atr72 - standard operating procedures

8/9/2019 ATR72 - STANDARD OPERATING PROCEDURES

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SSTTAANNDDAARRDDOOPPEERRAATTIINNGG

PPRROOCCEEDDUURREESS

PART B AEROPLANE OPERATING MATTERS


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INTENTIONAL BLANK PAGE


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ATR-72 STANDARD OPERATING PROCEDURES

This ATR-72 STANDARD OPERATING PROCEDURES is published

under the authorization of the Cambodia Angkor Air, Chief Operation

Officer. Any questions with respect to the use of this manual or

information contained herein should be addressed to:

Flight Operations Department

Cambodia Angkor Air

206A Norodom Blvd, Phnom Penh, Cambodia

Tel: +855.23666787

Fax:+855.23224164

Email: [email protected].


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OPERATING PROCEDURES

LIST OF EFFECTIVE PAGES

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REVISION RECORD SECTION 2 NORMAL PROCEDURES

LONR/P1 00 15 Jul 09 TOC/P1 00 15 Jul 09

LONR/P2 00 15 Jul 09 TOC/P2 00 15 Jul 09

SIG/P1-3 00 15 Jul 09

SIG/P4 00 15 Jul 09

SIG/P5 00 15 Jul 09

SIG/P6 00 15 Jul 09

SIG/P7 00 15 Jul 09

SIG/P8 00 15 Jul 09SIG/P9 00 15 Jul 09

2.1/P1 00 15 Jul 09

AUTHORISATION PAGE 2.1/P2 00 15 Jul 09

2.1/P3 00 15 Jul 09

RONR/P1-2 00 15 Jul 09 2.1/P4 00 15 Jul 09

LIST OF EFFECTIVE PAGES 2.1/P5 00 15 Jul 09

LEOP 1 00 15 Jul 09 2.1/P6 00 15 Jul 09

LEOP 2 00 15 Jul 09 2.1/P7 00 15 Jul 09

LEOP 3 00 15 Jul 09 2.1/P8 00 15 Jul 09LEOP 4 00 15 Jul 09 2.1/P9 00 15 Jul 09

LEOP 5 00 15 Jul 09 2.1/P10 00 15 Jul 09

LEOP 6 00 15 Jul 09 2.1/P11 00 15 Jul 09

2.1/P12 00 15 Jul 09

2.1/P13 00 15 Jul 09

2.1/P14 00 15 Jul 09

2.1/P15 00 15 Jul 09

2.1/P16 00 15 Jul 09

SECTION 0 INTRODUCTION 2.1/P17 00 15 Jul 09

TOC/P1 00 15 Jul 09 2.1/P18 00 15 Jul 09

TOC/P2 00 15 Jul 09

2.2/P1 00 15 Jul 09

0.1/P1 00 15 Jul 09 2.2/P2 00 15 Jul 09

0.1/P2 00 15 Jul 09

2.3/P1 00 15 Jul 09

SECTION 1 LIMITATIONS 2.3/P2 00 15 Jul 09

TOC/P1 00 15 Jul 09 2.4/P1 00 15 Jul 09

TOC/P2 00 15 Jul 09 2.4/P2 00 15 Jul 09

1.1/P1 00 15 Jul 09

1.1/P2 00 15 Jul 09


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2.5/P1 00 15 Jul 09 PAGE 16 00 15 Jul 09

2.5/P2 00 15 Jul 09 PAGE 17 00 15 Jul 09

PAGE 18 00 15 Jul 09

PAGE 19 00 15 Jul 09

2.6/P1 00 15 Jul 09 PAGE 20 00 15 Jul 09

2.6/P2 00 15 Jul 09 PAGE 21 00 15 Jul 09

PAGE 22 00 15 Jul 09

PAGE 23 00 15 Jul 09

2.7/P1 00 15 Jul 09 FINAL COCKPIT PREPARATION2.7/P2 00 15 Jul 09 PAGE 1 00 15 Jul 09

2.7/P3 00 15 Jul 09 PAGE 2 00 15 Jul 09

2.7/P4 00 15 Jul 09 PAGE 3 00 15 Jul 09

2.7/P5 00 15 Jul 09 PAGE 4 00 15 Jul 09

2.7/P6 00 15 Jul 09 PAGE 5 00 15 Jul 09

SOP APPENDIX PAGE 6 13 15 Jul 09

PAGE 7 13 15 Jul 09

PAGE 8 13 15 Jul 09INTERNAL INSPECTION &

PRELIMINARY COCKPIT

PREPARATIONPAGE 9 13 15 Jul 09

PAGE 1 00 15 Jul 09 PAGE 10 00 15 Jul 09

PAGE 2 00 15 Jul 09 PAGE 11 00 15 Jul 09

PAGE 3 00 15 Jul 09 PAGE 12 00 15 Jul 09

PAGE 4 00 15 Jul 09 PAGE 13 00 15 Jul 09

PAGE 4A 00 15 Jul 09 PAGE 14 00 15 Jul 09

PAGE 4B 00 15 Jul 09 PAGE 15 00 15 Jul 09

PAGE 4C 00 15 Jul 09 PAGE 16 00 15 Jul 09

PAGE 4D 00 15 Jul 09 PAGE 17 00 15 Jul 09

PAGE 5 00 15 Jul 09 PAGE 18 00 15 Jul 09PAGE 6 00 15 Jul 09 PAGE 19 00 15 Jul 09

PAGE 7 00 15 Jul 09 PAGE 20 00 15 Jul 09

PAGE 8 00 15 Jul 09 PAGE 21 00 15 Jul 09

PAGE 9 00 15 Jul 09 PAGE 22 00 15 Jul 09

PAGE 10 00 15 Jul 09 PAGE 23 00 15 Jul 09

PAGE 11 00 15 Jul 09 PAGE 24 00 15 Jul 09

PAGE 12 00 15 Jul 09 PAGE 25 00 15 Jul 09

PAGE 13 00 15 Jul 09 PAGE 26 00 15 Jul 09



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APPENDIX

FINAL COCKPIT PREPARATION

PAGE 4 13 20 Dec 08

PAGE 29 00 15 Jul 09 PAGE 5 00 15 Jul 09

PAGE 30 00 15 Jul 09 PAGE 6 00 15 Jul 09

PAGE 31 00 15 Jul 09 PAGE 7 00 15 Jul 09

PAGE 32 00 15 Jul 09 PAGE 8 00 15 Jul 09

PAGE 33 00 15 Jul 09 PAGE 9 00 15 Jul 09

PAGE 34 00 15 Jul 09 PAGE 10 00 15 Jul 09

PAGE 35 00 15 Jul 09 PAGE 11 00 15 Jul 09


PAGE 38 00 15 Jul 09 SECTION 4 PERFORMANCE

15 Jul 09

PAGE 39 00 15 Jul 09 TOC/P1 00 15 Jul 09

PAGE 40 00 15 Jul 09 TOC/P2 00 15 Jul 09

PAGE 41 00 15 Jul 09 4.1/P1 00 15 Jul 09

PAGE 42 00 15 Jul 09 4.1/P2 00 15 Jul 09

PAGE 43 00 15 Jul 09 4.1/P3 00 15 Jul 09

PAGE 44 00 15 Jul 09 4.1/P4 00 15 Jul 09SECTION 3 ABNORMAL

PROCEDURES

4.1/P5 00 15 Jul 09

4.1/P6 00 15 Jul 09

TOC/P1 00 15 Jul 09 SECTION 5 FLIGHT PLANNING

TOC/P2 00 15 Jul 09 TOC/P1 00 15 Jul 09

3.1/P1 00 15 Jul 09 TOC/P2 00 15 Jul 09

3.1/P2 00 15 Jul 09 5.1/P1 00 15 Jul 09

3.1/P3 00 15 Jul 09 5.1/P2 00 15 Jul 09

3.1/P4 00 15 Jul 09 5.1/P3 00 15 Jul 09

3.1/P5 00 15 Jul 09 5.1/P4 00 15 Jul 09

3.1/P6 00 15 Jul 09 5.1/P5 00 15 Jul 09

3.1/P7 00 15 Jul 09 5.1/P6 00 15 Jul 09

3.1/P8 00 15 Jul 09 5.1/P7 00 15 Jul 09

ABNORMAL/EMERGENCY

PROCEDURES APPENDIX

5.1/P8 00 15 Jul 09

PAGE 1 00 15 Jul 09 5.1/P9 00 15 Jul 09

PAGE 2 00 15 Jul 09 5.1/P10 00 15 Jul 09

PAGE 3 00 15 Jul 09 5.1/P11 00 15 Jul 09

5.1/P12 00 15 Jul 09


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SECTION 6 MASS AND BALANCE SECTION 10 EMERGENCY

TOC/P1 00 15 Jul 09 EQUIPMENT

TOC/P2 00 15 Jul 09 TOC/P1 00 15 Jul 09

TOC/P2 00 15 Jul 09

6.1/P1 00 15 Jul 09

6.1/P2 00 15 Jul 09 10.1/P1 00 15 Jul 09

6.1/P3 00 15 Jul 09 10.1/P2 00 15 Jul 09

6.1/P4 00 15 Jul 09 10.1/P3 00 15 Jul 09

10.1/P3A 00 15 Jul 0910.1/P3B 00 15 Jul 09

10.1/P4 00 15 Jul 09

10.1/P5 00 15 Jul 09

10.1/P6 00 15 Jul 09

10.1/P7 00 15 Jul 09

10.1/P8 00 15 Jul 09

10.1/P9 00 15 Jul 09

SECTION 7 - LOADING 10.1/P10 08 15 Jul 09

7.1/P1 00 15 Jul 09 10.1/P11 00 15 Jul 097.1/P2 00 15 Jul 09 10.1/P12 00 15 Jul 09

