1.1 ADU and EADI

2.2.1.1.1 With FD and AP Engaged

2.2.1.1.2 With FD Only and AP Disengaged

2.2.2 Flaps Operation

2.2.3 Landing Gear Operation

2.2.4 Altimeter and Radio Altimeter DH Settings

2.2.4.1 Altimeter Settings

2.2.4.2 Radio Altimeter Settings


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2.2.5 Speed Bugs

2.2.5.1 Takeoff Bugs

2.2.5.2 Cruise Bug

2.2.5.3 Approach Bugs

2.2.5.4 Best Angle and Best Rate Speeds

2.2.6 Torque Bug

2.2.6.1 Takeoff

2.2.6.2 Cruise

2.2.6.3 Torque Preset

2.2.7 Data Card

2.2.7.1 Takeoff Data Card Filling

2.2.7.2 Takeoff Data Card Proceeding

2.2.7.3 Landing Data Card Filling

2.2.7.4 Landing Data Card Proceeding

2.2.8 Briefing

2.2.8.1 Departure Briefing

2.2.8.2 Departure Clearance

2.2.8.3 Takeoff Briefing

2.2.8.4 Arrival Briefing

2.2.9 Navigation

2.2.10 Radio Communications

2.2.11 Airc raft Lights

2.2.12 Cabin Signs

2.2.13 Company Documents

2.2.13.1 SOPs / Reminders

2.2.13.2 Techlog

2.2.13.3 Techlog Procedure

2.2.13.4 Techlog Distribution Procedure


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2.1.1 GROUND HANDLING / RAMP OPERATIONS SAFETY PROCEDURES

A. PURPOSE

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

B. SCOPE

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

C. DEFINITION OF TERMS

1. HOTEL Mode - exclusively used on the ground where the no. 2 (right) engine provides

aircraft autonomy in terms of air conditioning and DC power supply with the gasgenerator operating and the propeller locked by a hydraulic brake.

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

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

D. RESPONSIBILITIES

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

2.1.2 ARRIVAL PROCEDURE

2.1.2.1 Maintenance Personnel

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

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

CAUTION

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

C. Always stay in the pilot’s field of vision when the aircraft engines are stillrunning/propeller blades still in motion.


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D. Marshall shall then give the signal to the chock man to approach the aircraft andinstall the chocks on the nose wheel by approaching the aircraft towards its nose.

As for the main wheel, approach the aircraft from its rear portion when installing themain wheel chocks. Main wheel chocks must be attached to pull-ropes for easyremoval. Give the signal to the Captain once the chocks are already installed.

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

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

shut down once the GPU is on line.

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

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

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

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

2.1.2.2 Ground/Ramp Personnel

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

B. Approach the aircraft Pax door from the left wing tip and walk aft of the wingavoiding the area adjacent the Pax door. The Pax door is a “free fall” type. To avoidinjury, personnel should not position themselves directly under the door prior toopening.

C. Ground/Ramp Personnel shall retrieve the Tail Prop/Stand from its compartment at

the tail section of the aircraft. Ground/Ramp Personnel shall give the Flight Attendant a “Thumbs Up” signal once the Tail Prop/Stand is installed.

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

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

E. Passengers must be escorted by the assigned Ground/Ramp Personnel from theaircraft to the terminal at all times. At no time will a passenger be allowed to intrudeinto the area restricted by the safety cones (wing/engine/propeller area).


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F. Cargo/Baggage unloading sequence is “Rear Compartment First to Unload”.Unloading of the rear compartment may be done simultaneously with the deplaning

of Pax.

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

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

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

2.1.2.3 Flight Deck Crew/ Cabin Crew

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

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

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

D. The service door should not be opened if the aircraft is in Hotel Mode, withoutpermission from the Captain. The Captain shall determine and advise if prevailingwind conditions permit (non-standard procedure).

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

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

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

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

2.1.3 AIRCRAFT SERVICING

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

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

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

(see diagram on page no. 9).


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D. Never walk close to or between propellers or between propeller blades, even if they aremotionless.

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

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

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

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

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

2.1.4 DEPARTURE

2.1.4.1 Ground and Ramp Personnel

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

B. Catering Supplies and “Buy On Board Eats and Merchandise” may be loaded via

the service door or the Pax door. Galley loading/offloading may be done at anytimewhile aircraft is on ground due to minimal weight of supplies and item.