10.1/P13 00 15 Jul 09

10.1/P14 00 15 Jul 09

SECTION 8 CONFIGURATION 10.1/P15 00 15 Jul 09

DEVIATION LIST 10.1/P16 00 15 Jul 09

8.1/P1 00 15 Jul 09 10.1/P17 00 15 Jul 09

8.1/P2 00 15 Jul 09 10.1/P18 00 15 Jul 09

10.1/P19 00 15 Jul 09

10.1/P20 00 15 Jul 09SECTION 9 MINIMUM EQUIPMENT 10.1/P21 00 15 Jul 09

LIST 10.1/P22 00 15 Jul 09

9.1/P1 00 15 Jul 09 10.1/P23 00 15 Jul 09

9.1/P2 00 15 Jul 09 10.1/P24 00 15 Jul 09

10.1/P25 00 15 Jul 09

10.1/P26 00 15 Jul 09

10.1/P27 00 15 Jul 09

10.1/P28 00 15 Jul 09


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SECTION 11 EMERGENCY

EVACUATION PROCEDURES

TOC/P1 00 15 Jul 09

TOC/P2 00 15 Jul 09

11.1/P1 00 15 Jul 09

11.1/P2 00 15 Jul 09

11.1/P3 00 15 Jul 0911.1/P4 00 15 Jul 09

11.1/P5 00 15 Jul 09

11.1/P6 00 15 Jul 09

SECTION 12 AIRCRAFT

SYSTEMS

12.1/P1 00 15 Jul 09

12.2/P2 00 15 Jul 09


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LIST OF DISTRIBUTION

Rev 00

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LIST OF DISTRIBUTION

TITLE LOCATION COPY No

State Secretariat of Cambodia Aviation PhnomPenh 01 HC

Aircraft VN-B227 01 HC

Aircraft VN-B231 01 HC

Safety Quality and Security DivisionPhnomPenh

01 CD

Technical Division PhnomPenh

01 CD

Flight & Cabin Crew DepartmentPhnomPenh

01 CD

Flight Operation DepartmentPhnomPenh

01 HC


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LIST OF NORMAL REVISIONS

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Rev 00

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No

REV

ISSUED

DATE

EFFECTIVE

DATE

APPROVAL

01 15 Jul 09

02

03

04

05


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No

RE

V

ISSUEDDATE

EFFECTIVEDATE

APPROVAL

06

07

08

09


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RECORD OF NORMAL REVISIONS

Rev 00

15 Jul 09


No

REV

ISSUED

DATE

INSERT DATE SIGNATURE & NAME

0015 Jul 09

02

03

04

05

06

07

08

09

10

11

12


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No

REV

ISSUED

DATE

INSERT DATE SIGNATURE & NAME

13

14

15

16

17

18

19

20

21

22

23


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SECTION 0

INTRODUCTION


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ATR-72 STANDARD


INTRODUCTION

TABLE OF CONTENTS Rev 00

15 Jul 09

0.1 INTRODUCTION 0.1/P1

0.1.1 Manual Policy 0.1/P1

0.1.2 General Aircraft Information 0.1/P1


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INTRODUCTION

Rev 00

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0.1 INTRODUCTION

0.1.1 Manual Policy

This ATR-72 Standard Operating Procedures Manual conforms to

the CCAR manual format for Aeroplane Operating Matters Type

Related.

This manual contains the Company ATR-72 Standard Operating

Procedures and additional Company information and procedures

that are to be used in conjunction with the ATR-72 Flight Crew

Operating Manuals Volumes 1, 2 and 3 and the Quick Reference

Handbook.

In the interests of standardisation these Standard Operating

Procedures do not duplicate, except where considered necessary,

information available in the ATR-72 Flight Crew Operating

Manuals.

Amendment and revision of this manual shall be in accordance with

Company Policy and Administration Manual, Chapter 0.2. It is the

responsibility of all manual holders and offices holding copies of

the manual to update them when revisions or bulletins are received,

in accordance with the instructions included in the revision or

bulletin.

0.1.2 General Aircraft Information

0.1.2.1 Units of Measurement

Company operations are based upon the use of metric units of

measurement.

0.1.2.2 Abbreviations

Refer ATR-72 Flight Crew Operating Manual Volume 1 for a

listing of standard abbreviations.

0.1.2.3 Aircraft Dimensions

Refer ATR-72 Flight Crew Operating Manual Volume 1, 1.00.10

for aircraft dimensions.

0.1.2.4 Conversion Tables

Refer Company Policy and Administration Manual, Chapter 0.1,

page 21 for conversion tables.


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INTRODUCTION

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SECTION 1

LIMITATIONS


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LIMITATIONS


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1.1 LIMITATIONS 1.1/P1

1.1.1 General 1.1/P1

1.1.2 Passenger Configuration 1.1/P1

1.1.3 Mass and Centre of Gravity 1.1/P1

1.1.4 Speed and Weight Limitations 1.1/P1

1.1.5 Performance Limitations 1.1/P1


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LIMITATIONS


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LIMITATIONS

Rev 00

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1.1 LIMITATIONS

1.1.1 General

Refer ATR-72 Flight Crew Operating Manual, Chapter 2.01 for applicable

limitations.

1.1.2 Passenger Configuration

The aircraft seating capacity is 68 passengers in an all economy class configuration.

1.1.3 Mass and Centre of Gravity

Refer Part B Section 9 Mass and Balance

1.1.4 Speed and Weight Limitations

1.1.4.1 General

Refer ATR-72 Flight Crew Operating Manual, Chapter 2.01 for applicable speed

and weight limitations.

1.1.4.2 Crosswind Limitations

Company crosswind limitations are as follows:

Runway Width (m) Dry Runway (Kt) Wet Runway (Kt)45 30 25

30 25 15

Maximum cross wind 20 kts must be applied when aircraft stopping

capability is degraded (ground spoiler and/or one brake is inoperative).Maximum cross wind 20 kts must be applied and visibility is degraded

(RVR is 400 m or less).

Friction coeficient Breaking Action Crosswind component(kt)

0.4 and above Good Apply above mentioned table

0.39 -0.36 Good/medium 15

0.35 -0.30 Medium 15

0.29 -0.26 Medium/poor 10

0.25 -0.10 Poor 5

1.1.5 Performance LimitationsRefer Part B Section 4 Performance and Runway Analysis Manual


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SECTION 2

NORMAL PROCEDURES


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NORMAL PROCEDURES


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2.6 CRUISE FLIGHT AND DESCENT 2.6/P1

2.6.1 Cruise Flight 2.6/P1

2.6.2 Descent 2.6/P2

2.7 APPROACH AND LANDING 2.7/P1

2.7.1 General 2.7/P1

2.7.2 Deceleration Sequence 2.7/P1

2.7.3 CAT I ILS Procedure 2.7/P2

2.7.4 Non-Precision Approach 2.7/P32.7.5 Turns onto Final Approach 2.7/P4

2.7.6 Stabilised Approach Requirements 2.7/P4

2.7.7 Mandatory Missed Approach 2.7/P5

2.7.8 Monitoring During Approach 2.7/P6

2.7.9 Aiming Point 2.7/P6

2.7.10 Crosswind Landing 2.7/P6

2.7.11 Heavy Landing 2.7/P6

ATR-72 SOP APPENDIX


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OPERATING POLICY Rev 00

15 Jul 09

2.1 OPERATING POLICY

2.1.1 General

It is Company policy to operate the ATR-72 aircraft in accordance with the

applicable ATR Flight Crew Operating Manuals and Quick Reference Handbook.

The standard operating procedures outlined in this section are to be applied in

conjunction with the procedures detailed in the ATR Flight Crew Operating

Manuals.

The following sets out the abbreviations used in this manual for the assignment of

flight crew duties:

(a) CM 1 - Refers to the flight crew member in the left hand seat;

(b) CM 2 - Refers to the flight crew member in the right hand seat;

(c) PF Refers to the pilot flying; and

(d) PNF Refers to the pilot not flying.

At the end of this Section there is a Standard Operating Procedures Appendix that

provides a summary of standard operating procedures for the ATR-72.

To improve the service life on duplicated systems, system 1 should be used when

operating on odd number days and system 2 when operating on even number days.

2.1.2 Crew Coordination Concept (CCC)

2.1.2.1 General

Standard operating procedures have been established to ensure that flight deck

operations are conducted in a safe and efficient manner. It is essential that flight

deck crew members are fully aware of the procedures outlined in this section and

that they are adhered to in normal and emergency/abnormal operations.

Standard Operating Procedures are designed to be:

(a) Simple;

(b) Similar;

(c) Self-explanatory; and

(d) Safe


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To apply Standard Operating Procedures in a modern two crew aircraft, a

coordinated effort must be made to fully utilize the available technology and iscalled - Crew-Coordination-Concept (CCC)

2.1.2.2 Purpose

The purpose of the Crew Coordination Concept (CCC) is to ensure the full

leadership/responsibility of the Pilot-in-Command (PIC) regardless of whether

he/she is the PF or the PNF.

Tasks between PF and PNF must be shared such that the PF is able to pay full

attention to flight manipulation and that both pilots work as a team to provide

mutual supervision, information and assistance.

2.1.2.3 Subdivision of CCC

CCC is generally subdivided into the following:

(a) Operation of Flight Deck Switches and/or Levers

(i) If a switch or lever can only to be reached by ONE CM, then this

CM shall only operate it;

(ii) If a switch or lever is to be reached by both CMs, the CM who is

assigned, as the PNF shall operate such switch or lever;

(iii) Once a CM is responsible for the operation of a particular switchor lever he shall continue to be responsible for its operation under

all normal operation conditions. This procedure shall only be

altered if the workload under a specific condition becomes too high

for the actions of the normally scheduled CM;

(iv) The PIC can at any time give a command to the other CM to

transfer the responsibility for a certain action to that crewmember

for a limited action.


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(b) Communications

Communication between CMs must be systematic and standardized and is

divided into the following three categories:

(i) Call-outs

Call-outs are necessary for:

The transferring of information;

Acknowledgment of a certain situation; and

Checking for any incapacitation

(ii) Announcements

CMs must provide announcements if deviation(s) from normal are

experienced. These announcements serve the purpose of alerting

the CM responsible for the deviation(s) from normal that a

corrective action must be carried out (e.g. a below glide slope

announcement should result in a corrective action to decrease the

rate of descent).

There must be a response to any announcement from the addressed

CM. If there is no response the announcement shall be repeated. If

there is still no response from the addressed CM this CM has to beconsidered incapacitated and control shall be taken by the other

CM using the call out I have control.

(iii) Commands

A command is an order given to change the aircrafts configuration

such as flap setting, power setting and landing gear position. After

a command is received, the addressed CM (the PNF) must

acknowledge the actions required by the command and report the

status of the new configuration. As a final confirmation the CM

giving the command must confirm the new configuration. Forexample:

1. Command PF: FLAPS 15

2. Acknowledgment PNF: FLAPS 15 selected

3. Report PNF: FLAPS 15 set

4. Confirm PF: Check


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2.1.3 Checklists

2.1.3.1 General

The normal checklist is used to make sure that the aircraft is safely prepared for the

next flight phase. It serves to verify actions already performed and shall be used as

a DO-AND-READ list.

Individual checklists for the particular phase of flight are kept as short as possible

and include all safety and other necessary items. The checklist items generally

follow the panel scan sequence.

Individual checklists should be read in their entirety and should not be interrupted.

If interruption cannot be avoided the complete particular checklist must be re-readfrom its beginning.

2.1.3.2 Requesting a Checklist

Prior to requesting a checklist, PF (on ground always CM 1) shall ensure:

(a) That the other CM is at their station;

(b) That all required panel scan actions have been completed.

The PF can then request the appropriate checklist by announcing XXXXX

Checklist

2.1.3.3 Reading a Checklist

All checklists are read by PNF (on ground always CM 2).

Reading shall start with the complete checklist title. Only the left side of the print is

to be read. The reader shall verify that the answers comply with the right side of the

print before proceeding.

Upon completion of the checklist the PNF shall announce XXXXX Checklist

completed

2.1.3.4 Responding to a Checklist

For each item one or both CMs are assigned to respond. Assignment depends on

role (PF/PNF) or seat location (CM 1/CM 2) and is printed behind each checklist. If

more than one CM is assigned, the response sequence is PF first followed by the

PNF. The assigned CM shall only respond after having checked the existing

configuration/condition. The other CM shall, whenever feasible, crosscheck the

validity of the response to provide redundancy.


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2.1.3.5 Deviations from Standard

If the actual configuration/condition is inadvertently not in accordance with the

checklist standard, corrective action shall be initiated before proceeding.

If the actual configuration/condition is purposely not in accordance with the

checklist standard (e.g. abnormal operation or MEL procedure) the response must

be modified to reflect the actual situation. Any such deviation(s) from the standard

position must be fully understood by all CMs.

2.1.4 Task Sharing

2.1.4.1 General

Normal procedures describe actions that are necessary for the routine operation of

the aircraft. While the sequence of procedures follows the natural phases of flightthe sequence of actions in a procedure normally follows the standardized scan of

panels or equipment except in the case where out of sequence priority actions are

required.

All actions of a procedure are either required to operate the aircraft safely in the

related phase of flight or to prepare the aircraft for the following phase of flight.

Each action is assigned to a specific crewmember to ensure coordinated operation.

Basic principle during preparation is the Lights Out Concept.

For all procedures the general task sharing stated below is applicable and assumes

that the PF remains as the pilot flying throughout the procedure:

(a) PF Responsibilities

(i) PLs

(ii) Flight path and airspeed control

(iii) Aircraft configuration

(iv) Navigation


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(b) PNF Responsibilities

(i) Reading of the checklist

(ii) Execution of required actions

(iii) Actions on the overhead panel

(iv) Communications

2.1.4.2 Principles of Normal Checklist Application

Normal cockpit scan patterns are first performed by memory rather than by direct

reference to the checklist.

There are two versions of the Final Cockpit Preparation checklist:

(a) Complete Procedure Checklist

This checklist is used for the first flight of the day, after any routine

maintenance, if the aircraft has been left unattended by qualified personnel,

if the previous crew completed the Leaving Aircraft Procedure or if there

is any doubt about the status of the aircraft.

(b) Transition Procedure Checklist

This checklist follows the same scan pattern as the Complete Procedure but

omits system functionality checks that are not required and is used induring transit stops or a series of flights.


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2.1.5 Standard Calls

2.1.5.1 General

Standard calls are an established method of ensuring that the flight deck crew

operates as a team and that both pilots are "in the loop" at all times. Standard calls

are also an essential method of ensuring that undetected subtle incapacitation does

not occur, particularly during critical stages of flight.

2.1.5.2 Takeoff

Condition Response

PNF PF

Positive climb indicated on VSI

and altimeter after lift off.

Positive Climb Gear Up

2.1.5.3 Climb and/or Descent

Condition Response

PNF PF

1,000 FT to any assigned or

limiting altitude or until

established inbound on aninstrument approach.

1,000 feet to go Check

Transition altitude during climb: Transition altitude

___Flight level

(Call out deviation)

_____Flight level

now

Transition level during descent. Transition level

___Feet (Call out

deviation)

_____Feet now

10,000 FT/FL100 during climb

or descent.

Crossing 10,000 or

FL100

Checked


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2.1.5.4 Visual Approach

Condition Response

PNF PF

When radio altitude displays at

2,500 FT

Radio altitude

alive

Checked

When cleared for a visual

approach:

The altitude selector should be

set to 1,500 FT oncecommencing final approach.

Missed approach

feet set

Checked

500 FT AGL Five hundredstable or

Five hundred

unstable________(

name of deviation)

Checked continueor Correcting____

(name of deviation)

If deviation not corrected after

two announcements.

Go-around Going around

100 FT One hundred

EightySixty

Forty

Twenty

Ten


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Condition Response

PNF PF

100 FT One hundred

Eighty

Sixty

Forty

Twenty

Ten


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2.1.5.6 Non Precision Approach Manual or Autopilot

CONDITION RESPONSE

PNF PF

Over station outbound Timing Timing__minutes

ALT* (Step down altitude) ALT star Checked

ALT HOLD ALT hold Checked

Setting of next step down

altitude

Checked Pre-set

altitude____feetWhen radio altitude displays at

2,500 FT

Radio altitude alive Checked

Inbound turn Time ____out

My side set

Final

course____set

FAF/FAP Final approach fix Checked

Timing__minutes

(if required)

Established on final descent Rate of

descent____feet per

minute set

Checked

1,000 FT AGL One thousand

stable or

One thousand

unstable________(n

ame of deviation)

Checked continue

or Correcting____

(name of deviation)

If deviation not corrected after

two announcements.