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

D. When all Pax are on board, loadsheet submission may be accomplished thru theCockpit Com Hatch, which is a small slot on the Captain’s side of the aircraft’s frontfuselage. It is advisable that Ground personnel wear a headset for directcommunication with the Captain when this method is employed.

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

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

G. Ground/Ramp Personnel must ensure that after stowing the Tail Prop/Stand, thatthe Tail Prop/Stand Compartment door is secured/latched. For departure, theGround/Ramp Personnel should give the “Thumbs Up” signal to the Cabin Crewonly if:

1. Tail Prop/Stand is removed

2. Tail Prop/Stand is properly stowed in its compartment.

3. Tail Prop/Stand compartment is closed and securely latched.


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3. Headset man shall confirm to the captain “brakes on captain” and shalldisconnect the headset and signal to the chock man to remove the nose wheel

chocks. After which shall proceed to about ten meters left-forward of theaircraft and signal clear to taxi (ensure that the chock man is beside him andholding/showing the chocks to the captain)

2.1.5 POSITIONING OF SAFETY CONES

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

1. Propeller zone

2. Wing tips

3. Nose tip

4. Tail section

(see diagram on page nos. 15 for reference)

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

2.1.6 RAMP OPERATIONS WITH EMPTY AIRCRAFT

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

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

2.1.7 INCLEMENT WEATHER

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

1. Park aircraft on a level surface and away from any unsecured equipment.

2. Install chocks on aircraft nose and main wheels

3. Secure the aircraft by fastening the mooring rope/chain to the ramp mooring/lashing pointand to the specified tie down point of the aircraft.

2.1.8 CONSERVATION OF AIRCRAFT BATTERY POWER

A. If the aircraft is not in “Hotel Mode” or GPU/External Power is not connected to the aircraft;even with the BATT switch selected “OFF”; the following doors/panels consume a significantamount of aircraft battery power via the Ground Handling Bus when left open for a prolongedperiod of time:

1. Cargo Door Operating Panel

2. Refueling Panel

3. Main Passenger Door

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


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

2.1.9 HOTEL MODE

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

1. Aircraft refueling/de-fueling is prohibited during Hotel Mode operation.

2. No personnel may intrude into the right/number two engine/propeller area during HotelMode operation.

3. One Flight Deck Crew Member should always be in his respective cockpit seat duringHotel Mode Operation.

CAUTION: Hotel Mode should not be utilized if the aircraft’s Tail Wind Component is10 knots or greater. It is the responsibility of the Flight Deck Crew toalways monitor outside meteorological conditions.

4. Power Levers shall be positioned only at the Ground Idle detent. Hotel Mode operationwith the RH Power Lever not at the Ground Idle detent position is prohibited.

5. Normally, the aircraft service door should be closed prior to starting engine number two inHotel Mode. If the cargo door is still open, the cabin access door and flight deck doorshould be closed in order to aid in cabin/cockpit cooling.

6. Aircraft wheel chocks should be in place in case of propeller brake failure.

7. On arrival, if a GPU is available, Flight Deck Crew will initially configure engine numbertwo for Hotel Mode. GPU will then be connected to the aircraft once number two propeller

has ceased rotation. Engine number two will then be shut down once GPU is online.

8. On departure prior to push back or taxi out (power-out procedure), once the aircraft is inHotel Mode, Ground/Ramp Personnel should standby for the Flight Deck Crew commandto disconnect the GPU.

9. A tailwind component greater than 10 knots will result in a high probability of NACOVERHEAT. Also, anticipate possible tailwind component during pushback with turns. Inthis case it would be wise to release the PROPELLER BRAKE prior to the turn.

10. For DEPARTING aircraft, if the tailwind component at the parking bay is 10 knots orgreater:

a. Obtain relevant clearance from ground control and /or ramp control for start up.

b. Advice ground mechanic/marshal that the start sequence will be ENGINE 1 first and

at the bay.c. After ENGINE 1 start, have the GPU removed if connected.

d. Start ENGINE 2 with PROPELLER BRAKE OFF.