Go-around Going around

500 FT above MDA Five hundred toMDA

Checked

100 FT above MDA One hundred to

MDA

Checked


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CONDITION RESPONSE

PNF PF

At MAP. Minimum

If visual contact established. Landing

If no visual contact. Go-around

At MAP No response from

PF

I have control____

State intentions

Positive climb indicated on VSIand altimeter.

Positive climb Gear up

100 FT One hundred

Fifty

Forty

Thirty

Twenty

Ten


47/263

2.1/P13

ATR-72 STANDARD


NORMAL PROCEDURES


15 Jul 09

2.1.5.7 Out of Tolerance Calls

CONDITION RESPONSE

PNF PF

Localiser:

When localiser deviation

exceeds one dot.

Localiser Check

Glideslope:

When glideslope deviationexceeds one dot.

Glideslope Check

VOR approach:

Course bar deviation exceeds

dot.

Track Check

NDB/Locator approach:

Track outside +/- 5 degrees.

Track Check

Below 500 feet with airspeed

+10/-0 knots from requiredspeed.

Speed Check

Below 500 feet with rate of sink

in excess of 1,000 feet per

minute.

Sink rate Check

The PNF should continue to repeat the appropriate call(s) until it is obvious that the

PF has corrected the deviation and the flight path is returning to within tolerance.


48/263

2.1/P14

ATR-72 STANDARD


NORMAL PROCEDURES


15 Jul 09

2.1.6 Briefings

2.1.6.1 General

In order to ensure a safe, efficient and coordinated operation, briefings must be

conducted as defined below. Briefings should be concise and only address

important safety items. Prolonged briefings with unnecessary secondary

information should be avoided.

2.1.6.2 Pre-Flight

(a) Flight Deck Crew and Cabin Crew Briefing

Prior to the first flight with new crew members or at a crew change the

Commander is responsible to assemble together and brief other flight deck

crew members, the Purser and all cabin crew on the following:

(i) Information relating to the flight such as flight time, cruise altitude,

en-route and destination weather conditions and any other pertinent

information;

(ii) Any additional security measures (if applicable) for the flight(s);

(iii) Other relevant information.

The Purser in turn is to advise the Commander on any special passengers

such as deportees, stretcher case, etc.

At transit stops with the same cabin crew the Commander should brief the

Purser only on the information relating to the next flight sector and the

Purser should in turn advise the Commander of any non-standard

information.

(b) Flight Deck Technical Log Briefing

Prior to the first flight on a particular aircraft the Commander must review

the Technical Log and brief the First Officer on any MEL or ADD items, if

applicable.


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2.1/P15

ATR-72 STANDARD


NORMAL PROCEDURES


15 Jul 09

(c) Pre-Takeoff Briefing

Prior to takeoff the Commander or PF will ensure that all flight deck crew

members are briefed on the procedures to be followed in the event of an

emergency. A full briefing covering the items detailed in Standard

Emergency Briefing below should be given on a flight deck crews first

flight at the commencement of a tour of duty. On subsequent takeoffs with

the same crew items (i), (ii), (iii) and (v) below should be covered. The

term standard emergency procedures can be used to cover item (iv).

Standard Emergency Briefing

(i) Runway to be used including any weather considerations such as

wet runway, possible windshear, cross-wind, etc;

(ii) Obstacle information, if applicable;

(iii) Normal departure procedure including the anticipated departure

track (SID), MSA considerations, radio aid settings and transition

altitude;

(iv) Emergency procedure including:

Up to 70 Kt takeoff may be rejected for less significant

malfunctions;

Between 70 Kt and V1 a rejected takeoff should only be conducted

in the event of an engine failure (identified by at least two

instruments), fire warning and/or severe damage or any

malfunction or condition where there are unambiguous indications

that the aircraft will not fly safely.

Note: Either pilot may call STOP. However, in all cases

the rejected takeoff procedure shall be carried out by

the pilot in the left hand seat.

No action will be taken up to acceleration altitude, except in the

case of an engine flame out when the PNF must confirmEngine 1 or 2 (as applicable) Up trim and Auto

feather;(confirm manually if necessary) ,or engine fire when

memory items must be execute immediately above an 400ft AGL.


50/263

2.1/P16

ATR-72 STANDARD


NORMAL PROCEDURES


15 Jul 09

Acceleration altitude

Single engine procedure

Checklist sequence

(v) Any other additional information.

(d) Jumpseat/Observer Briefing

A briefing is to give to any approved observers traveling in the jumpseat

and it is the PICs responsibility to ensure that this is completed. The

briefing may be given by either pilot and is to include safety equipment

located in the cockpit and the procedures for the observer to adhere to in

the event of an emergency. The briefing is to include in the cockpit andhow to use the cockpit overhead emergency exit.

2.1.6.3 Approach

Prior to commencement of descent the PF must brief the PNF on the salient points

of the arrival including STAR (if applicable) and the instrument approach. An

instrument approach briefing should include the following:

(a) Chart number and runway;

(b) Chart date;

(c) Transition level;

(d) MSA;

(e) Initial approach altitude and holding procedures including holding pattern

entry, minimum altitude, time/distance limits, wind corrections;

(f) Altitude at outer marker, locator or any limiting altitude on the approach;

(g) Minimum altitude and visibility including radio altimeter setting (if

applicable);

(h) Field/touch down elevation;

(i) Missed approach procedure and if applicable, circling altitude and

anticipated manoeuvring;

(j) Glideslope and VASI angle;

(k) Runway length and condition.

The briefing should also include the Vref setting and the wind and gust additive.


51/263

2.1/P17

ATR-72 STANDARD


NORMAL PROCEDURES


15 Jul 09

2.1.6.4 Post Flight

Following a flight or the last flight in a series of flights the Commander should

assemble the flight deck crew and the cabin crew to:

(a) Conduct a review of the flight(s) including a review of any matters

applicable for inclusion in the Captains or the Pursers Report; and

(b) Complete and agree the crew duty and rest time data sheet.

2.1.7 Automation of the flight

The automation for the task can be followed by AP or manually.

(a) With HDG mode (Heading)

(b) With NAV mode ( Radial, Localizer, LNAV)

(c) With APP mode (ILS approach)

The AFCS and any automation task have to be monitored by:

(a) Cross-checking the status with other sources

(b) Observing the result of any change

(c) Supervising the resulting guidance and aircraft performance


52/263

2.1/P18

ATR-72 STANDARD


NORMAL PROCEDURES


15 Jul 09



53/263

2.2/P1

ATR-72 STANDARD


NORMAL PROCEDURES

PRE-DEPARTURE Rev 00

15 Jul 09

2.2 PRE-DEPARTURE

2.2.1 Departure Clearance

Both pilots must be in the flight deck for the receipt of the ATC clearance.

The clearance must be recorded on the computer flight plan adjacent to the

route line.

After ATC clearance has been received both pilots must be absolutely

certain that the clearance is understood before "read back" to ATC.

The review of the clearance must be conducted in the following manner,assuming expected SID or departure tracking has already been entered into

the GNSS;

(a) The First Officer will read the clearance while the Commander will

observe the GNSS to ensure compatibility with the actual ATC

clearance received;

(b) If the comparison between the ATC clearance and the data in the

GNSS are different the Commander will re-program the GNSS for

the clearance received;

(c) The Commander will set the MCP altitude selector to the initial

cleared altitude, which is to be cross checked by the First Officer;

(d) The Commander will set the HDG select to the required initial

after takeoff heading.

2.2.2 Flap Selection for Takeoff

The standard Company flap setting for takeoff is Flaps 15.

2.2.3 Takeoff Data

Takeoff performance should be calculated in accordance with the

following:

(a) Reference the RTOW charts to obtain the maximum takeoff weight

for the airport at the actual temperature and enter this as the

MTOW on the takeoff data card. The Commander shall inform the

Station Manager or Load Controller of the MTOW;

(b) On the takeoff data card, note whether takeoff will be conducted as

a bleeds ON or bleeds OFF takeoff, in accordance with the

departure temperature and wind conditions;


54/263

2.2/P2

ATR-72 STANDARD


NORMAL PROCEDURES

PRE-DEPARTURE Rev 00

15 Jul 09

(c) Once the load sheet has been received, cross checked and signed

by the Commander the First Officer shall obtain the takeoff speedsfor that particular weight from the QRH and enter on the takeoff

data card;

(d) The First Officer should read out the V1, VR and V2 speeds which

shall be set and cross checked;

(e) The F/O shall enter the zero fuel weight (ZFW) on the GNSS

performance page which shall be cross checked by the

Commander.