11. For ARRIVING aircraft, if the tailwind component at the parking bay is 10 knots orgreater:

a. Shut down sequence will be ENGINE 2 first.

b. PROPELLER BRAKE/HOTEL MODE use is forbidden.

c. At the parking bay, if available, wait for GPU to be connected prior to ENGINE 1 shutdown.


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d. If no GPU available, perform “Leaving the Aircraft checklist” AFTER the forwardcargo door is fully open to prevent unnecessary battery drain.

2.1.10 AIRCRAFT EXTERNAL LIGHTS ON THE RAMP

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

B. Wing Lights “ON”: Hotel Mode

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

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


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PROPELLER DANGER AREAS


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EXHAUST TEMPERATURE CONTOURS


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RAMP SERVICING LAYOUTDIAGRAM 1


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RAMP SERVICING LAYOUTDIAGRAM 2


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TAIL PROP/STAND


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MINIMUM NUMBER OF CONESON A PARKED AIRCRAFT

MAXIMUM NUMBER OF CONESON A PARKED AIRCRAFT


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CORDONING THE AIRCRAFT


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2.2.1 AFCS

2.2.1.1 ADU and EADI

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

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

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

1. ILS GS ARMED2. ALT SEL ARMED

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

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


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2.2.1.1.1 With FD and AP Engaged

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

1. “GS star”

2. “VOR star”

3. “ALT white”

4. “LOC green”

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

C. AP engaged, PF acts on AFCS

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

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

1. When the PF has completed his action, he informs the PNF by usingthe word at the end of his call out.

2. PNF checks the mode displayed on FMA and/or ADU and if correctannounces .

F. GENERAL PHILOSOPHY:

1. All “…SET” are done via ADU by PF if autopilot engaged, or PNF ifdisengaged.

2. All “CHECK” are done via FMA. Any FMA status change has to beannounced by the PF.

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


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

1. Select Alt sel2. Select and adjust vertical mode (usually IAS for climb and VS for

descent)3. Adjust eventually Np and power.4. Change altimeter barometric setting and compare5. Select speed bug

I. IAS mode is normally used during climb (to avoid any stall due to highaltitude/low aircraft performance). Basic Pitch mode may be used inturbulence and above 10,000 feet for passenger comfort and ease of inflight services. Recommended pitch is 4 to 5 degrees. When using basicpitch mode, a minimum speed should be set on the Speed Bugdepending on whether the aircraft is in “normal” or “icing conditions”,

High Bank/LNAV or Low Bank. For small level change during cruise withhigh speed; VS mode may be used. During descent, VS mode is mainlyused except in emergency descent (refer to Emergency DescentProcedure).

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

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

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

2.2.1.1.2 With FD only and AP Disengaged

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

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

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

D. When AP is disengaged, heading and/or altitude ATCinstructions/clearances are commanded by the PF and set andannounced by the PNF. This ensures proper crosschecks. All flightparameters (speed bug, altimeter setting) are set by both pilots after PF’srequest.


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E. GENERAL PHILOSOPHY

1. PF orders the action by starting his sentence with the word “SET”

2. PNF informs PF after performing the action, concluding his sentenceby “SET”

3. PF announces “CHECK” after checking FMA and/or ADU

2.2.2 FLAPS OPERATION

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

1. PF orders the system action

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

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

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

2.2.3 LANDING GEAR OPERATION

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

1. PF orders the system action

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

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


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2.2.4 ALTIMETER AND RADIO ALTIMETER DH SETTINGS

2.2.4.1 Altimeter Settings

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

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

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

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

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

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

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

ALTIMETERS FLIGHT PHASE

CAPTAIN STANDBY FIRST OFFICER

From ground tilltransition altitude

QNH

(departureairport)

QNH

(departureairport)

QNH

(departureairport)

From transitionaltitude to cruising

levelSTANDARD

QNH

(departureairport)

STANDARD

From cruising leveltill transition level

STANDARDQNH

(arrival airport)STANDARD

From transitionlevel till ground

QNH

(arrival airport)

QNH

(arrival airport)

QNH

(arrival airport)


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2.2.4.2 Radio Altimeter Setting

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

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

C. EFIS DH policy

1. Used ONLY for CAT 2/CAT3 Approaches

2.2.5 SPEED BUGS

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

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

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

2.2.5.1 Takeoff Bugs

A. Unless “NL” is indicated on the FOS charts, V1, VR, and V2 Takeoff speeds shallbe derived from the Takeoff Weight Limitation FOS chart. This is the procedureeven if FOS charts indicate a maximum structural allowable takeoff weight of22,500kg. As always, White Bug and Red Bug speeds shall be derived from theQRH.