2.2.4 First Officer Takeoff and Landing

Commanders are approved, at their discretion, to give First Officers

takeoffs and landings with the exception that initial command

Commanders must complete a minimum of 50 hours or 10 landings, which

ever occurs first, before giving First Officers takeoffs or landings.

Prior to giving a First Officer a takeoff or landing the Commander should

assess the existing conditions and the First Officer's experience; both total

and recent. If there are any doubts the Commander must conduct the

takeoff or landing.During takeoff and landing the Commander must always be in a position

to take over control of the aircraft with feet lightly on the rudder pedals,

one hand adjacent to the control column and the other hand adjacent to the

thrust levers.

In the event of an engine failure after V1, the First Officer should continue

to fly the aircraft until the Commander, at his discretion, takes over

control. Such take over, if required, should not take place before the

landing gear has been selected up.

Any transfer of control should be clearly understood between both pilots

with the Commander (CM1) stating "I have control" or You have control

and the First Officer (CM2) responding with the words "You have control"

or I have control.


55/263

2.3/P1

ATR-72 STANDARD


NORMAL PROCEDURES

TAXI Rev 00

15 Jul 09

2.3 TAXI

2.3.1 ATC Clearance

Prior to takeoff the PF will brief the PNF on the salient points of theATC clearance. If the ATC clearance has not been obtained prior totaxi it should be reviewed in accordance with 2.2.1 DepartureClearance.

2.3.2 Taxi consideration

(a) Taxi operations must be conducted by the pilot in the left handseat

(b) Maintain outside vigilance during taxi

(c) PM will advise taxi route by airport diagram.

(d) In case of captain incapacipitation, the first officer requests totow the aircraft to parking bay.


56/263

2.3/P2

ATR-72 STANDARD


NORMAL PROCEDURES

TAXI Rev 00

15 Jul 09



57/263

2.4/P1

ATR-72 STANDARD


NORMAL PROCEDURES

TAKEOFF Rev 00

15 Jul 09

2.4 TAKEOFF

2.4.1 Takeoff Minimum

Takeoff minima are not less than the minima specified in the Jeppesen

chart 10-9.

The lowest authorised takeoff minima for the ATR-72 aircraft is 400 m

provided the runway is equipped with operational runway edge lighting

operational and the runway centreline markings are clearly visible.

Note: The Commander is solely responsible for ensuring the applicable

takeoff minima exists when conducting reduced visibility takeoffs.The visibility minima must be available at the threshold and in the

lift-off zone. Where visibility information is not available for the

lift-off zone, the latter is deemed to be between 1,300 m and 1,500

m from the threshold.

2.4.2 Monitoring During Takeoff

The PF must observe his/her airspeed during takeoff with the "V1" and

"Rotate" calls from the PNF serving as backup only.

During all instrument takeoffs the PNF must positively monitor flightinstruments to at least 500 FT and alert the PF if tolerances are being

exceeded.


58/263

2.4/P2

ATR-72 STANDARD


NORMAL PROCEDURES

TAKEOFF Rev 00

15 Jul 09



59/263

2.5/P1

ATR-72 STANDARD


NORMAL PROCEDURES

AFTER TAKEOFF Rev 00

15 Jul 09

2.5 AFTER TAKEOFF

2.5.1 Clean Up and Thrust Reduction Altitudes

It is required that thrust reduction, flap retract and clean up heights as

promulgated in the Flight Crew Operating Manual or Runway Analysis

Manual be adhered to.

Subject to published exceptions, 800 FT (AGL) should be used as the

standard thrust reduction altitude.

2.5.2 Maximum Angle of Bank

Twenty-five degrees is the normal angle of bank with a maximum of thirty

degrees that must be closely monitored, particularly during instrument

flight.

2.5.3 Turns after Takeoff

Turns after takeoff at altitudes below 500 FT (AGL), except for noise

abatement procedures, are to be avoided. An appropriate cockpit PA

announcement should be made advising passengers when such a turn is

necessary.

2.5.4 Departure Terrain Awareness

On all IMC departures, without a published SID, speed should be held at

normal climb speed as published in the Flight Crew Operating Manual,

unless in icing conditions. In icing conditions, the speed shall be red bug

speed for that particular weight, until reaching the Minimum Sector

Altitude (MSA) the Minimum Off-route Altitude (MORA) or the

Minimum En-route Altitude (MEA). Pilots must always assess departure

terrain and at some airports it may be necessary to climb in the circuit area

to set heading over the top at the MSA, MORA or MEA, as applicable.2.5.5 Autopilot Engagement

The PF must advise the PNF when the autopilot is engaged and the

selected active modes.

Note: Autopilot is not to be engaged below 100 FT (AGL).

2.5.6 Fight Mode Annunciation (FMA) Mode Changes

During any flight phase any change in FMA annunciation must be called

by the pilot first observing this change.


60/263

2.5/P2

ATR-72 STANDARD


NORMAL PROCEDURES

AFTER TAKEOFF Rev 00

15 Jul 09

2.5.7 Flight in Turbulence

Refer Flight Crew Operating Manual, Chapter 2.01.03 for turbulence

penetration speed.

2.5.8 Fuel Management

At any time that the configuration of the fuel system is changed from

normal operation, e.g. Cross-feeding, both pilots are to be aware of the

changed configuration and an estimated time calculated and recorded to

return the fuel system to normal operation.


61/263

2.6/P1

ATR-72 STANDARD


NORMAL PROCEDURES

CRUISE FLIGHT AND DESCENT Rev 00

15 Jul 09

2.6 CRUISE FLIGHT AND DESCENT

2.6.1 Cruise Flight

2.6.1.1 Flight Level Check

On reaching initial cruise flight level (and any subsequent amended flight

level) the crew must conduct a positive check between the altimeters and

the flight level displayed in the altitude alert window.

2.6.1.2 Oxygen Masks

Both crew members must wear oxygen masks with the diluter demandregulator in the NORMAL position at all times while the cabin altitude

exceeds 10,000 FT.

2.6.1.3 En-Route Weather Monitoring

Pilots shall regularly monitor the weather reports of suitable en-route

alternates, the destination and the destination alternate(s).

2.6.2 Descent

2.6.2.1 Arrival Procedures

In IMC or VMC (day or night) on a track without a published STAR, the

aircraft must maintain the MEA, MORA or MSA, as applicable, until

commencement of the instrument approach procedure. Under VMC (day

or night) the aircraft should complete the appropriate instrument approach

procedure except at airports where it is safe to conduct a visual approach

once the aircraft is within the relevant circling area.

Under radar vectoring the aircraft may be assigned altitudes below the

MEA, MORA or MSA. Under these circumstances pilots must continue to

remain aware of terrain clearance requirements.2.6.2.2 Rate of descent at lower heights

At the lower altitudes the rates of descent are restricted as:

Bellow 3.000ft.. 3.000ft/min or less

Bellow 2.000 ft 2.000ft/min or less

Bellow 1.000ft.1.000ft/min or less


62/263

2.6/P2

ATR-72 STANDARD


NORMAL PROCEDURES

CRUISE FLIGHT AND DESCENT Rev 00

15 Jul 09



63/263

2.7/P 1

ATR-72 STANDARD


NORMAL PROCEDURES

APPROACH AND LANDING Rev 00

15 Jul 09

2.7 APPROACH AND LANDING

2.7.1 General

In preparation for any instrument approach the briefing requirements as set out in

2.6.3 and the Standard Calls, including the Out of Tolerance Calls, as set out in

2.1.5 apply.

Whenever weather conditions are such that an instrument approach is necessary the

autopilot(s) should be engaged to fly the approach.

Operations are permitted to CAT I minima all engines or one engine out, with or

without the autopilot and/or flight director engaged.

First Officers are not permitted to operate as the PF during an instrument approach

where the reported landing minima are below 200 FT and visibility is less than 800

m, or 550 m RVR.

In the event of an engine out go-around following an instrument approach the level

off altitude listed for the takeoff on the particular runway should be used as the

acceleration altitude.

2.7.2 Deceleration Sequence

2.7.2.1 IMC Approach Deceleration Sequence

Commence deceleration on glide slope (30) and:

Maintain IAS=240 Kt

(a) At 180 Kt extend flaps 15;

(b) At 170 Kt select landing gear down;

(c) At 150 Kt select flaps 30;

(d) Adjust speed to Vapp - Vapp + 10 Kt not later than 1,000 FT (AGL).