Green Bug V1 When runway limited Set when V1 ≠ VR

Yellow Bug VR When runway limited

Yellow Bug V1 / VR When non limiting runway Set when V1 = VR

Speed Bug V2


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2.2.5.3 Approach Bugs

Yellow Bug VGA

Greatest:

1. V APP no wind + 5kt or;

2. 1,1 Vmca

Speed Bug V APP 1. APP SPEED = VAPP no wind + wind factor

NORMAL CONDITIONS ICING CONDITIONS

White Bug

Minimum speed Flaps 15 (HighBank)

Flaps retraction speed =VmLB0

Best climb angle speed Flaps 0

Single engine climb speed Flaps

Single engine climb speedFlaps 15

White Bug +10kt

HIGH BANK (VmHB)

Best climb rate speedFlaps 0

Minimum speedFlaps 15 High Bank(VmHB15)

Red Bug FLAPS

RETRACTIONSPEED (VmLB0)

Red Bug +10kt

HIGH BANK (VmHB)

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


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2.2.5.4 Best Angle and Best Rate Speeds

2 ENGINES 1 ENGINE

BEST ANGLE:white bug

FLAPS

NORMAL CONDITIONS

BEST RATE:white bug + 10

0 0

white bug

15 15

ICING

CONDITIONS red bug white bug

2.2.6 TORQUE BUG

2.2.6.1 Take Off

Takeoff torque bug (TO)

(Manually set)

Reserve takeoff torque bug (RTO)(set by FDAU)

2.2.6.2 Cruise

Cruise torque bug (CRZ)

(Manually set)

Cruise torque bug (set by FDAU)


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2.2.6.3 Torque Preset

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

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

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

NP = 86/ 82% LEVEL FLIGHT Approach

3%

Speed 180 160 140 120 Vapp

Gear Up Up Down Down Down

Flaps 0° 0° 15° 30° 30°

All Engine Torque 50 % 40 % 40 % 50 % 25 %

All Engine Pitch + 1° + 1° + 2° + 2° - 1°

Single EngineTorque

90% 75% 75% 90% 50%

Single Engine

Pitch+ 1° + 1° + 2° + 2° - 1°

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

± 3% Torque ± 1 percent slope

or

± 5% Torque 1 degree slope

or

± 5% Torque ± 10 Kt of wind component

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


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2.2.7 DATA CARD

2.2.7.1 Take Off Data Card Filli ng

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

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

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

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

LEGEND:BEFORE LOAD AND TRIM SHEET

1) FLT N°Write the flight number

2) FROMWrite the ICAO departure airport code

3) TOWrite the ICAO arrival airport code

4) DATEWrite the present date

5) ATISWrite the ATIS data

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

7) ICINGTick the box in case icing conditions prevail for takeoff


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8) W LIMWrite the lowest value of all limitation

9) OBJ TQWrite the objective torque read in the QRH (page 4.11) according to the outsideair temperature and the pressure altitude.

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

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

12) ACC

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

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

14) HDGWrite runway in use for takeoff

AFTER LOAD AND TRIM SHEET PROCEEDING

A) TOWWrite the TOW read on the load and trim sheet and compare with

W LIM

B) V1Write V1 read on the FOS if taking off on a limiting runway, or in the QRH,according to the actual TOW, if the runway is NL.

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

D) V2Write V2 read on the FOS if taking off on a limiting runway, or in the QRH,according to the actual TOW, if the runway is NL.

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

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

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


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2.2.7.2 Take Off Data Card Proceeding

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

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

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

2) FROM Announce the ICAO departure airport code

3) TO Announce the ICAO arrival airport code

4) DATE Announce the present date

5) ATISRead the ATIS data and check:

- the possibility to take off according to present RVR/ Visibility and value read

on the Jeppesen chart- the possibility to fly back to departure airport in case of engine failure. (if an

alternate airport is necessary, it must be indicated on the load and trimsheet).

- wind limitations for takeoff and hotel mode use.

- set QNH on the 3 altimeters and cross-check the elevations read.

- temperature to determine if normal or icing conditions are prevailing.

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


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

8) W LIM Announce W LIM

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

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

11) BLEEDS ON/ OFF

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

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

13) V1Set the yellow bug on both airspeed indicators according to this value andcross-check

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

15) V2Set the amber bug on both airspeed indicators according to this value andcross-check

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

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

18) CG% TRIM

Set the pitch trim and check it remains inside the green arc

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

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

21) HDGCheck the runway in use given on ATIS


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2.2.7.3 Landing Data Card Filling

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

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

1) FLT N°Write the flight number

2) DESTINATIONWrite the ICAO destination airport code

3) ALTWrite the destination airport elevation

4) ALTERNATEWrite the ICAO alternate airport code

5) ATISWrite the ATIS data

6) ICINGTick the box if icing conditions are prevailing at landing

7) W LIMWrite the limiting weight for landing

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

9) 1.1 VMCAWrite the value read in the QRH (page 4.64)

10) VGAWrite the value of VGA:highest value between: - 1.1 VMCA, or

- VAPP no wind + 5 Kt


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11) LWWrite the calculated LDG weight and compare with W LIM

12) FLAPSWrite the flaps value

13) VAPP no windWrite the value of VAPP no wind read in the QRH (on the final approach speedline).

14) VAPPWrite the value of VAPP = VAPP no wind + wind factor.Wind factor = the highest value between:

- 1/3 of reported headwind, or

- gust in full.

- Max. correction: 15Kt

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

- VmLB 15° in icing conditions

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

17) ACCWrite the acceleration altitude for the go-around procedure.The highest value between: -

- 1000 feet AGL, or

- the value specified on Jeppesen chart, or- a specific computation

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

19) HDGWrite the runway in use on the destination airport.


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2.2.7.4 Landing Data Card Proceeding

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

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

1) FLT N° Announce the flight number

2) DESTINATION Announce the ICAO destination airport code

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

4) ALTERNATEWrite the ICAO alternate airport code

5) ATISRead the ATIS data and check:

- visibility or RVR value to determine airport’s accessibility

- instrument approach in use

- wind limitations for landing

-

QNH and set it on the standby altimeter- temperature to determine if normal or icing conditions are prevailing

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

7) W LIM Announce W LIM value

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


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9) 1.1 VMCA Announce the value of 1.1 VMCA

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

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

12) FLAPS Announce flaps setting for landing

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

14) VAPP Announce and memorize the value of VAPP

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

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

17) ACCSet white bugs on main altimeters according to this value

18) GO-AROUND PROCEDURE

Describe the first segment of the go-around procedure.

19) RWY Announce runway to be used for landing


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2.2.8 BRIEFING

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

2.2.8.1 Departure Briefing

A. Status

1. Aircraft Status/technical situation/MEL,CDL2. Weather conditions3. Specific flight items

B. Start

1. Start Sequence

2. Hotel Mode utilization3. Specific engine start items

C. Taxi/Push Back

1. Taxi out/Pushback description/direction2. Particulars / Prop brake release prior to turn to avoid NAC OVHT3. Runway in use and expected holding point

D. Runway

1. Limitations2. Specifications

3. Bleeds OFF4. Anti-icing use

E. SID

1. Take Off minima2. Departure chart N° ___ & date ___3. SID name4. MSA5. Flight path description (read routing first FL, climb restriction if applicable)6. Radio navigation setting

a. Active frequency +associated courseb. Standby frequency (if necessary)

c. Standby frequency (if necessary)d. RMI: VOR and/ or ADF

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

F. LOADSHEET/AIRCRAFT LOADING

1. MAC TOW versus Pitch Trim2. Check within limits (Green Band)


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2.2.8.2 Departure Clearance

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

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

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

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

D. If the departure clearance given is “vectors on departure” or “direct _______

waypoint”, brief and set on classic RADIONAV/GNSS the most relevant SID. Thiswill allow a review of possible expected constraints on departure.