2.7.2.2 VMC Approach Deceleration Sequence

Maintain a 30descent path with IAS=240 Kt, retard PL to FI at altitude = (IAS x

10), adjusted for head or tailwind, and:

(a) At 180 Kt extend flaps 15;

(b) At 170 Kt select landing gear down;

(c) At 150 Kt select flaps 30;

(d) Adjust speed to Vapp - Vapp + 10 Kt not later than 500 FT (AGL).


64/263

2.7/P2

ATR-72 STANDARD


NORMAL PROCEDURES


15 Jul 09

2.7.3 CAT I ILS Procedure

During the briefing for the approach the DH should be set, for reference only, to the

CAT I minimum.

The PF will nominate whether the approach will be conducted as a manual or

autopilot approach.

The aircraft should be configured for the ILS approach in accordance with the

Normal Procedures detailed in the ATR-72 Flight Crew Operating Manual.

The PNF must primarily monitor flight instruments throughout the approach and

provide the appropriate standard calls.

The PF must primarily monitor flight instruments until after the 500 feet to

minimum call. After this call the PF should expand instrument scan to includeoutside visual cues.

The PNF should call visual any time visual reference is established above the

minimum.

At the minimum call by the PNF the PF should assess outside conditions and

declare either landing or go-around as the case may be.

The landing call at the minimum by the PF must be based upon the observation of

the approach lights, runway lights, runway or touchdown zone lights and that the

approach can be continued in visual conditions on the normal approach profile to a

safe landing.

After the landing call, by the PF the PNF MUST maintain concentration on the

flight instruments in order to monitor the glideslope and localiser for the remainder

of the approach.

If the PF calls go-around at the minimum, or if visual contact is lost after the

minimum, an immediate go-around in accordance with the Normal Procedures

detailed in the ATR-72 Flight Crew Operating Manual must be conducted.


65/263

2.7/P3

ATR-72 STANDARD


NORMAL PROCEDURES


15 Jul 09

2.7.4 Non Precision Approach

2.7.4.1 Procedure

During the briefing for the approach the applicable minimum should noted on the

Landing Data Pad. The DH should be set to zero for non-precision approaches.

The PF will nominate whether the approach will be conducted as a manual or

autopilot approach.

The aircraft should be configured for the non-precision approach in accordance

with the Normal Procedures detailed in the ATR-72 Flight Crew Operating Manual.

The final segment of a non-precision approach should be flown at a constant

descent profile.

The PNF must primarily monitor flight instruments throughout the approach and

provide the appropriate standard calls.

The PF must primarily monitor flight instruments until the 500 feet to minimum

call. After this call the PF should expand instrument scan to include outside visual

cues.

The PNF should call visual any time visual reference is established above the

minimum.

At the minimum call by the PNF the PF should assess outside conditions anddeclare either landing or go-around as the case may be.

The landing call at the minimum by the PF must be based upon the observation of

the approach lights, runway lights, runway or touchdown zone lights and that the

approach can be continued in visual conditions on the normal approach profile to a

safe landing.

After the landing call, by the PF the PNF MUST continue to maintain

concentration on the flight instruments to monitor the remainder of the approach.

If the PF calls go-around, at the minimum, or if visual contact is lost after the

minimum, an immediate go-around in accordance with the Normal Proceduresdetailed in the ATR-72 Flight Crew Operating Manual.


66/263

2.7/P4

ATR-72 STANDARD


NORMAL PROCEDURES


15 Jul 09

2.7.4.2 Circling Approach

The aircraft should be configured for the circling approach in accordance with the

procedures detailed in the ATR-72 Flight Crew Operating Manual.

During a circling approach the PNF must primarily monitor the flight instruments

and alert the PF to any out of tolerance manoeuvring.

2.7.5 Turns onto Final Approach

Turns on to final approach are to be made by at least 800 FT AGL (except for a

circling approach when the minimum altitude is 500 FT AGL).

2.7.6 Stabilised Approach Requirements

Any significant deviation from the planned flight path, airspeed, or descent rate

must be announced.

The decision to execute a go-around is no indication of poor performance.

Note: Do not attempt a landing from an unstable approach.

All approaches must be stabilised by 1,000 FT above airport elevation in IMC and

500 FT above airport elevation in VMC.

An approach is considered stabilised when all of the following criteria are met:

(a) The aircraft is on the correct flight path;

(b) Only small changes of heading/pitch are required to maintain the correct

flight path;

(c) The aircraft speed is not more than Vref + 20 Kt IAS and not less than

Vref;

(d) The aircraft is in the correct landing configuration;

(e) Rate of descent is no greater than 1,000 feet per minute (if an approach

requires a rate of descent greater than 1,000 feet per minute a special

briefing should be conducted);

(f) Power setting is appropriate for the aircraft configuration;

(g) All briefings and checklists have been completed.


67/263

2.7/P5

ATR-72 STANDARD


NORMAL PROCEDURES


15 Jul 09

Specific types of approaches are stabilised if they also meet the following

additional criteria:

(a) ILS approaches should be flown within one (1) dot of the glideslope and

localizer;

(b) During a circling approach wings should be level on final when the aircraft

reaches 300 feet above airport elevation.

Note: An approach that becomes unstabilised below 1,000 FT above airport

elevation in IMC or below 500 feet above airport elevation in VMC

requires an immediate go-around.

The above criteria should be maintained through the rest of the approach for it to beconsidered a stabilised approach. If the above criteria cannot be established and

maintained at and below 500 FT above airport elevation an immediate go-around

should be initiated.

At 100 FT above airport elevation for all visual approaches the aircraft should be

positioned so that the flight deck is within, and tracking so as to remain within, the

lateral confines of the runways extended centre-line.

As the aircraft crosses the threshold it should be:

(a) Stabilised on target airspeed to within 10 Kt until arresting descent rate at

flare;

(b) On a stabilised flight path using normal manoeuvring;

(c) Positioned to make a normal landing in the touch down zone.

If the above criteria cannot be maintained a go-around should be initiated.

2.7.7 Mandatory Missed Approach

On all instrument approaches execute an immediate missed approach if any of the

following occurs:

(a) A navigation radio aid or flight instrument failure occurs that affects theability to safely complete the approach in instrument conditions;

(b) When on ILS final approach in IMC and either the localiser and/or

glideslope indicator shows full deflection;

(c) When the navigation instruments show significant disagreement and visual

contact with the runway has not been established;


68/263

2.7/P6

ATR-72 STANDARD


NORMAL PROCEDURES


15 Jul 09

(d) On a radar approach radio communication is lost;

(e) On reaching the minima the required visual contact is not established.

2.7.8 Monitoring During Approach

On all approaches the PNF must monitor airspeed and rate of descent, particularly

below 500 FT and call if either is outside tolerance.

In adverse conditions the PNF should call height, airspeed and rate of descent each

100 FT below 500 FT.

2.7.9 Aiming Point

An aiming point of 300 m should be used.

2.7.10 Crosswind Landing

Prior to landing in crosswind conditions consideration must be given to the

following factors:

(a) Cross wind limitations;

Note: Any crosswind corrections (e.g. for a wet or slippery runway)

must be applied to the steady state wind speed.

(b) Runway length;

(c) Runway width;

(d) Runway conditions;

(e) Wind gust factor;

(f) Expected turbulence on approach;

(g) Correct crosswind landing technique.

The PF must be prepared to conduct a go around if the aircraft is not positioned for

a safe landing.

2.7.11 Heavy Landing:

A heavy landing whether above or below the structural landing weight limit must

be reported in the Technical Log with all relevant information such as actual

weight, sink rate, touch down forces etc.

2.7.12 Minimum Fuel expected for Landing

When the minimum fuel quantity of 320 kgs or equipvalent of 30 is expected upon

crossing the threhold of the arrival/alternate airport, the PIC must declare an

emergency using appropriate terminology and file a report immediately upon

landing.


69/263

ATR72

FINAL COCKPIT PREPARATION


70/263

GROUND PHASE EVENT CM 1

Starting engine 2 in HOTEL mode should be

postponed until the all passengers are on board

(with GPU and Ground A/C) or 10 min before ifground A/C is not available (with or without GPU)

Both pilots on their stations and cleared by ground staff

to start engine number 2 in Hotel Mode.

- Command Start engine number 2 in hotel

mode

- Monitor starting

- When NH increases announce NH rising or

No NH

- Start timing and respond Timing

-

- -

-

-

-

-

-

-

-

-

-

ATR-72 SOPs 15 Jul 09 - REV 00 F


71/263


Engine number 2 in hotel mode(continued)

Ground power unit disconnection

- When fuel flow increases announce Fuel flowrisingor No fuel flow

- When ITT rising announce ITT risingor No

ITT- When positive oil pressure indicated announce

Oil pressure risingor No oil pressure

- Check start light extinguished and announce

Starter light off or Starter light not off

- Stop timing

- Check DC GEN 2 on line and BTC NORM

illuminates

- Request ground staff to Disconnect GPU

- M

- M

- M

- W

- C

p

d- S

S

- R

G

il

- S

- S

- C

- C- S

- S

ATR-72 SOPs 15 Jul 09 - REV 00 FIN


72/263


Load sheet on board

Takeoff briefing:

PF takeoff briefing to include:

Read takeoff data card

Any red light before V1, Captain will stop

aircraft

Any failure after V1, takeoff will continue. No

action EXCEPT in case of engine flame out

when gear up, up-trim and auto-feather must

be confirmed; and in case of eng fire the

memory items must be done immediatelyabove 400ft AGL.