E. Departure alternates if required.

2.2.8.3 Take Off Briefing

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

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

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

_____, MSA is _____”

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

2.2.8.4 Arrival Briefing

A. Top of decent (TOD)

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

B. Particularities

1. Icing or normal conditions

2. NOTAM3. Airport equipment failure

C. Alternate & holding time

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

D. Weather at destination

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


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E. Approach procedure

1. Approach chart N° ___ & date ___2. Type of approach3. MSA according to the arrival sector4. Flight path and description5. Descend interception

a. Altitudeb. Distancec. Stabilization point

6. Minima7. Go-around procedure

F. Radio-navigation setting

1. Final approach2. GNSS: STAR described (if equipped)

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

2.2.9 NAVIGATION

2.2.9.1 Classic2.2.9.2 B-RNAV2.2.9.3 P-RNAV

2.2.10 RADIO COMMUNICATIONS

A. PNF is responsible for radio-communications

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

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

D. VHF COMM standard setting:

VHF 1 VHF 2

ACTIVE ATC Frequency ATIS/ 121.5 MHz (cruise)

STBY Next ATC Frequency OPS Frequency

E. Audio control panel policy:

1. Headset not used:

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


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c. LOUDSPEAKER knob: 3 o’clock.d. INT/ RAD switch in neutral position.

e. Handmike used to transmitf. If INT key depressed, adjust INT volume: interphone function enabled (flight

attendant or mechanic)

2. Headset used:

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

RAD positionf. INT key has to remain in up position

2.2.11 AIRCRAFT LIGHTS

NAV Airplane electrically supplied

WINGS Engines running up to 10,000 ft.

Engine running in hotel mode

Used for inspection of related area and they are to beswitched OFF once the requirement is over

BEACON Propeller rotating

During pushback

TAXI & T/O To be selected ON when cleared to taxi

On FINAL APPROACH after receiving landing clearance.

LAND To be selected ON when entering active runway (lining up)

or descending through 10,000 ft and; To be selected OFF vacating runway or climbing through

10,000 ft

STROBES To be selected ON while entering (lining up) or crossingactive runway and;

To be selected OFF after vacating active runway.

LOGO ON whenever aircraft is powered at night below 10,000ft

Note: Use of landing, taxi and strobe lights could be disconcerting or actually hamper visibilityduring rain or in fog. CM1 to use discretion and select OFF if need arises.

2.2.12 CABIN SIGNS

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

B. SEAT BELTS sign shall be kept “ON” for all ground operations, taxiing and take off to10,000ft.and descending below 10,000 ft. Seat belt sign “off” while refueling

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

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


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2.2.13 COMPANY DOCUMENTS

2.2.13.1 SOPs / Reminders

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

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

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

4. Properly complete the Aircraft Tech Log prior to terminating your flight. Write up alldelays with respective delay codes and remarks for further clarification. Determine

if delays require a separate Journey Report.

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

ACCURATE

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

7. Return aircraft charts/documentation to their proper place/sequence after use. Advice the turn-around crew if certain charts are to be left out for their convenience

( example: RPLL/RPVM Approach Charts).

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


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2.2.13.2 Techlog


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2.2.13.3 Techlog Procedure

LOCATIONNO.

BLOCK ENTRYDESCRIPTION

INSTRUCTION ADDITIONALINSTRUCTION

1 AIRCRAFT TYPEFor ATR write "ATR 72500". For

Airbus Family write "A320" or"A319".

2 AIRCRAFTREGISTRY

Write "RP-CXXXX" (followed by the4digit registry) e.g "RP-C7250"

3 DATE Write by number

4 TIME REFERENCE Check box if UTC or LCL

5 WEIGHTSCheck box if LBS (pounds) or KGS(kilos)

6 FLT NO Flight number e.g "891"

For ferry flightwrite the 4 digitRP registry e.g"7250"

7 DEP STNWrite Departure Station code e.g."MNL"

8 ETD Write Estimated Time of Departure

9 BDG CLR Write Time of Boarding Clearance

10 DR CLSD Write Time of Doors Closed

11 PUSHBK Write Time of Push Back

12 OFF BLK Write Time of Aircraft off block

13 OFF GRND Write Time of Aircraft off ground

14 ARR STN

Write Arrival Station code e.g

"MPH"

15 ETA Write Estimated Time of Arrival

16 ON