Acceleration altitude is ..

Single engine procedure is...

Final cockpit preparation checklist

- Load sheet check and sign

- Set takeoff data bugs

- PF gives takeoff briefing

- Command Final cockpit preparation checklist

RESPONSE:

- Prop brake, no smoking, seat belts on

- Three on board

- ___kilograms checked

- Left side set

- Lo

- Ta

- Se

- PF

RE- M

- G

- F

- T

- R

ATR-72 SOPs 15 Jul 09 - REV 00 FINA


73/263


Ground air-conditioning truck disconnected and

clear of aircraft

Passengers on board:

Purser to inform We have ___passengers, tailprop on board, may I close the door?

Start, or push back and start clearance

- ____Set

- ___set(cross check)

- ___set

- ______Set

- Performed

- Set/PRESS CHK

- Completed

- Checked* Request from ground staff to start engine number

2 in Hotel Mode (Refer page 1).

* Can be done before receipt of load sheet

- Check passenger number agrees with load sheetand if correct command Close the door

- Command Request start clearance or

Request push back and start

- Tr

- A

- __

- La

- C

- En

- Pa

- Ta

- An

che- Sta

pag

- Req

clea



74/263


Push back procedure:

Ground: Ground to cockpit

Ground: Parking brake release

Ground: Commencing push back

Release of PROP BRAKE

Ground: Clear to release prop brake

- Select NOSE WEEL STEERING to OFF

- Call ground:

Cockpit to ground

Ready for push back and start

- Release parking brake

Parking brake released

- Select DC AUX PUMP to ON- Check DOOR lights extinguished

- Select BEACON to ON

- Check PROP BRAKE green light illuminates

- Command Check right side

- After request from ground staff Release prop

brake- Announce Releasing number 2- Set PROP BRAKE to OFF, check red UNLK

light and both blue Lights extinguished (On bothMEMO and overhead panel)

- Select flap lever to 15position

- Select ANTI SKID test (All 4 lights F should

Illuminate and then extinguish)

- Set RADAR to STBY

- Ch

R

ATR-72 SOPs 15 Jul 09 - REV 00F


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Start engine number 1

Ground: Clear to start engine No.1

- Request ground engineer for permission to start

engine number 1: Request to start

Engine No.1- Check EEC 1 FAULT light extinguished

- Select fuel PUMP ENG 1 to RUN

- Select start rotary selector to START A or

START B (according to day). if any malfunctionuse START A & B

- Check left side clear and announce Left side

clear- Announce Starting engine number 1

- Select START 1, check ON light illuminates and

announce Starter on

- *Monitor NH and respond Check. When NH

passes 10%, advance CL 1 to FTR

* Passing from FUEL SO to FTR is

recommended Between 10%-19% and when

ITT>200C

- Command Timing

- Monitor and respond Checked



- M

- W

or

- St

- Wflo

- W

N

- W

O



76/263


When push back completed

Ground: Parking brake ON

Ground staff disconnect interphone, remove

chocks and stand on the side of aircraft and show

the nose gear PIN. Disconnecting

- When NH passing 45% announce NH 45

- Check ITT drop and engine number 1 idle

parameters stabilized and announce ITT drop.

Stable- Select start rotary selector to OFF & START

ABORT

- Set parking brake ON

- Announce: Parking brake ON

- Set Nose Wheel Steering ON

- Check NP >14% and stable

- CL 2 then CL 1 to AUTO (or MAX RPM ATR-72 200)

- Check both SGL CH lights illuminate and then

extinguish and announce SGL channel

- Check both LO PITCH lights illuminate and

announce Low pitch

- Check ACW BUS TIE (after CL2)

- Check ACWILD ELEC PWR panel on line and

hydraulic pressure

- Select Windshield HTG to ON

- Select Anti-icing as RQD

- Announce to ground staff You maydisconnect

- Announce Testing radar. Test radar and set to

STBY mode

- ChS

of

- St

- Ch

th

- Ch

res

- Re



77/263


Push back procedure

At TAN SON NHAT AIRPORT ONLY

Ground: Ground to cockpit

Ground: Parking brake release

Ground: Commencing push back

When push back completed

Ground: Parking brake on

- Select NOSE WEEL STEERING to OFF

- Call ground:

Cockpit to ground

Ready for push back and start

- Release parking brake

Parking brake released

- Set Parking brake

-Announce: Parking brake on

-Set Nose wheel steering ON



78/263


Release of PROP BRAKE:

1. ( Without push back procedure)

or

2. (After push back procedure, when push back

car disconnect at TAN SON NHAT airport

ONLY)

- Select DC AUX PUMP to ON

- Check DOOR lights extinguished

- Select BEACON to ON

- Check PROP BRAKE green light illuminates- Command Check right side

- After request from ground staff to Release prop

brake- Announce Releasing number 2

- Set PROP BRAKE to OFF, check red UNLK

light and both blue Lights extinguished (On both

MEMO and overhead panel)

- Select flap lever to 15position

- Select ANTI SKID test (All 4 lights F shouldIlluminate and then extinguish)

- Set RADAR to STBY

- C

ATR-72 SOPs 15 Jul 09 - REV 00


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Start engine number 1 - Request ground engineer for permission to start

engine number 1:

- Check EEC 1 FAULT light extinguished

- Select fuel PUMP ENG 1 to RUN- Select start rotary selector to START A or

START B (according to day). if any malfunction

use START A & B

- Check left side clear and announce Left side

clear

- Announce Starting engine number 1

- Select START 1, check ON light illuminates and

announce Starter on

- *Monitor NH and respond Check. When NHpasses 10%, advance CL 1 to FTR

* Passing from FUEL SO to FTR is

recommended Between 10%-19% and when

ITT>200C

- Command Timing




- M

- W

o

- S

- W

fl

- W

- W



80/263


Ground staff disconnect interphone, remove

chocks and stand on LEFT side of aircraft

- When NH passing 45% announce NH 45

- Check ITT drop and engine number 1 idle

parameters stabilized and announce ITT drop.

Stable

- Select start rotary selector to OFF & START

ABORT

- Check NP >14% and stable

- CL 2 then CL 1 to AUTO (or MAX RPM ATR-

72 200)

- Check both SGL CH lights illuminate and then

extinguish and announce SGL channel- Check both LO PITCH lights illuminate and

announce Low pitch

- Check ACW BUS TIE (after CL2)

- Check ACW ELEC PWR panel on line and

hydraulic pressure, 3 x 3000psi

- Select Windshield HTG to ON

- Select Anti-icing as RQD

- Announce to ground staff You may

disconnect

- Announce Testing radar. Test radar and set to

STBY mode

- C

a

l- S

- C

t- C

r

- R



81/263


Before taxi checklist - Command Before taxi checklist

RESPONSE:

- Removed and on-board

- Locked

- Closed

- On

- Released

- On

- ON or OFF (As RQD)

- Autoor Max RPM

- 15/15

- Tested

- Tested and standby

- Checked

R

-

-

-

-

-

-

- A

-

-

-

-

- A

c



82/263


Before taxi checklist completed

Taxi clearance obtained

Taxi

ATC clearance obtained

PF departure briefing to include:

Departure clearance is..

FL.

Squawk

- Command Request taxi clearance

- Obtain taxi release from ground staff

- Check left side clear and announce Left sideclear. Check right side

- Taxi & TO light select to ON

- Conduct normal brake check

- Conduct emergency brake check and announce

Left side brake checked. Check right side

- PF reviews key points from ATC clearance and if

necessary reviews the takeoff briefing

-

-

-

-

-



83/263


Taxi checklist

Purser report to Captain Cabin ready for takeoff

- Command Taxi checklist

RESPONSE:

- ON

- Checked

- Closed

- _______Set

- Tested

- Completed

- Checked

- Receive Purser report

-

-

-

-

-

-

-



84/263


Before takeoff actions Line up and wait

PA announcement

- Command Before takeoff actions

- Check left spoiler by looking outside and announce

Left spoiler up

- Check spoiler light panel and announce Light on

- Check full rudder travel to the left then to the right

and announce Rudder checked

- Set rudder CAM (Rudder pedals centered and brief

action on rudder trim)

- Line up runway HDG and check lateral FD barscentered

- Select radar as required

- Re

ch

- Tu

lef- Ch

on- Tu

rig

- Ch

an

- Pu

ba

- Se

re- Se

- Se

RQ

- Se

ST

- Pr

- Se

- Se

- M

se

- An



85/263


Before takeoff checklist - Command Before takeoff checklist

RESPONSE:

- Released

- Left side checked

- ON orOFF(As RQD)

- Normal

- ON


- ON

- Takeoff inhibit

- Standby orOn (As RQD)

- ALT

- Centered and CAM

- AUTO

- Centered

-

-

-

-

-

-

-

-

-

-

-

-

-



86/263


Before takeoff checklist (continued)

Takeoff clearance

Takeoff run

At 70 Kt

Note: If CM2 is PF takeoff power is set by CM1.

CM1must keep his/her hands on the PLs until

reaching V1 in order to be ready to retard the

PLs in the case of an aborted takeoff

- Completed

- Checked

- Announce Takeoff, timing, flight control left or

right

- Advance PLs to notch position and announce

Notch

- Release nose wheel steering and announce I havecontrolorYou have control (CM2 as PF)

-

-

-

-

-

-

-

-

-

-

-



87/263

FLIGHT PHASE EVENT PF

V1

VR

Positive climb established on VSI

Acceleration altitude

Speed at white or red bug speed

- Check speed

- Release hand from PLs

- Check speed- Rotate aircraft

- Command Gear up

- Command Yaw damper on

- Check no lights on LDG GEAR panel and respond

Checked- Command Taxi light off

- Command Speed to white bugor Speed to red

bug(icing conditions)

- Check selected speed on ADU and respond

Checked

- Check ASI speed and command Flaps zero

- Check flap indicator shows 00and respond

Checked

-

-

-

-

-

-

-

-

-

-

-

-



88/263


Climb sequence

Climb

After takeoff checklist

- Command Climb sequence

- Command Speed 170 knotsor White bug

(obstacle clearance) or Red bug (icing

conditions)

- Check selected speed on ADU and respond

Checked

- Command After takeoff checklist

RESPONSE:

- Up

- Off

- Climb auto orClimb 86%

- Zero, zero

- -

-

-

-

-

-

-

-



89/263


After takeoff checklist (continued)

Transition altitude

10,000 FT or FL100

After takeoff checklist (continued)

- On


- Checked

- At 5,000 FT select SEAT BELTS sign OFF to

signal cabin crew that cabin service activities can be

commenced. If not possible to select the SEAT

BELTS sign OFF due turbulence advise Purser by

interphone to remain seated or can commence

service with the SEAT BELTS sign ON

- Set QNE (29.92/1013) and cross check and

announce _____Flight level, now

- Check crossing 10,000 FT or FL100 andcommand Landing lights off

- Check landing lights off and respond Checked

RESPONSE:

- Set QNH 29.92/1013

- Checked

-

-

- A

c

- A

- S

A

d

- A

- S

R

-

-



90/263


1,000 FT to any assigned altitude or flight level

(climb or descent)

Level off (climb or descent)

At target speed

- OFF

- Checked

- Check EADI with amber light ON and respond

Checked

- Check ALT* on ADU illuminates and respond

Checked

- Check ALT HOLD illuminates on ADU and

respond Checked

- Set speed inner bug and respond Checked

- Check TQ bug set to target % and respond

Checked

- Select PWR MGT to CRZ and command Power

management to cruise

- L

- A

c

- A

- C

a

- C

a

- C

p

s- S

- A

- S

- C



91/263


Cruise checklist

Descent preparation

Approach briefing to include:

TOD, weather and runway information

Read Landing Data card details

Brief in accordance with 2.2.1

- Command Cruise checklist

RESPONSE:

- Cruise

- OFFor ON(as required)

- Observed- If entering icing conditions:

Select anti-ice ON

Set CLs to AUTO/ 82%(ATR-72-500)

Set CLs to Set 86%

Set CLs to AUTO/ 86%(ATR-72-500PEC)

MIN icing speed observed

- Checked

- Compute top of descent

- Set speed bugs

- * DA (DH) set

- Set NAVAIDS

- GA TQ bugs set (100%)

- Transfer monitoring flight path

- Make Approach briefing

* The DH is only to be set for precision approach

for reference only

R

-

-

-

- A

- O

A

- S

- *

- S

- M

- C

* T

a



92/263


Top of descent

Descent clearance obtained

PA announcement

Descent checklist

- Command Request descent

- Select cleared FL/Altitude on ADU

- Select calculated rate of descent on ADU- Select RCL on CCAS

- SEAT BELTS sign ON (PIC only)

- Command Descent checklist

RESPOND:

- Recall

- _______Left side set

- ______%Set

- On

- Completed

- Completed

- Checked

- R

- M

p

R

-

-

-

-

-

-

- A



93/263


Descent path

10,000 FT or FL100

Transition level or when cleared to an altitude by

ATC

Approach checklist (after setting QNH)

- Maintain 30path whenever possible

- Check crossing 10,000 FT or FL100 and commandLdg lts ON, Cont relight ON or OFF (As

RQD)

- Check LAND L and LAND R LIGHTS ON

- Check CONT relight ON or OFF and response:

- Checked

- Set QNH and cross check and respond ____feet,

now

- Command Approach checklist

RESPONSE:

- On

- QNH____set. Cross checked

- Checked

- Checked onor off

- A

- Se

- Se

a

r

- A

- S

R

- L

-

-

-



94/263


Approach checklist (continued)

Radar vectoring

PRECISION APPROACH:

When clearance for approach, or last heading to

intercept final course is received:

Both left and right VLF selected: PF on ILS

PNF on VOR frequency. ADFs selected to OM

frequency and audio selector panel MKR switch

selected ON

When radio altimeter displays at 2,500 FT

LOC*

GS*


- Checked

- Select assigned altitude(s) and heading(s) on ADU

and announce Altitude____setand/or Heading

_____set

- Select APP mode on ADU and check LOC and GS

armed, announce Approach mode armed

- Crosscheck NAV settings

- Check and respond Checked

- Check LOC* on ADU and EHSI and respond

Checked

- Select runway heading and announce Runway

heading____set- Select second VLF on ILS frequency

Check GS* on ADU and EHSI and respond

Checked- Select missed approach altitude on ADU and

announce Missed approach ____feet set

- C

- A

- Co

C

- Ch

C

- C

- A

- Ch

an

- Ch

C

- ChG

- Ch

C



95/263


FAF

Altitude 1,800 FT (AGL) and IAS not above 180

Kt

Speed 170 Kt

- Cross check altitude and respond

Checked_____feet

- PL retard to FI position and command Flaps

15


Checked

- Command Gear down

- Check landing gear down with three green lights

and respond Checked

- Cros

altit

- Che

Spe- Sele

Fla- Che

Fla

- Che

Spe

- Sele

anno

- Set P

- Sele

- Che

AS R

- Che

RPM

- Che

lightthre

ATR-72 SOPs 15 Jul 09 - REV 00 FI


96/263


Speed 150 Kt

PA announcement

Before landing checklist

- Command Flaps 30


Checked

- Adjust PL to maintain Vapp Vapp + 10 Kt

- Command Before landing checklist

RESPONSE:

- Down three greens

- ON

- 30/30

- Takeoff

- Auto-100% or MAX RPM-100%

- ON

- Check IA

checked

- Select fla

Flaps 3- Check fla

30 set

- Make PA

landing

READ:

- Landin

- TLU gr

- Flaps

- Power m

- CLs

- Externa



97/263


Altitude 1,000 FT AGL

In IMC conditions

Rate of descent not greater than 1,000 fpm

Speed Vapp -0 to +15 Kt

No abrupt power changes

Localizer within ONE dot

Glide slope within ONE dot

Final phase

During the final phase when visual reference is

established it should be announced

500 FT above minimum

Expand instrument scan to include outside visual

cues

100 FT above minimum

- Completed

- Checked

- Respond Checked continue

or

- Correcting ______(name of

deviation(s))

- Respond Going around

- Respond Checked continue

- Respond Checked

- Respond Checked

- PA

- Announc

- Check 1,

thousand

- One tho

deviation

- If deviati

deviation

- If deviati

announce

- Go-aro

- Announc

in sight

- Announc

- Announc



98/263


At DA

Altitude from 100 FT (AGL)

Touchdown

Both LO PITCH lights illuminated

Speed 70 Kt

GROUND PHASE EVENT

- Respond Landing (if visual contact

established) or Go-around (no visual

contact established)

- Maintain 30glide slope

- Visual flare to touchdown. Reduce PLs to

FI position.

- Select PLs to GI position

- PLs to REV (as required)

CM1

- Command Hold flight column

- Respond

atr72 - standard operating procedures

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